Triumph Tiger 1200 XCa in the presence of the queen BMW R1200GS Rallye [ROAD TEST VIDEO]

It's no longer called Explorer, but this is just one of the details of a 4-year project that led to its introduction over 100 changes. Be careful though, Triumph has not revolutionized the Tiger 1200, but rather has made it decidedly better and with a step into the future, without giving up what made it famous and appreciated by its owners and admirers. In fact, they debut Keyless, ABS and traction control which interact with the IMU platform, but also LED headlights with Adaptive Cornering Light, semi-active suspensions, electronics retouched to make the engine more responsive, as well as more powerful with its 141 horses, the new Off Road PRO driving mode (there are 6 in total), improved ergonomics, lo Shift Assist for shifting (even when downshifting), the Adjustable TFT instrumentation and with customizable graphics, the electrically adjustable plexy, the function Hill hold for hill starts, but the list could go on.

Will all this be enough to fill the gap with the absolute reference in the segment? In reality, by turning off the challenge before starting it, we confirm that each of the main competitors in the 1.200 segment has its own soul and a different spirit from the others, with which it is more correct to draw a parallel rather than a comparative one, to find the one that the closer it is to your needs and tastes and not the best in an objective sense.

The English trio of hard suitcases is roomy and well made, but…

Let's start with the Tiger 1200, in this case in the off road version (XC stands for Cross Country) and in its top setup, called XCa, with the set of 3 hard bags included. Since the BMW R1200GS Rallye with which we are comparing it does not have them, we dismantled them, after recovering the boots, jacket, trousers, gloves and helmet which we had conveniently stowed right in the trio of suitcases, demonstrating their ability to do everything respect. Let's close the parenthesis on this accessory with some positive and one negative notes. They are in fact very well made and finished, they use a single key (the same as the tank and saddle), as well as offering a practical release and assembly system that takes just a few moments, especially when assembling, without even having to use the key. As usual, the most unsightly is also the most comfortable, because the top case is the most capacious of the trio and the one that causes the least discomfort when using the motorbike, especially in city traffic. In fact, the two side ones protrude quite a bit, also due to the choice of perfect symmetry, which distances both of them from the bike, including the one on the left, despite the absence of the exhaust terminal on that side.

Two flagships: the Tiger 1200 becomes more and more GT, the Rallye version of the "GS 1200" aims to go off

We leave the judgment on aesthetics to you, because it is the most subjective part of the comparison. However, we can confirm that both are well cared for and finished, even if analyzing them in detail, both do not border on the perfection that would be expected from motorbikes that cost more than 20 thousand euros in this way. The Tiger, for example, has side panels that are matched to the tank in an irregular way, leaving a different light in some points. Some small defects, if we want to be a little obsessive, we can also find on BMW. In both cases we are talking about details that will never catch the eye of most people, anyway.

The setups of the two are different, with the English one sporting a high plexy, perfect for long-range touring, while the German has a very low one, as desired by those who want to take it into the mud without losing forward visibility. Although they are different in these choices, in the saddle, the posture is comfortable for both one and the other, the ergonomics are very refined and well studied. To manage the many functions available, however, an initial apprenticeship is required. In the past we complained about the crowded left block of the R1200GS, which with the "big wheel" can also manage the optional navigator, capable of acting as an extension of the instrumentation. With the Connectivity package we need to partly relearn what we were used to using, while the functions grow (here you will find a dedicated article, with video included, specifically for this accessory).

A leap forward and into the future for the English model, which rises to levels that lead us to compare it to a hyper-technological premium car. The LCD instrumentation, adjustable in its inclination, is common to many new models from the Hinckley house and, in this case, you don't pay as much as on BMWs (where it essentially "costs" 650 euros). With a "joystick" button on the left block (it moves in 4 directions and is pressed to confirm), you navigate the many functions. In addition to this we have the two cruise control buttons, the one for the riding modes and, moving to the right side, the button to access a rich configuration menu, in this case only with the bike stopped. Even if everything has been well conceived and implemented, the number of parameters that the Tiger allows you to modify ends up relegating some items to sub-pages that are not immediately usable, such as traction control, for example, which then resets to the first restart, but which can also be excluded by simply selecting the Off Road Pro mode. There is no shortage of saddle (also for the passenger) and heated grips, as well as two 12 volt sockets, the second behind the rear seat.

Two boxers or three in line? Matter of taste

The “Tigerona” has some characteristics that make it unique and satisfying to ride. Some are confirmations, such as the character and sound of the big three-cylinder, especially with this Arrow exhaust, planned for the XCa. The engine has been refined and improved in its delivery, more responsive to bass and with a more incisive acceleration. The progression is linear, with sound and shot that gradually become more intense as the revs increase. Almost sly at low levels, at least compared to the expectations that derive from a very respectable technical sheet, the three-cylinder in-line engine, also with 1215 cc, first becomes lively and then nasty as the threshold of 4-5 thousand rpm passes and approaches the zone red. The maximum torque, of 122 Nm, arrives at 7.600 rpm, the 141 horsepower (+2) at 9.350. The Tiger's innate propensity for long-range tourism and, where permitted, at high cruising speeds also continues to convince. The innovations are especially in the electronics area, because between the inertial platform, assisted gear shifting both up and down and new driving modes, the Tiger 1200 manages to improve both on-road and off-road driving. We were particularly impressed by the Shift Assist. It works well in sporty driving, but it is fluid and perfect even in more relaxed use, where instead, with the BMW R1200GS, it is better to use the clutch.

From an engine point of view, making a comparison between the two, one does not come out better than the other, but two bikes to fall in love with, in both cases. The English three-cylinder has a unique sound and character, but the "boxerone" is certainly no different. The back of the R1200GS is a little more convincing, a matter of taste however, and despite having 16 less horsepower, stopping at 125 (with a torque value slightly higher for the German, + 3Nm at the lower speed of 6.500 rpm) , at times it almost seems meaner than the Tiger's engine. The R1200GS has less reach, yes, while at very low revs, for example in some off-road passages, it is more incisive.

Impressive handling for the R1200GS Rallye, business class tourism for the “Tigerona”

The Tiger 1200 tries to offer the best of what we find in this segment. For example the system ESA from BMW finds a worthy rival in these semi-active suspensions (TSAS – Triumph Semi Active Suspensions), with fork and mono WP, the adjustment of which is possible directly while riding, always with the usual "joystick" button on the handlebar. As with the engine extension, even in fast driving the Triumph stands out compared to its rival. In fact, it appears to be extremely stable in sustained bends at even extreme speeds, despite this being the most off-road XC. On the other hand, in the Strait i 248 kg dry (there are 242 for the , make it very easy to handle, even in city use and in traffic, despite the weight being completely similar (10 kg dry). The Tiger 244 takes the lead over its rival, as we had the opportunity to prove with a nice itinerary of over 1200 km (here is Paolo's article), on long journeys and when you stay in the saddle for hours. If in the strait you have to go down to the bend in a more physical way, when you start to clock up the kilometres, it seems like you're on autopilot and, also thanks to a plexy which, set high, offers perfect protection on the motorway (you travel comfortably even with the visor raised). , you get off the bike fresh and never tired.

Dual purpose yes, but with the obvious precautions

For off road? Given that both of these bikes have "smaller" sisters, only in displacement, but superior for this type of use, the two 1.200s manage to compensate for their large sizes with important electronic aids, which manage engines and suspensions, making everything more accessible, even of pilots who have never raced a Dakar. On asphalt we found the Tiger more convincing than the GS on fast roads, a little less on narrow roads. When you move on to off-road vehicles, the judgment is the same, but in an even more clear-cut way. The new semi-active suspension of the Tiger 1200 makes even a dirt road or a desert track with some dips flat, which can therefore be driven at high speeds, enjoying the experience without the slightest problem. However, when things get more serious, the BMW, especially in this Rallye trim, is more comfortable and easy to drive. Paolo, moreover, has just returned from the Hat Pavia – Sanremo and was enthusiastic about it (here is his article).

Everything from the flagship, prices included

The prices of the new one Triumph Tiger 1200 depart from the 15.800 euros of the XR (Cross Road) with alloy wheels, the price goes up to 19.850 for the equipped XRT, while moving on to the spokes of the 21.050 of this rich XCa, available in the two colors Crystal White (that of this specimen) and Marine.
The German rival BMW R1200GS expected at 16.950 euros, to which must be added, 650 € for configuration Rally ed as many for the package Connectivity, which includes LCD instruments. If you then choose all 3 packages of options available, you can get there exceed 22 thousand EUR. It should be noted that the engine of the Triumph Tiger 1200 salt to 16 thousand km for the maintenance intervals, from the previous 10 thousand.

Similar consumption and autonomy, with declared data of 5.2 l/100 km for the Tiger 1200, 4,96 for the BMW R1200GS, for both with 20 litres available. In real use the values ​​always remain between 15 and 18-19 km/l, depending on the context and type of use.

Paolo Di Clemente collaborated

Clothing used:
Mtech Geographic jacket,
Mtech Storm Pants,
Mtech Wind H20 gloves,
Stylmartin Impact RS Boots,
Suomy MX Tourer helmet

Second tester
Complete OJ
Dainese boots
LS2 Pioneer Quoterback helmet