Triumph Tiger Explorer XC MY 2014- Road test

They are the undisputed queens of the market, and after having tried a fair number of maxi enduros, about ten in just over a year, we feel like putting on the virtual podium, albeit on the bottom step, this Triumph Tiger Explorer XC MY 2014. Powered by one of the most powerful engines, with 137 horsepower, but also of one atypical construction scheme, with those three cylinders which make it a mix between a classic twin-cylinder and an in-line 4, which in the end, however, it seems to be a solution that is well suited to all uses, narrow, mixed, fast and even off road. Pleasant to ride and comfortable for long journeys, it has a look that doesn't convince everyone, but if you like it, it's truly one of the most valid bikes in its segment.

Aesthetics and finishes:

rating:  

The taut lines make it slim and streamlined, however the handlebars are very wide, the quality of the bike is impeccable

Tastes are subjective, it is therefore difficult to talk about the aesthetics of a motorbike without expressing, or at least letting one's own tastes shine through. The Tiger Explorer, compared to some competitors, attracts less attention. This is an objective fact. However, it would be excessive to pass it off as an ugly bike or one that lacks personality, because that really isn't the case. In the meantime, she deserves recognition an exceptional quality, comes out on top from this point of view in comparison with both the Japanese and the Germans. The only exception is the fog light button, which appears to have been added by the owner after making an after market modification. Large in size, it lights up when the headlights are on, but remains barely visible during the day. For the rest it is taken care of down to the smallest detail. The frame with tubular steel structure is finished in matt black and unmistakably recalls the style of the English brand. In the XC version (the 1.200 is only available like this) the rims are spoked, 17" at the rear and 19" at the front, stunning from an aesthetic point of view and softer and suitable for impacts with stones and potholes typical of off road use. They have only one flaw, they are more complex to clean, but it is certainly worth paying this small price. For fans of the alloy wheel, it can still be ordered, with specific reservation, even like this. Some details accentuate the Explorer's adventure bike vocation, such as the hand guards and engine guards, as well as the fog lights. The very wide handlebars and large dimensions immediately make it clear that the Tiger Explorer is a motorbike designed to take you everywhere. The cardan shaft, which acts as the suspension arm, reiterates the concept. The double headlight characterizes the front of the motorbike, together with the now classic beak - mudguard. The instrumentation is complete and equipped with a large analogue tachometer, combined with a display from which to read all the other information, practically nothing is missing. The handlebar controls on the left side allow you to navigate the menu, while on the right side there are the cruise control controls, which are equipped as standard.

Engine and performance:

rating:  

Immense: lots of easy power, excellent delivery and help from the electronics

The power delivery is so rounded that the Explorer impresses less than the 137 horsepower at 9.300 rpm might suggest. The extension is there, and it is a plus compared to the boxer of the eternal reference in this segment, the BMW R1200GS. However, if the comparison is made with the KTM 1190 Adventure the gap is important, however it must be said that the Austrian is exaggerated and far too powerful. The three-cylinder doesn't seem to be missing anything at all. It screams high, almost like a track bike, rather than an enduro bike. In road use it is fantastic, full in the lows, even if in this the GS boxer has a little more, it becomes full-bodied in the mediums and able to amaze with an angry extension, up to the limiter at 9.500. The throttle control is type ride by wire, but different mappings are not foreseen. The electronics work for you, guaranteeing an always adequate level of traction, thanks also to the traction control. In addition to power, it must also keep the 121 Nm of torque, delivered at 6.400 rpm, but largely available across the entire range of use, from 2.500 to 9.500 rpm. The engine, if he could have left any doubts before having driven it, especially after he had not convinced us 100% on its younger 800 cc sister, gives its best here, with a right mix of the qualities of the best competitors. We mentioned in the introduction to the test that the Triumph 1200 would be on the bottom step of the podium for us of the maxi enduros we rode, but drawing up a ranking inevitably means making a personal judgement. Actually in many respects the Tiger Explorer is also superior to KTM's 1190 Adventure and BMW's GS 1200. The liquid-cooled 1215 cc is one of its trump cards, will not have the prodigious bass of the German or the explosion of exaggerated power of the Austrian at the highs, but overall it is the most balanced and the one that you end up liking the most. From him too a unique sound, given that there aren't many three-cylinder 1200s on the market, which also in this case combines the advantages of the twin-cylinder engines, which "sound" decidedly better at low levels, with those of the multi-cylinder engines when the revs get high.

Ride and handling:

rating:  

It is surprising to drive, one of the most balanced and pleasant ever

Curb weight of 267 kg, handlebar width of 962 mm. With these two data alone it would immediately be relegated to maxi (enduro), one of those "beasts" capable of taking you around the world comfortably, perhaps with two of you and with a good load of luggage, but light years away from the concept of a fun motorbike. And instead the biggest surprise comes from the driving. The weight is not excessive even when maneuvering when stationary, it is so well distributed. The steering angle is very good and allows you to twist it in a handkerchief. The driving position, with that very wide handlebar, it is tall and set rather back. The nice thing, however, is finding yourself throwing it into a bend with disarming simplicity and opening the throttle in the middle of the bend, feeling the traction control working when the torque, after having squeezed the rear axle, starts to make the rear wheel spin. The tires are 110 on the front and 150 on the rear, demonstrating that it is not just an on-off on paper, but it is a little more at ease on asphalt than on dirt. The chassis is excellent and allows you to manage the almost 270 kg in an excellent way, never making it seem clumsy or awkward, as you might expect. The fork is a Kyaba with upside down legs, measuring 46 mm. Same brand for the rear mono, with separate tank and remote hydraulic preload adjustment. The Nissin 4-piston calipers they work on 305 mm brake discs at the front, and with the system ABS, disengageable for off-road driving, they guarantee short stopping distances and excellent braking modulation. The riding position is not excessively high, it is "only" 837 mm from the ground, not many considering the type of bike. Also the aerodynamic protection is discreet, thanks to the adjustable fairing, even if only with the bike stopped. On the motorway, to complete the already excellent comfort of the Tiger Explorer, we find a very convenient cruise control, offered as standard and essential for those who have to travel long journeys, also to avoid running into costly fines for speeding. Excellent disengagement is also possible by slightly rotating the throttle control backwards, as well as by activating the brakes. Even the cardan shaft, essentially zero maintenance, makes it one of the queens of long-range tourism. It also copes well off-road, but don't delude yourself into using it as a trial, the weight is felt in very slow maneuvers, it is much more at ease on a dirt road or on a route without excessive difficulty. Traction is very good, once again thanks above all to a spectacular engine, always full and round in its delivery.

Price and consumption:

rating:  

Competitive price, reduced management costs

The price list is 15.490 euros. A rather competitive price when compared to the competition and based on what it is able to offer, both in terms of performance and standard equipment. He also has one on his side good value retention even on the used market. Consumption depends a lot on the pace, but always remains acceptable. It rarely goes below 16 km/l, even with the cheerful paces of our test. You can get close to 20 per liter with more careful driving. Thanks to the 20 liter tank the autonomy is therefore very good. With its solutions, dedicated to long distances, such as the cardan chosen for the transmission, and the reliability that distinguishes the recent models of the English brand, management costs promise to remain particularly low, with very long maintenance intervals.

PROS AND CONS

We like it:
Excellent engine, great pull across the entire range of use, driving position and travel comfort, great driving pleasure even when cornering
We do not like it:
Look that must please, additional "false" headlights button, the size allows it only easy off road

Triumph Tiger Explorer XC MY 2014: the Motorionline Report Card

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Test clothing:
Jacket: Dainese G. Ridder Gore-Tex
Trousers: Dainese P. Travelguard Gore-Tex
Gloves: Dainese Druids S-ST
Boot: Dainese Carroarmato Gore-Tex
Helmet: AGV AX-8 Dual Evo