With a claimed weight loss of more than 55 pounds, and a new 1,160cc triple engine making a claimed 150 horsepower, the new Tiger 1200 announced by Triumph is, essentially, a ground-up redesign. Each of the family of five Tiger 1200 models are designed, according to Triumph, “to be the world’s most capable, agile and maneuverable large capacity adventure motorcycle.”
As one might expect, these are expensive motorcycles. The Tiger 1200 GT is the least expensive, with a starting price of $19,100. The GT models are more road-oriented, with 19″ front wheels, while the Rally models have longer suspension travel and 21″ front wheels.
Here is the press release from Triumph, along with a number of photos:
Significantly lighter and much more powerful, with class leading handling and specification, plus all of Triumph’s new T-plane triple performance advantage, the all-new Tiger 1200 has been designed to be the world’s most capable, agile and manoeuvrable large capacity adventure motorcycle. Delivering a transformation in capability and performance on the tarmac, and the most dynamic and exciting experience off road, the new generation brings the best of all worlds with a whole new Tiger line-up, including for the first time two all-new 30 litre tank Tiger Explorer options.
All-new Tiger 1200 Family
- Tiger 1200 GT family; tailor made for the perfect road-focused adventure ride,
with 19” front and 18” rear cast aluminium wheels- Tiger 1200 GT (20 litre tank)
- Tiger 1200 GT Pro (20 litre tank)
- Tiger 1200 GT Explorer (30 litre tank)
- Tiger 1200 Rally family; tailor made for the perfect all-terrain adventure, with 21” front
and 18” rear tubeless spoked wheels- Tiger 1200 Rally Pro (20 litre tank)
- Tiger 1200 Rally Explorer (30 litre tank)
Transformation in weight, capability and specification
- Significantly lighter
- More than 25kg lighter than the previous generation
- Up to 17kg lighter than the closest shaft drive competition
(based on a comparable specification of motorcycle)
- New dedicated wheel dimensions for enhanced capability tailored to the ride
- 21” front / 18” rear tubeless spoked set-up for off-road supremacy
(Rally Pro & Rally Explorer) - 19” front / 18” rear cast aluminium set-up for dynamic road riding capability
(GT, GT Pro & GT Explorer)
- 21” front / 18” rear tubeless spoked set-up for off-road supremacy
- New fuel tank capacities
- 20 litre (GT, GT Pro & Rally Pro)
- 30 litre (GT Explorer & Rally Explorer)
- All-new light weight chassis and class-leading specification of equipment
- New lightweight frame with bolt-on rear aluminium subframe and pillion hangers
- New lighter and stronger ‘tri-link’ swingarm
- New category-leading Brembo Stylema® monobloc brakes
plus optimised cornering ABS with IMU - Advanced Showa semi-active suspension set-up tuned for
maximum road and off-road capability
- Slimmer waist and a more compact overall design
- New rider ergonomics designed for a comfortable and stable ride
- Adjustable seat height, which can be lowered even further with an accessory low seat
All-new T-plane triple engine advantage
- New 1160cc triple engine, designed to set a new benchmark for engine character
- More power with 150PS at 9,000rpm and more torque with 130Nm at 7,000rpm.
9PS more than the previous generation, and 14PS more than the closest shaft drive competition - Unique T-plane triple crank with uneven firing order
- Enhanced low down tractability and responsiveness
- More exciting and engaging mid-range to top-end response and feel
- Improved acceleration
- More characterful and distinctive soundtrack
- New lightweight low maintenance shaft drive
All-new comprehensive technology package
- All-new Triumph Blind Spot Radar System, developed in partnership with Continental
(GT Explorer and Rally Explorer only) - All-new Showa semi-active suspension set-up for dynamic rider control
- All-new 7” TFT instruments with integrated My Triumph Connectivity System
- Optimised Cornering Traction Control with IMU
- Up to six riding modes
- All-new keyless system, including ignition, steering lock and fuel cap
- All-new LED lighting with DRL, plus Adaptive Cornering Lights (not available on GT)
- Triumph Shift Assist (standard on all except GT)
- Heated grips and seats (heated seats standard on GT Explorer & Rally Explorer only)
- Tyre Pressure Monitoring System (standard on GT Explorer & Rally Explorer only)
- Hill Hold (not available on GT)
New distinctive and purposeful style, poise and attitude
- More dominant adventure focused stance and poise with new bodywork,
new twin radiator design and minimal new silencer - New rider ergonomics with tailored bar and peg positions
- All-new bodywork
- Premium detailing and finish
- New colour schemes and graphics for each family
Dedicated Tiger 1200 accessory range
- 50+ Genuine Triumph Accessories for capability, comfort, style, technology and protection
- Full luggage systems – all hard luggage developed in partnership with Givi
- New Trekker panniers – moulded luggage, side/corner opening
- New 52 litre Trekker twin helmet top box with upholstered passenger backrest
- New Expedition panniers – alloy luggage, top opening
- New 42 litre Expedition top box with two-piece passenger backrest
- Comprehensive protective range
- Precision engineered tubular stainless-steel engine and tank protection
- Heated seating options
- Rider, pillion, standard height and low seat options
- New Triumph Sena Bluetooth communication system
- Dedicated new partnership with the leading motorcycle communication brand, Triumph Sena headset featuring a new Harman Kardon sound system
Price, service and availability
- Three years unlimited mileage warranty, with the option to extend
- High service intervals: 10,000 miles (16,000 km) / 12 months
- Competitively priced, starting at £14,600 for the Tiger 1200 GT
- Available in dealers from Spring 2022
THE BEST OF ALL WORLDS
The result of one of the most ambitious projects in Triumph’s history, the all-new Tiger 1200 line-up represents a transformation in weight, performance and capability, all focused on delivering every advantage a rider is looking for in their adventure motorcycle.
Building on the previous generation’s strengths, including its practical shaft drive set-up and its
great long-distance comfort, plus the triple engine platform which suits touring so well, the new Tiger line-up introduces a new generation of T-plane triple engine, lightweight chassis and advanced technology – all focused on delivering the most agile and capable large capacity adventure
motorcycle you can buy.
ALL-NEW TIGER 1200 FAMILY
With all-new names to reflect the new capability, each Tiger 1200 model is now more tailored and focused to suit the adventures that different riders want.
The new road-focused GT and higher spec GT Pro come with cast wheels, 19” on the front and 18” on the rear, plus all-new Showa semi-active suspension, tuned to deliver the ultimate road-focused adventure ride.
With the new Rally Pro, this brings for the first time a dedicated 21” front and 18” rear tubeless
wire-spoked wheel set-up, plus the new Showa semi-active suspension with even longer travel,
tuned to deliver the ultimate in all-terrain riding, off-road and on.
Completing the new 5 bike line-up, for the first time Triumph introduces two new 30 litre tank Tigers, with the new Rally Explorer and the GT Explorer – the only cast wheel, 30 litre tank, adventure bike
in the class. Both featuring the new Triumph Blind Spot Radar system, these bikes are built to
travel the world in comfort and style, with the highest level of specification and capability ever.
ALL-NEW T-PLANE TRIPLE ENGINE
Designed to deliver all the advantages that have made the Triumph Tiger 900 so successful in the middleweight category, the new the T-plane triple crank brings the best of both worlds, with the low down tractability of a twin at the bottom end, making it great off road, combined with the performance benefits of a triple at the top end, which makes the Tiger even better on the road where riders spend most of their time. Technically, the T-plane crank gives the new Tiger 1200 engine firing pulses at 180, 270 and 270 degrees, resulting in one short gap and two long gaps between the firing, delivering improved character and tractability at low rpm.
The new 1160cc engine brings a major step up in performance with 150PS peak power at 9,000rpm, 9PS up on the previous generation, making it the most powerful shaft drive motorcycle in the class. The torque is also significantly higher than the previous generation, with 130Nm of peak torque at 7,000rpm, 8Nm up on the previous engine.
In addition to the step-up in power and torque, the new engine, tune and T-plane triple crank also bring improved acceleration and a much more responsive and exciting character, where the uneven firing interval gives excellent feel and tractability at the bottom end, combined with the really strong triple power and torque delivery all the way through the rev range. Completing the transformation, every Tiger features the new lightweight low-maintenance shaft drive, a key practical advantage valued by adventure touring riders.
Compared to the previous generation engine, absolutely everything is new, including new bore and stroke, crank, cylinder head, gearbox and clutch, and a completely new shaft drive and bevel box. Overall, every single component has been designed to be significantly lighter and more compact, which has allowed the new engine to have a much tighter overall package, transforming the riding dynamics.
Add to that the new minimal lightweight silencer, and the result is a significantly enhanced soundtrack,
with a new distinctive triple tone and bark.
THE NEW BENCHMARK FOR HANDLING
The Tiger 1200 has been designed to set the new benchmark for road and off-road adventure handling, courtesy of a major reduction in weight, an all-new lightweight chassis, a class-leading specification of equipment and all-new rider ergonomics.
Following an extensive mass optimisation programme across the whole bike, encompassing every component, the new generation is now more than 25kg lighter than the previous Tiger, and up to 17kg lighter than the closest shaft drive competition, based on a comparable specification of motorcycle.
For this new generation, each Tiger 1200 family now comes equipped with dedicated wheel dimensions, tailored to suit the adventures that different riders want. On the Rally Pro and Rally Explorer, there is a 21”/18” tubeless spoked set-up for incredible all-road ability, and on the GT, GT Pro and GT Explorer there is 19”/18” cast aluminium arrangement for more dynamic road riding ability. Ensuring outstanding grip and stability, Metzeler Tourance™ tyres are fitted to all of the GT models, while the Rally models feature Metzeler Karoo Street™ tyres for true all-terrain riding. For advanced off-road riding, the Michelin Anakee Wild is the handbook approved option.
Class-leading Brembo Stylema® brakes are fitted to all Tiger 1200 models for powerful and progressive performance. These have been selected to meet the demands of long distance road riding and the advanced off-road adventure capability of the Rally models.
The incredible stopping power provided by the Brembo calipers is managed by the advanced Optimised Cornering ABS system fitted to all of the new models, which is supported by a sophisticated IMU (Inertial Measurement Unit), which continuously measures the motorcycle’s movement (pitch rate, yaw rate, roll rate, vertical acceleration, lateral acceleration, longitudinal acceleration) to calculate the lean angle of the bike and deliver the optimum level of ABS intervention. Magura HC-1 levers, adjustable for reach, deliver a progressive feel and further enhance rider comfort and control.
Making a significant contribution to the transformation in weight and handling capability, the Tiger’s new frame, which is 5.4kg lighter than the previous design, features a bolt-on aluminium rear sub-frame and bolt-on pillion hangers, enhancements developed from customer feedback.
Additional weight savings comes from the new aluminium fuel tank and all-new tri-link swingarm, which is 1.5kg lighter and stronger than the previous single-sided set-up, and incorporates a smaller and lighter shaft drive and bevel box.
Bringing the rider enhanced confidence at low speeds and during non-riding manoeuvres, as well as enhanced comfort and control, all of the new 1200s come with new seat and tank ergonomics, where the seat has been slimmed down at the front, where it meets the tank. To further enable each rider to find their comfort zone, all models feature a built-in easily adjustable two-position seat mechanism which enables the rider to change the seat height by 20mm to their preferred set-up.
For the GT, GT Pro and GT Explorer there are two seat height settings – 850mm and 870mm, while for the Rally Pro and Rally Explorer these are 875mm and 895mm. Through the accessory-fit low seat option, customers will also be able to lower the seat position by an additional 20mm.
A further enhancement to comfort is provided by the new easily adjustable screen, with a simple one-handed adjustment mechanism, plus new aero screen diffusers that deflect the wind off both the rider and pillion.
The handlebar position has been optimised to suit each model in the Tiger 1200 range, contributing to the bike’s improved agility and ensuring great rider comfort. These are 20mm wider than the previous generation for improved off-road control. On the GT Explorer and Rally Explorer, the handlebars are 16mm higher than the other models in the line-up to deliver an even more commanding position. The foot peg positions have also been refined to deliver the optimum rider comfort and control for each model.
All models within the Tiger 1200 line-up have an extensive level of protection for a more secure and comfortable ride: handguards are standard for all models, aluminium skid-guard is fitted as standard on the GT Pro and GT Explorer, while an aluminium sump guard is a standard fit for the Rally Pro and Rally Explorer. Additional protection is provided on the GT Explorer and both Rally variants by the engine protection bars, while the Rally Explorer also comes with fuel tank protection bars. These items can all be added as accessories to the models where they are not standard fit.
COMPREHENSIVE TECHNOLOGY PACKAGE
The new generation sets a new standard for Tiger technology, with the introduction of a host of advanced features designed to enhance the ride and deliver a step up in safety, comfort and control.
The GT Explorer and Rally Explorer exclusively feature the all-new Triumph Blind Spot Radar system, developed in partnership with Continental, which delivers two key safety features. Blind Spot Assist uses a rear facing radar to let the rider know when another vehicle is in their blind spot, and Lane Change Assist, which gives a more prominent warning if the rider indicates to change lane and there is a vehicle approaching.
Optimised Cornering Traction Control comes as standard on all of the new line-up, which is supported by the bike’s advanced IMU to deliver the optimum traction control response for the riding conditions.
All of the key information the rider needs is presented through the new class-leading 7” TFT instruments with an optically bonded display, which features a new graphics package. The My Triumph Connectivity System is also fitted as standard on all models, enabling phone calls,
turn-by-turn navigation and GoPro control.
Depending on the model, there are up to 6 riding modes available, which adjust throttle response, ABS, traction control and suspension settings for maximum rider control in all riding conditions. The Off-Road Pro riding mode, exclusive to the Rally Pro and Rally Explorer models, is Triumph’s most extreme off-road set-up for advanced off-road adventure, with ABS and traction control turned off, and an off-road throttle map. Rain mode has been tailored to deliver the most intervention and is limited to 100PS for enhanced safety and control when conditions are compromised.
Tiger 1200 Rally Pro and Rally Explorer:
Road, Rain, Sport, Rider-configurable, Off-Road and Off-Road Pro
Tiger 1200 GT Pro and GT Explorer:
Road, Rain, Sport, Rider-configurable and Off-Road
Tiger 1200 GT:
Rain, Road and Sport
Great visibility in any riding condition is ensured by the new full LED headlight with a distinctive new signature Daytime Running Light (DRL). Additional visibility and illumination whilst cornering is provided by the lean-sensitive new Adaptive Cornering Lights, which come as standard on all models except the Tiger 1200 GT.
Triumph Shift Assist comes as a standard fit feature on all models, except the Tiger 1200 GT where it is available as an accessory upgrade. Triumph Shift Assist enables easy up and down gear-shifting without needing to action the clutch. Hill Hold is standard on all models except the Tiger 1200 GT. Hill Hold prevents the bike from rolling backwards when setting off on a steep incline, applying the rear brake until sensing the rider is starting to move off.
For enhanced long distance riding comfort in every weather condition, all models except the Tiger 1200 GT come with heated grips as standard, plus the GT Explorer and Rally Explorer also come
with heated rider and pillion seats, and also a Tyre Pressure Monitoring System to ensure the highest possible level of rider safety. For all other models, heated seats and TPMS can be added as an accessory option.
Completing the new Tiger’s comprehensive technology package, all of the new models come with a host of additional features designed to enhance the ride, including intuitive and easily accessible switch cubes with unique-in-segment 5-way joystick control, plus illuminated switches and under seat storage with USB charger. Adjustable electronic cruise control and a centre stand also come as standard on all models except the Tiger GT.
DISTINCTIVE NEW TIGER STYLE
Following a brief for styling that was just as ambitious as the handling and performance updates,
the new Tiger 1200 line-up delivers a distinctive new look with a more upright, commanding stance enhanced by the new redesigned minimal bodywork, clean contemporary lines and a visually
lighter front end.
Each model family has been designed with a more focused look, with the GT family delivering even more road biased style, whilst the Rally family brings even more off-road attitude and stance, courtesy of the new 21’’ front wheel set-up.The new generation also features a much slimmer waist and more compact design with narrower stand over, which not only makes it easier to get your feet on the floor, but also makes it easier to move around on while riding.
Colour Options
Tiger 1200 Rally Pro and Rally Explorer – Snowdonia White
– Sapphire Black
– Matt Khaki
Tiger 1200 GT Pro and GT Explorer – Snowdonia White
– Sapphire Black
– Lucerne Blue
Tiger 1200 GT – Snowdonia White
DEDICATED ACCESSORY RANGE
A tailor-made line-up of the very best options needed to enhance any rider’s adventure is available
for the new Tiger 1200, with more than 50 Genuine Triumph Accessories to choose from to enhance the bike’s capability, comfort, style and protection.
Key accessory options include:
Two full luggage systems, with new Trekker moulded panniers and 52 litre twin helmet top box with passenger backrest, and new aluminium top-opening Expedition panniers, with matching 42 litre top box and backrest, available in both brushed aluminium or matt black finish, all developed by Triumph in partnership with Givi.
Comprehensive protection range, with engine bars, tank protection bars and aluminium sump guard.
Heated rider and pillion seats, plus low height heated seat.
Adjustable screen aero deflector
Triumph Shift Assist
LED fog lights
Scrolling LED indicators
Centre stand
All new Triumph Sena Bluetooth headset, a new partnership, which works with the integrated
My Triumph Connectivity System and comes with Sena’s updated sound system by Harman Kardon
Triumph Track+ tracking system
Triumph Protect+ alarm system
NEW TIGER 1200 SPECIFICATION
Engine and transmission
|
GT |
GT Pro |
GT Explorer |
Rally Pro |
Rally Explorer |
|
|
Type |
Liquid-cooled, 12 valve, DOHC, inline 3-cylinder |
||||
|
Capacity |
1160 cc |
||||
|
Bore |
90.0 mm |
||||
|
Stroke |
60.7 mm |
||||
|
Compression |
13.2:1 |
||||
|
Maximum Power |
150 PS / 148 bhp (110.4 kW) @ 9,000 rpm 85kW @ 7,750rpm (Belgian market only) |
||||
|
Maximum Torque |
130 Nm (96 lbft) @ 7,000 rpm 121 Nm @ 6,250 rpm (Belgian market only) 127 Nm @ 7,000 rpm (Brazilian market only) |
||||
|
Fuel System |
Multipoint sequential electronic fuel injection with electronic throttle control |
||||
|
Exhaust |
Stainless steel 3 into 1 header system with underslung primary silencer and side mounted secondary silencer |
||||
|
Final Drive |
Shaft drive |
||||
|
Clutch |
Hydraulic, wet, multi-plate, slip & assist |
||||
|
Gearbox |
6 speed |
||||
Chassis
|
GT |
GT Pro |
GT Explorer |
Rally Pro |
Rally Explorer |
||
|
Frame |
Tubular steel frame, with forged aluminium outriggers. Fabricated, bolt-on aluminium rear subframe. |
|||||
|
Swingarm |
Twin sided “Tri-Link” aluminium swingarm with twin aluminium torque arms. |
|||||
|
Front Wheel |
Cast aluminium, 19 x 3.0in |
Spoked (tubeless), 21 x 2.15in. |
||||
|
Rear Wheel |
Cast aluminium, 18 x 4.25in |
Spoked (tubeless), 18 x 4.25in. |
||||
|
Front Tyre |
Metzeler Tourance 120/70R19 (M/C 60V TL) |
Metzeler Karoo Street 90/90-21 (M/C 54V TL) |
||||
|
Rear Tyre |
Metzeler Tourance 150/70R18 (M/C 70V TL) |
Metzeler Karoo Street 150/70R18 (M/C 70V TL) |
||||
|
Front Suspension |
Showa 49mm USD forks with semi-active damping. 200mm travel. |
Showa 49mm USD forks with semi-active damping. 220mm travel. |
||||
|
Rear Suspension |
Showa monoshock with semi-active damping and automatic electronic preload adjustment. 200mm wheel travel. |
Showa monoshock with semi-active damping and automatic electronic preload adjustment. 220mm wheel travel. |
||||
|
Front Brakes |
Brembo M4.30 Stylema monoblock radial calipers, OC-ABS, twin 320mm floating discs. Magura HC1 span adjustable radial master cylinder with separate reservoir. |
|||||
|
Rear Brakes |
Brembo single piston caliper, OC-ABS, single 282mm disc. Rear master cylinder with remote reservoir. |
|||||
|
Instruments |
Full-colour 7” TFT instrument pack with My Triumph Connectivity System |
|||||
DIMENSIONS AND WEIGHTS
|
GT |
GT Pro |
GT Explorer |
Rally Pro |
Rally Explorer |
|
|
Length |
2245 mm |
2245 mm |
2256 mm |
2270 mm |
2296 mm |
|
Width |
849 mm (handlebars), 982 mm (handguards) |
||||
|
Height Without Mirrors |
1436 – 1497 mm |
1487 – 1547 mm |
|||
|
Seat Height |
850 – 870 mm (adjustable) |
875-895 mm (adjustable) |
|||
|
Wheelbase |
1560 mm |
||||
|
Rake |
24.1° |
23.7° |
|||
|
Trail |
120 mm |
112 mm |
|||
|
Wet weight* |
240 kg |
245 kg |
255 kg |
249 kg |
261 kg |
|
Fuel Tank Capacity |
20 litres |
20 litres |
30 litres |
20 litres |
30 litres |
*(90% fuel – mass in running order)
FUEL CONSUMPTION AND EMISSIONS
|
GT |
GT Pro |
GT Explorer |
Rally Pro |
Rally Explorer |
|
|
Fuel Consumption |
TBC following final homologation |
||||
|
CO2 Figures |
TBC following final homologation |
||||
|
Standard |
EURO 5 |
||||
As the owner of a 2014 Xplorer GT 1200 I will definitely be looking at the new GT, I use it mostly as a road bike with a few logging roads thrown in I’m not interested in the Rally pro as I have a DR650 for the more intense stuff. At close to 50KG lighter than my current 1200 I for sure will have to throw a leg over one when they arrive in 2022 to see for myself the improvements made to what I already feel is a wonderful bike.
Triumph builds a great bike, just need a better dealer network, but instead of working their way into dealers where they can, they demand a dedicated boutique area of a shop. At least that’s what my dealer told me when he dropped them because he didn’t have enough money or room to build a Triumph only area in his Yamaha/Triumph/Zero shop. Now he’s just Yamaha/Zero.
This is a smart practice on their part. Without these requirements they will wind up with a bunch of “not really” Triumph dealerships, that will under represent and under commit, which will gradually drag down their brand value. I am sure all brands have requirements in place, though it’ll be less visible with the majors since they naturally command the most floor space.
Well, I can tell you the dealer that gave up Triumph was a really good dealer that has been in the business since the 70’s and only gave them up after Triumph changed the requirements for floor space which he didn’t have, so now the whole area doesn’t have a Triumph dealership and those that bought them from that dealer have no place to get them serviced.
That’s the way the cookie crumbles. He was unable to deliver the level that Triumph required and he wasn’t successful enough with the brand to make the decision to grow.
Why must a Triumph only be serviced at a Triumph dealership? Why can’t this dealer just continue to work on them? I’ve never had my cars serviced at branded dealerships.
Thailand built Triumph for $20+?
Didn’t Triumph just farm out 90% of manufacturing to Thailand? I’m sure this was done to lower manufacturing costs though it doesn’t seem like any savings is being passed to the consumer. Something to keep in mind when paying north of 20k for a motorcycle.
Should have typed never abandon the even ‘firing’ 120 degree crank.
Yes very tasty makeover. 30lt tank is a bit pretentious I think: how many owners gonna be riding across the Sahara or in the centre of Australia? 22/23 litre across the range would have done.
Cant get my head around the ENDURO models from Triumph Ducati KTM : how many riders take those Uber-priced models into the bush-really need those offroad tyres?
I sometimes ride with a bunch of BMW guys who seem surprised when I signal the need for gas sometime in the next hour or so. Maybe if I had a bit more range I could just gas at the end of the day like they normally do.
I wonder if the bigger tank is obvious or unsightly. There is one pictured. It appears that the additional capacity is carried high.
The Ducati Desert X has a 21L tank and an optional 8L subframe mounted tank with a dash mounted transfer control. It appears the industry has been reading the comments of guys who want huge tanks.
One of my bikes has an aluminum 1.8 gallon tank and a thirsty thumper engine. You can ride long days on it. But you have to make a lot of quick gas stops. I would hate to ride that thing in New Jersey where you have to let them pump your gas. It always takes longer.
I rode my Kawasaki ZRX1200 cross country. It has a 5.3 gallon tank. I topped the tank off every 125 miles or thereabouts even though it has a range well over 200 miles. On long trips you need to get off the bike to stretch your legs.
I also did the same when consulting my maps. Real paper maps.
I moved my map box the other day. I used to buy Delorme maps and pour over them for hours before photocoping pages and highlighting routes on them to carry with me. Then I would make a cheat sheet on a piece of tape.
Road name R
Road name L
Road name L
If you studied the maps well enough, you rarely needed to consult them.
Then the internet and my beloved little GPS came. I found that I could never trust a GSP with a route unless I made a bunch way points and forced the issue. Otherwise they tend to go Rouge and revert to automotive mentality. So I use tracks. Oddly, a lot of motorcycle specific GPS don’t display tracks well. Hiker GPS live for that. They are cheaper and lighter to boot.
I’ve been using the same Oregon for decades now. I dropped it and broke the screen once in France. Installing a new one was cheap and easy. I even found a new one on Craigslist last year to loan to riding buddies so we can be on the same page. They have a cool little plastic mount that weighs almost nothing and secures in seconds with two zip ties.
I can’t imagine why someone would be bothered by a 6.5 gallon tank on a bike like this. You don’t have to traverse the Sahara or the Northern Territory to appreciate not needing to plan your route around fuel stations or just going for a weekend ride without needing to stop for fuel alonf the way.
I was wondering about the choice of an 18” rear wheel/tire for the street models as well. Bet that’s going to haunt them. That aside you have to give Triumph credit for shedding so much weight from the bike and making a model with a bigger fuel tank. Personally I would have given all the models the same size gas tank at about 6.5 US gallons and gone with different size rear wheels. Going to be a tough sell at the price which seems to be a constant issue for Triumph here in the States
I think it’s great. I don’t want to ride these big bikes off road but for me they make a great touring bike. I want one.
I like Triumph and maybe right now they’re making the best bikes, but $19K? I won’t be interested. BMW sort of sets the market here, and the competition can then price its products accordingly.
It’s the electronic gizmos that sets the BMW market. Triumph is adding them, plus a shaft drive, and that’s what kicks the price up. The Mfrs (I mean Manufacturers) think we need that stuff.
Who needs a 550 lb trail bike? Not me. They should at least offer an automatic transmission to compete with the Honda AT, and self-lowering suspension (the *only* attractive thing about the HD PA).
I wanted to love it, and it looks like a nice update.
EXCEPT!!! They went from an industry standard and very sure footed 170/60-17 rear tire on the GT version to a 150/70-18. A 150 tire on a 150hp bike that you may want to ride at high speed, loaded, and peg scraping angles! That’s not the worst part. Try to find a tire in that size. There are no popular sport touring rubber options in that size, and only 2 common 90% road sizes. Yes, there are many more offroad options, which is great for the rally, but the GT should have kept a 17″ 170+ section tire.
Now try finding an 18″ 150 section tire on tour somewhere. You see the problem? Most 18″ tires are for 450 class dirt bikes.
Good point. I was very surprised by this as well. Expected a 17 inch rear wheel on the GT models that would accept a 170 section tire. There are pure sport touring tires in a 19/17 combo and soon there will likely be sport bike rubber as well. Metzeler is already selling the M9RR in a 19 inch front and 17 inch rear.
Great catch. Valid point.
Just like Ducati went to 150 rear on the V4 Multistrada.
On the new Tiger would have liked to have seen 17 rear with
170/180 just for the fat look-I dont think many riders are that proficient they are going to detect handling differences between
17/18 rear wheel sizes or 150 width versus 180?
With respect to tire width, I think most people could easily tell the difference in handling between a 150 and a 180.
Yes, I have tested the same bike with different rear tire widths. Narrower tires change direction more quickly with less effort. The trade off is less grip at extreme lean angles, but Triumph thinks a nimble feel will be more important to most buyers of this category of bike.
It’s a trade off. Wide tires do zero for nimble handling. Electro nannies take up the slack. And face it. A huge percentage of street bike riders have no business or desire to test real traction limits on a 150 section tire. They go fast in straight lines and get off and push around the corners. They don’t need wide tires and they can appreciate nimble handling every day of their lives.
I get it. I have been dealing with the lowest common denomination factor for decades. I refuse to accept it. I get flack about that once in while. Keep your current line up long enough and you will too. Video gamers will design your future bike and expect you to like everything about it.
I quit new street bikes after 1994. I only buy new dirt bikes now. Probably a Sherco next time. They still have carburetors. The fuel injected two strokes still need a lot of work. Maybe some day, if I don’t age oout first.
You never know when you might encounter some dirt on the way to starbucks.
^This
I have yet to see a Starbucks that didn’t have a paved parking lot.
Triumph should put their 4 cylinder 2300 into an ADV sled, then all the want to be’s can have the biggest, heaviest barge to do the gravel parking lot behind their apartments. Don’t forget all the high end farkles one could possibly spend useless money on.
55 pounds?! Was there a sand bag under the seat?
Congratulations to the long legged group of adventure riders. Maybe Triumph will put that engine in a bike to fit us short legged people.
Besides the price and lack of dealership support in some locales, I’m failing to find any holes in this bike’s game. It checks off every (non-Mick) box while also looking better than every other large ADV save maybe the Africa Twin.
Wish they’d ditched the useless beak, but I guess those things are now mandated by ADV law, or something.
There ya go Mick, more than 55 pounds lighter than the previous model…see they are listening.
Unfortunately the good Triumph dealer which was about 100 miles from my house, where I bought my Triumph, quit carrying the brand.
It was picked up by a former car dealership, about 35 miles from my house, where my brother bought his Triumph, but they are so bad he wont even let them put air in his tires. They actually farm out a lot of their warrant/service work to a non authorized small independent guy.
Didn’t BMW pull about the same stunt about eight years ago? Pulling a bunch of weight out of the GS on a redesign?
I guess I have to applaud them for fogging the mirror. I got passed over by whatever pandemic it was that made so many guys grow a bone in their head that made them think that one of the things that you really need on an adventure bike is an open class street bike engine. I see them as touring bikes in Jeep drag. As such, I think they fashion slaved the passenger and luggage area by abbreviating the tail section. They know that they did too. Dig the little apology fender on the back wheel.
At least there are some actual weights and dimensions in this press release. So many have been little more than manure piles lately.
Yep. It was sixty lbs.
I don’t recall the specific item they used, but I remember that this sixty-lb item was conspicuously placed where the designers of the next GS could always see it, as a constant reminder of the design brief’s mandatory weight-reduction marching orders.
Isn’t it sad that they seem to have retired the program?
It does seem that the GS went ahead and gained all that weight right back over the past decade or so.
Yeah remember reading that: they hung up a sack of sand or something in the R+D room and said thats the goal-Forward for the Fatherland!
But as someone wrote: time for BMW to do it again…
I want one of the GT models in blue. Triumph has certainly worked hard to bring a fresh new bike with excellent attributes.
Nice looking and all, but a TOTAL NON-STARTER without dealership support – and out here, our Triumph shop is The Worst.
That’s not the bike’s fault, but I get it. Decent and professional front line dealers seem rare these days. Once the bike is sold, you kinda get forgotten.
270 degree vertical twins, Cross plane inline 4 s, now T-plane inline triples, Hmmm. Maybe the manufacturers are on to something about hooking up. Just hope Triumph and others with triples never abandon the even 120 degree crank. My T-bird 120 crank was the best road bike engine I ever rode. Plenty good enough.
Now – about everything less than 1200 cc s is a mini bike, and $ 20,000 is the norm. Bah Humbug !
Here’s to the TR-6 at 395 lbs and $ 1200 new.
I think triples have always had 120* cranks. It would be very hard to overcome the imbalance that would occur with a 2×1 flat crank.
I think most triples have 120* cranks. I checked a little and did find the Tiger 900 has a flat crank.
Let’s see if Build Back Better increases sales. Should. These are machines. We have the busiest Duc dealer in the country nearby and he’s doing great. But Triumph closed a lot of Mom and Pop dealers so the closest is now 50 miles away 🙁 Yamaha dealer has only five bikes. KTM is nearby and doing ok.
About the only BMW’s the local dealer has in stock are the new cruisers. Apparently they focused on building those, using available chips in the process, and those aren’t selling well. Who could have ever guessed that BMW people wouldn’t be into overweight cruisers? I’ve ordered a 1250GS but the dealer can’t guarantee they’ll actually be allotted the bike by BMW. That’s why I’ve been anxious to see these new Tigers. The BMW dealer also carries Triumphs and they have decent inventory on those. The local KTM, Honda, Yamaha and Kawasaki dealers have very few bikes in inventory. Some of them are now carrying Chinese brands just so they have something new on display in their showrooms.
Will it tackle the rugged wilderness on a set of big off-road knobbies? Baja 1000, here we come
These press releases remind me of my CVS receipts as they seemingly go on forever and forever…
with patented and exclusive triple plane power, you need to say things 3 times!!! 3 times!!!! and –
I’m anxious to sit on one. Weight is just one factor. Where the 1250GS may still have an advantage is the low center of gravity that results from the engine configuration. The big GS has always felt much lighter to me than its listed weight would suggest, because of that low COG.
I also think Triumph may be making a big mistake pricing this at essentially the same level (for comparable models) to the established GS. I’m anxious to read the professional reviews. At these price points it will need to be as good or better than the GS if they want them to sell. I’m planning to buy in the next few months, and the reviews will have to be outstanding for me to not buy the GS over a first year bike. I’ve always been a Triumph fan, but they used to represent good value and now they seem to be going upscale with most of their new bikes.
At what price “Glory”……??? North of $20,000?? Insurance premiums….???? I like it. Am I willing to pay that much $$$, no. I guess it gives the Beemer GS1200 guys a run for their money.
Triple with 150hp engine? Check. Shaft drive? Check. Centerstand? Check? Beak? Check! I love this bike.
Speed Triple engine but only 150hp…. 170hp and it would be REAL jackpot!