Motorcycle specifications TriumphTiger 1200 Explorer XR 2016 First course

Triumph is no stranger to the big trail, and has been for a long time. As early as the mid-90s, the Tiger 900 was already doing the job. Already with 3 cylinders. Then came the trail-GTs. Huge, road-going, no longer too keen on gravel, but ready for long weekend rides. That's where the 1200 Explorer comes in, more suited to touring than the 1050 Tiger. After a remarkable debut and 4 years on the market, the British manufacturer decided it was time to make a few improvements. Competition, standards, the market and requirements are no picnic. What about him?

one thing's for sure: he's a menace. The Explorer doesn't have a sweet and gentle face. It assumes its strength, and its silhouette proclaims it. Triumph has made a few stylistic tweaks to mark its evolution, but the overall look has changed little. Only the fairing sides, fork-head cheeks, mirrors, engine cowling, wheels and exhaust have been restyled. The only one who really dared to raise an eyebrow was the dashboard. Tired of looking like the Street, Speed and other models in the range, it has been radically transformed. Now, two digital windows escort the rev counter, all housed in a military-strength-looking turntable.

the Tiger 1200 Explorer's engine sets it apart from most maxi-trailers. There aren't many three-cylinder machines in this category. Apart from the confidential Benelli Tre-K 1130 and the sporty-trail MV-Agusta 800 Turismo Veloce, there aren't many to choose from.
This block has been revisited, with the benefits of lower pollutant emissions, a 5% reduction in appetite, two more horsepower and a small gain in torque of 0.2 mkg. Let's be more precise: 139 hp at the same rpm as before (9,300 rpm) and no less than 12.5 mkg of instantaneous force at 6,200 rpm, i.e. a maximum value obtained 1,650 rpm earlier. The clutch benefits from hydraulic assistance, the gearbox from an overdrive sixth gear, and the transmission retains its cardan shaft housed in a single-arm unit.

where the 1200 Explorer is most appealing is not in its engine development - although its enthusiasm will soon enchant enthusiasts. Rather, it's the chassis. Could it be that Triumph has highly revised the tubular steel trellis frame? No, only the caster angle has been slightly retracted to enhance agility (24.1° ->23.5°). The rider has also been moved 20 mm closer to the front. Radial calipers are now used for braking. Two Brembo M4.32 calipers on tracks of the same diameter, i.e. 305 mm.
to be more precise, it's the on-board electronics and their action on the various chassis reactions that change the game. This is especially true of the richer versions(XRx and XRt)
Theformer already had ABS and traction control. Phase II now offers two additional driving modes. Depending on trim level, up to five are available.

ROAD mode optimizes comfort and driving experience. ABS and traction control settings enhance stability and braking performance on asphalt roads. Engine mapping is configured to deliver ultra-smooth power on asphalt or similar surfaces.
RAIN mode, designed for difficult conditions, adjusts engine mapping, reduces power and provides a progressive response. The traction control setting minimizes the degree of rear wheel slippage to offer greater control, while the ABS setting prevents wheel lock-up to avoid uncontrolled skidding.

however, it seems that Triumph is offering this basic XR version mainly to attract customers, as the technical goodies are only unlocked with the "premium" versions. And there, the equipment is much richer: more riding modes, semi-active suspension, heated grips, hill-start assist, cornering ABS, cruise control, and much more. A closer look at the Explorer XRx and XRt will reveal the details. Bonus: the windshield is electrically adjustable, starting with the first version.

the big Tiger Explorer, flagship of the Touring/Adventure range, can be enjoyed in two ways: on the road with the XR, or inspired by the adventurer with the XC. Why the plural? Because the British trail bike is available in a multitude of versions. Improved and enriched, the 1200 requires effort to afford all the upgrades available. Which is hardly surprising in this category. Moreover, customers are demanding, and will naturally gravitate towards the top-of-the-range editions. Compared to the competition, Hinckley's adventure has nothing to be ashamed of in terms of price or performance. Take another look at the name - it's not as insignificant as all that.

M.B - Manufacturer's photos