Tiger 1200 Explorer

p.s. When's the launch Kev? And are you going/getting a long-termer?

Yes, it does look like a lot of thought has gone into it, over a reputed five year gestation period. Nice to see abs, traction, computer and cruise control all as standard equipment at circa £10.k (so I'm told monkey spanker weekly are reporting it), which is certainly favourable compared with BMW and Yamaha pricing policies.

My main (multi Japanese franchise and non-Triumph) dealer doesn't think the Super Tenere will sell well. I suspect he feels the same about the CrossTourer too.

The GS will continue to reap the bulk of sales in the sector, obviously. Although I'm not as convinced as everyone else seems that the new 2013 GS is definitely water-cooled. The spy shots show the revised head-covers rotated 90 degrees so the inlet is from above and the exhaust exist below, but I can't see any signs of a radiator in view? Doesn't mean there isn't one of course, might just be the deliberately leaked.... oops, I mean, long distance spy shots messing with our mojo.

But I think the Explorer should make decent in-roads sales wise, with two caveats: It's got to be all day comfortable, which it certainly looks. And it needs to be frugal as it only has a 20 litre tank which is perfect for the UK, but the US demands nearer 25 litres and circa 50 mpg (UK) when cruising at 65 mph on the freeway. I can live with 160-170 miles to a reserve light, but a lot of American's are used to nearer 200.

A few observations from the now available Milan pics and the official PDF: the computer is at last handlebar thumb operated rather than being a button on the clocks; the believed price looks good value compared with the BMW which does not get the computer, traction control, abs or cruise (not available) as standard equipment in most markets; the shaft is built in two halves with a rubber-insert, which could provide very smooth delivery but mildly worryingly sounds like a wearable/serviceable item? (tech article please Kev!); the screen mount bar above the clocks is designed to take the weight of a GPS unit, giving a nice high and clear rider view of it; a first for class heated-seats are an optional extra; tyre choice is reputedly slightly better than the 800; USD forks looks meaty and stylish wheels light; nice looking Arrow can is road-legal.

Like the 800 it's not re-writing the rules, but brings a welcome addition to the sector with presumably 800 apeing table-top flat torque delivery and may well be a lot of peoples preferred cuppa cha; especially as more riders are turning towards renewed key buying criteria of comfort and practicality over never-ending one-upmanship spec-sheet numbers?

The screen looks fixed, But it looks high, wide, lipped and winglets on both screen and separate colour coded bodywork winglets too.

I too think it's probably the best looking bike in the class. You're not correct on the 800 wheel size though. The 800 roadie is a 17" rear and 19" front combo. And the XC has a 21" front hoop. I think the roadie GS12, Tenere & CrossTourer are all, also, 17" / 19" combo's which seem to work well on the road and on dry fairly smooth fire road trails.

I think it's a good point re: do we need the bigger bikes? I'm certainly torn on that point. Whilst the big bikes usually provide good ride quality and a feeling of effortless overtakes, I didn't feel the 800 roadie or XC that I rode lacking in either of these two aspects and really appreciated the extra agility of carrying less lard than the 1200's.

The 800 engine isn't supersonic, but it certainly feels fit for purpose. It's a bit like driving a 3.2L Porsche Cayman say. Lots of big bikes can accelerate faster than the Porsche, but compared with all other traffic, the Cayman is hardly lacking is it? So overtakes at legal'ish speeds don't require thrashing. The main things, when I think about it, are that the Tiger 800 has four key things going for it:-

Firstly weight, or lack of. Okay it's no SuperSport 600, but then again it has a 25% bigger engine, 20% more torque and far more accessible power with lower gearing. Compared with the 1200 Adventure bikes it's circa 45-50 kilo lighter. Noticeable.

Secondly it has one of the smoothest gearbox and engine combinations ever. Table-top flat torque, accessible power everywhere and the most linear delivery I've ever seen. They could have easily made it more powerful at the expense of raggedness. Less has proven to be demonstrably more in this respect.

Thirdly manageable size and effortless agility. Its closer to the ground giving back more control to the rider. It's shorter than the 1200's and wears slimmer tyres. It never feels like it doesn't have enough grip and the real-world rubber blesses it with divine steering almost like a high bared two-stroke.

Lastly symbiotic feel-good factor. Once every decade or so a bike comes along that is a genuine surprise, because it doesn't necessarily look special or as though it should work particularly well, but when you ride it, everything works in concert; giving you that indescribable and characterful feel-good factor, that just makes you want to ride and ride it - whether that's simply running it to the local shop to help charge its battery in the chilly season, a two-up day ride to the greenery, or full-on adventure tour. To coin an phrase from the late Steve Jobs 'it just works'.

The 800 isn't eye-candy but it is so soul-candy. Sometimes its good to choose competence over image. Like the Fazer 600 MKI (only miles better) it's an all things to all men machine at a real-world global-recession price point. With loads of Triumph's own, and aftermarket (Touratech, SW-Motech etc) available accessories, to tailor it to suit individual needs over time.

Generalising people must really agree, as its a definite hit the world over and the no.1 combined roadie/XC sales success in Britain right now; not blighted with unreliable factors such as the fuel pump / driveline problems that the big GS seems unable to fully shake off, for instance. I genuinely believe that, all things considered, the Tiger 800 is the best all-rounder bike in the world right now.

So everyone interested in this type of bike should just buy a Tiger 800 right? Well actually yes, maybe! ;-D It's human nature to strive for more, especially in a western greed ridden more is always better culture. So the 1200 will appeal with it's more beans engine and particularly to those that want the probably hassle free shaft drive. I'm not convinced the 1200's make better two-up bikes or tourers compared with the Tiger 800, I think they all excel in those areas, but either way it's a win win for Triumph. And for me personally I'm tempted to buy one of the Tigers in the spring after a back to back test to help me decide which.

Looks like it's going to be as popular as the 800 has been this year:

http://www.motorcyclenews.com/MCN/News/newsresults/General-news/2011/Nov...

New Adventure / Dual-Sport bike magazines seem to be springing up every week, here, in the States at the moment!

Adventure bikes definitely seem to be the new black:

Everyone are now throwing their hats into the ring including Kawasaki. If we accept a closer synergy between the 800's and 1200's than in most other groups, then the category challengers now play out as: BMW F800GS / R1200GS / R1200GS Adventure; Triumph Tiger 800 / Tiger 1200 eXplorer; Yamaha Super Tenere; Suzuki VStrom 1000; Guzzi Stelvio; KTM 990SMT; Ducati Multistrada; Honda CrossTourer and more loosely speaking Honda CrossRunner; Kawasaki Versys 650 / Versys 1000. That's a potential fourteen bike group test before the Italians: Aprilia, MV, Benelli or whoever also join the fray!

I got to see and sit on the Yamaha Super Tenere on Saturday afternoon, for the first time, as it's only just arrived here. It felt comfortable and well built but a bit anonymous. I'd have to spend a bit of time looking at it, as I was rushed for time, and ideally ride one to get a feel for it. But with the shaft-drive eXplorer arriving with it's extra 25 hp, strong looking build quality and expected smoother engine, there's probably a better reason to pass the Yamaha showroom on the way to the Triumph dealership now.

I bumped into three Tiger 800's owners this weekend, strangely at a Victory demo meet, and they seemed well happy with theirs, which they'd added taller screens, tail-packs and a few odd's and sods. I also spoke with a VFR800 ('Intercepter') rider who had just got back from a demo on the XC. He said he thought it was much better than the VFR, feeling lighter, fitter, more comfortable and better steering. He liked the idea that when tarmac unexpectedly becomes a gravel road (happens a little bit in the mountains of my State) or when a fire trail road is a useful short-cut, he could still travel at a reasonable speed on them without needing the skills of a Dakar rider or having to turn around/find an alternative route.

I'm keen to see how the eXplorer 1200 fairs against the established and new players. I'm less concerned with which is the fastest, the best off-road or can go the furthest on a gallon of fuel. I'm more concerned with ride quality, practicality, ergonomics, smooth delivery and decent handling. My expectation is that the eXplorer will perform very well to excellent in these areas. But there is a lot of new competition as mentioned.

Kev, when's the official launch? As usual, your evaluation will hold that bit more weight that the journo-establishment.

That's the best thing to do. Ideally wait until there's been one or two group tests of the Triumph against the Tenere, CrossTourer and GS. And then have a decent demo ride of it.

On paper it should certainly have a performance edge over the other 1200 shaft-drive Adventure bikes. Perhaps more importantly I'd expect the delivery to be smoother and the torque to be flatter for longer than the others too. If it's dyno chart emulates the Tiger 800's, which I would expect - just with bigger numbers, then that should greatly appeal to potential owners.

Balance, ride and general handling are all as fundamentally crucial as comfort and practicality. But again if the two-thirds smaller brother is anything to go by then the evaluation boxes should be comprehensively ticked. The symbiosis is what I really like about the T8; if they can embrue the 1200 with that same rightness and easy of use, they'll get my money.

My gut feeling is, that in the bated-breathe group test, the shortfalls will be reported as: Yam, a bit anonymous; Honda, a bit clinical; GS, showing it's age at last; Triumph, not reinvented the wheel... but now (probably) the characterful class leader?