2016 Triumph Tiger Explorer
Ignition
2016 TRIUMPH TIGER EXPLORER
CW FIRST RIDE
BY THE NUMBERS
2 GETTING DOWN: Number of low-seat variants (available on Tiger Explorer XRx and XCx models)
zero BE A HERO AND TAKE THE HILL: Number of feet you’re expected to roll back when using Triumph’s Hill Hold Control feature (on XRt and XCa models)
6 DIRTY HALF DOZEN: Number of models in the Triumph Tiger Explorer XR and XC ranges
Triumph’s big three-cylinder ADV gets significant updates
Ned Suesse
Triumph has been producing a bike called a Tiger since 1937 or so, and while it has morphed a lot over that time, it has always had an adventurous travel quality. Ted Simon wrote Jupiter’s Travels about his ride around the world on his Tiger, so one could understand if Triumph didn’t want to take any risks with such an iconic name.
Instead, it has done something that could be seen as bold by adding more electronic features and integrating them at a deeper level than any Triumph model before. These electronics aren’t peripheral gimmicks either but are at the heart of the bike, so if Triumph got it wrong, it risked tainting a name that carries a lot of heritage.
The hard parts of the bike, including frame, engine, and ergonomics, are all updated from the previous version, but the big changes start with the suspension. Triumph is now using WP suspension, and while WP is owned by KTM and the components look similar to those on a 1290 Adventure from the outside, Triumph is responsible for its own chassis development and has taken a very different approach toward tuning compared to the Austrian company. Additionally, the Hinckley brand has worked with Continental to develop an IMU (inertial measuring unit) that manages cornering ABS, traction control, and the Triumph SemiActive Suspension (TSAS) system on the versions that come so equipped.
Speaking of versions, there are plenty, with the Tiger Explorer being offered as an Explorer XC (not available in the States), Explorer XCx, and Explorer XCa, as well as a more road-oriented Explorer XR, Explorer XRx, and Explorer XRt. On models equipped with electronic suspension (the base XR and XC come with adjustable, non-semi-active WP suspension), the bike has nine on-road and nine off-road suspension presets, each specifically calibrated and ranging from Comfort on the soft end to Sport on the firm end.
In addition to the suspension settings, there are electronic settings for engine output, throttle response, traction control, and ABS. In theory, there are hundreds of possible combinations between all these settings, and it is easy to imagine getting lost. But in practice, this is unlikely. Triumph has recognized that there are a few combos that make the most sense, and they have grouped them into customizable modes (Sport, Road, Rain, Offroad, and Rider).
LOW VERSIONS
Triumph has gone to great lengths to make sure there is a Tiger Explorer for just about anyone. In addition to the multiple equipment tiers in both the XR and XC range, both subfamilies have low versions (XRx Low and XCx Low). Both have lowered suspension and a low adjustable seat, which combined reduces seat height to between 30.9 and 31.7 inches, a full 2.0-inch drop.
So, for example, Sport mode has sharp throttle response and ABS and TC with less intervention and stiffer suspension. Road mode moderates each of these settings somewhat, and Rain mode softens them again while cutting engine output back to too hp to reduce the chance of wheelspin. Off-road mode allows the rear brake to be locked while allowing more aggressive ABS on loose surfaces. Meanwhile, Rider mode is a wildcard that allows the owner to customize each and every aspect as desired.
If your eyes are glazing over, mine were too. But once you are out on the road, it all makes sense and doesn’t distract from the riding experience. I think Triumph has taken the right approach in allowing the rider access to all the finer details but also in curating them into usable groups that truly improve the function of the bike without being distracting or gimmicky.
Throwing a leg over the bike, I was struck first by its large size. Like other machines in its class, the bike is big, tall, and substantial. Clutch pull is light though, the engine starts easily and smoothly, and the ergonomics are immediately agreeable. Engine response is what you’d expect from a big triple too, with a smooth response and torque that builds with revs.
Our route at the press introduction held in southern Portugal varied between smooth and sweeping main road to tight and twisty back roads, with a few dirt sections thrown in between. Having immediate access to suspension settings was addictive, and while each of the settings could be called “good,” being able to optimize them for different road conditions was fun and effective. On the comfort side, the bike is slower to transition from side to side, while with the stiffer settings, pavement irregularities make themselves known.
2016 TRIUMPH TIGER EXPLORER
ENGINE TYPE liquid-cooled, DOHC inline-three
DISPLACEMENT 1215CC
SEAT HEIGHT 33.0/33.7 in.
FUEL CAPACITY 5.3 gal.
CLAIMED DRY WEIGHT 569 lb.
PRICE $TBA
I settled on Sport mode and its relatively taut pre-set suspension setting as my default, but as soon as the road got rougher or more technical, I would toggle back to Road mode, which not only softened the suspension but also made engine response more forgiving, which was nice when escaping dogs and dodging pockets of mud dragged on the street from wet driveways.
After lunch, we got the chance to ride some dirt roads that seemed appropriate for this type of machine—nothing downright difficult but the kind of roads one might come across while out wandering and exploring. To engage the Off-road mode, one has to stop completely so that you cannot be surprised by the sudden lack of traction control. Additionally, in Off-road mode, the ABS and linked brakes are smart: Front brake lever actuation activates an Off-road ABS program that works front and rear, while applying the rear brake only activates that brake and will allow you to lock it up for an intended slide.
TRIUMPH HAS DONE AC00DJ0B OF FOCUSING ON THE RIDER EXPERIENCE FIRST WHILE AVOIDING A “HAL 9000 SITUATION" WHERE THE COMPUTER TAKES OVER.
There’s a dynamic preload adjustment on the shock that steps in to create the best of both worlds by giving the bike sharper geometry when on road, with easy turn-in and precise line selection while lowering the rear to achieve slacker geometry in Off-road setting and therefore more stability.
I spent some time on the previous version of this bike and found it a bit tricky off road, especially in sandy situations, but this version felt more stable.
I spent most of the day on the premium XCa but stole a quick offroad ride on a base XR to try and pinpoint the difference between the conventional and electronic suspension. I thought the change was very noticeable, too, with the standard bike feeling good yet less plush and also less controlled than the electronically endowed version.
Triumph refers to either, of course, as a transcontinental bike—something that would be used not only on fun roads at a destination but as a mile-eater to get there. Our ride did not include much time at sustained high speed, but it is safe to say the bike will be good for this purpose. The seat is excellent, the electronic windscreen is generous, and there were no ergonomic oddities that threaten to intrude on a long ride.
Sometimes, when a company starts using new technology, the focus shifts to the technology rather than what it enables. Triumph has done a good job of focusing on the rider experience first while avoiding a “HAL 9000 situation” where the computer takes over. The most significant attribute of this bike is the way that so many aspects of the machine are integrated together and made useful to the rider. By pushing only the mode button, the rider is able to make the bike truly better for whatever situation and terrain encountered. Then you can just kick back and enjoy the ride.
