Australian Bike Advice & News Blog

2009 Triumph Tiger Review & Road Test

Narrowing the Tiger’s focus has broadened its appeal

Model Tested:

• 2009 Triumph Tiger 1050; 1050cc three cylinder; six-speed manual – $16,590 (RRP)

Options:

• ABS $1000; Panniers & Mounts – NCO

Torquey Engine; Riding Position; Keen Pricing
Allergic to Dirt; Small Pillion Seat; Still not a GS

BikeAdvice Rating:

- by Tom Reynolds

The Triumph Tiger is at first glance an odd bike. In recent years it has evolved to the point where it’s not really a road bike and it is not very suitable for the dirt either. Does this mean it’s master of none?

Early, and yet modern, incarnations of the Tiger firmly had the BMW GS customer in mind. The spoked wheels, trail-ish tyres, fork boots, 19-inch front wheel and general all purpose look ensured that the Tiger would be sat side by side with the GS in the buyers mind.

The Tiger was, and is, cheaper, more powerful and more modern than the GS, but the tried and true Beemer was still the winner.

So Triumph did the logical thing. It moved the Tiger into a new hunting ground to call its own.

The new Tiger has a 1050cc three-cylinder motor that is shared across many other Triumph models and cleverly tuned this one to suit the bike and the buyer.

The torque curve is like a bad opera singer- it comes in early and is flat. In an opera that’s a bad thing, so I’m told, in an all purpose road bike it’s just about perfect.

The looks and styling went more towards Yamaha’s FZ1 and the fittings went very road. Gone were the fork boots, replaced with snazzy upside down numbers; the seat was lowered to prevent it being unceremoniously dropped by persons under six-foot; and the pillion seat went from a nice place to live to a short holiday destination only.

In some ways, the Tiger is really all about That Engine. The chassis and running gear simply serve to provide a stage for the 1050cc’s of glory to shine.

The gearing is about perfect – no 170km/h in first gear here, just a sensible ratio blend that works brilliantly with the engine to give you a right handed torque tap.

Want more? Turn on the tap. Coupled with the updated version of the 1050’s fuel injection – a vast improvement on previous models – with still some way to go before it is a smooth and simple as a Japanese bike.

There’s a little chain snatchiness on slow roundabouts, and also the odd stall after a cold start. Despite these small issues, the new fuel injection mapping and ECU is miles ahead of all of the old 955 Triumphs.

When you have an engine as versatile and fun as the Tiger has, it could easily mask poor handling but this is not the case.

Both the Tiger and the venerable BMW GS can, in the right hands on the right day, publically pull down the pants of many a sports bike.

Naturally it’s horses for courses, so perhaps a track day at Phillip Island or Eastern Creek would not be the ideal locale for a Tiger, but your friendly local twisty bits could see the Tiger leading the pack.

Best of all, it’s effortless. The wide bars and upright riding position prevent tiredness as well as they promote good riding.

The radial front brake is simply wonderful. Two fingers and you have all the stopping power you need. The forks could have been a little firmer for my liking, but then I’m 190cms and 100kgs, so possibly at the upper end of what the standard preload settings can cope with.

The rest of the running gear is better than average. The clocks, speedo and tacho are well lit, well placed and very simple to use. You may not get much use out of the lap timer, but the dual trip meters and the shift lights are easy to see and immediately intuitive.

Your pillion may wish for something more comfortable and possibly a little longer in the leg, but all you need do is point at a Japanese sports bike and say something like “I was going to get THAT!” and you’ll have them raving about the Tiger in no time.

On open roads the Triumph’s engine shines once again.  The torque controller that is the throttle hand is so versatile that you can select one gear in a twisty section and just surf that torque curve right to the shore.

In built up areas, the 1050 does not hunt for a little more throttle so staying under the speed limit is thankfully easy, and these days cheaper too.

Daily commuting on a Tiger is a breeze. The bars are a little wide for the old filter-to-the-front at the lights, but the stable mirrors and general visibility from the bike make to and from work trip a safer and simpler part of your day.

“So who’s the buyer?” I asked the guys at Triumph as I was picking up the all-orange beasty.

I own both a Triumph Speed Triple and a BMW GS and I could not work out where the Tiger was placed in that sort of company. It dawned on me later that the Tiger is perfect for those who want a/ but don’t want b/. As follows:

If you want a bike that performs in a sporty manner, but don’t want to be bent over all day, the Tiger might be for you.

If you like the size and comfort of a BMW GS, but don’t plan to go off road, the Tiger might be for you.

If you want a bike that has panniers and top box as standard and don’t want to go to the hassle and expense of getting after market boxes, the Tiger might be for you.

If you are a big guy and find most bikes make you feel like a giant spider on a tricycle, the Tiger might be for you.

So why would I buy a Tiger? If I was doing a longer asphalt-only trip such as around Tasmania for instance- I’d take a Tiger over an ST.

If I needed a bike I could nip to the shops on and then go for blast with the lads in the afternoon? Tiger.

Oddly enough Triumph’s narrowing of the Tiger’s focus has broadened its appeal. And therein lies the genius of the Triumph Tiger.

Ratings:

BikeAdvice Overall Rating:
How does it Ride:
How does it Look:
How does it Go:

Specifications:

• Brakes (F): Twin 320mm discs (4 piston)
• Brakes (R): Mono 255mm disc (2 piston)
• Clutch: Wet Mulit-Plate
• CO2 Emissions: TBC
• Engine: 1050cc DOHC three-cylinder (12 valve)
• Final Drive: X ring chain
• Fuel Consumption: 6.0 litres per 100km
• Fuel Tank Capacity: 20 litres
• Fuel Type: 91 RON Unleaded
• Induction: Multi-Point
• Performance (0-100): TBC
• Performance (Top Speed): TBC
• Power: 85KW @ 9400rpm
• Suspension (F): 43mm USD forks
• Suspension (R): Monoshock
• Torque: 100Nm @ 6250rpm
• Transmission: Six-speed manual
• Warranty: 24 months / Unlimited Kilometre
• Weight: 198kg (Dry) / 201kg (ABS model)
• Wheel (F): Cast Aluminium 17 x 3.5-inch
• Wheel (R): Cast Aluminium 17 x 5.5-inch

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