DOSSIER
TRIUMPHY
The new Tiger 1200 trail gives continuity to the Tiger saga, a name that has been used since 1936, and whose 1200 variant dated from time on the market, and required updating to be competitive against a large and highly qualified competition. Especially the Tiger 1200 needed to lose weight, gain agility, modernize the engine's response and, in addition, implement use as a trail bike on off road. For this reason, the new Tiger 1200 will be available in three configurations, a base for access to the range, another GT, more asphalt and to route on long trips, and the Rally variant, the most off road, to step a lot on the field.
In addition, these last two in Pro finish are also offered in Explorer format with more equipment and a larger capacity tank of 30 liters, compared to 20 for the Pro. In short, the Tiger 1200 range is the widest in Triumph's history in models, with five versions, in turn available in different colors that leave combinations to choose from among 13 different options! It is not easy to decide which one suits you and which one to buy. In the variety is the spice.
The absolute reform of Triumph in its trail Tiger 1200, which only shares the name with the previous model, represents the birth of a full and complete trail. If before you could find fault with the Tiger 1200 (weight, suspension...) on this new bike, both in the GT version (asphalt) and in the Rally (off road) there are no clearly critical points. A complete trail born from an ambitious project to have a comfortable, agile, powerful and decisive motorcycle. With an engine of great use and with the unmistakable character of the three-cylinder.
TOTALLY NEW...After four years of work, the Tiger 1200 is ready, resulting in a completely new motorcycle, not a remodeling of the previous one. A clear commitment to go for it all in the sector, not to be half-hearted, to satisfy increasingly varied demands. "The Best to All Worlds" the variety is enriched and arrives suitable for "all worlds".
A reality that is perceived especially in the weight loss with the figure of 25 kilos! less than the previous Tiger 1200, an impressive figure that is said soon but that is difficult to obtain, a sign of the ambition in the model. Engine, chassis, swingarm, bodywork, rims... everything has undergone a thinning process.
In many sections, the new Tiger 1200 has been designed from scratch and in this way has been subjected to this intense weight reduction that means being about 17 kg less than the direct German competition with cardan transmission. The new chassis is 5.4 kg lighter and has a bolted aluminum subframe, to which the passenger's footpegs are also attached by this system, so that they can be easily removed when driving standing up in off-road use, a demand from its users. countryside.
The now aluminum tank (-2.7 kilos) and the new swingarm baptized as Tri-Link, which is 1.5 kg, also contribute to weight savings. lighter than the previous single arm. Also the cardan has been lightened a lot.
The Rally Pro has a more off-road specific configuration, with 21” front and 18” rear spoked tubeless rims and electronically regulated suspensions with greater travel (220 mm) with Metzeler Karoo Street tires, which for off-road use -more intense road can be replaced by the Michelin Anakee Wild -included in the homologation sheet-. A radar system with warning of the presence of a vehicle in the blind spot of vision developed in collaboration with Continental for the GT Explorer and Rally Explorer has also been included.
This firing order in succession 1-3-2 in the cylinders, with a short and two long intervals, manages to combine the pulse of a two-cylinder at low speed and that of the three-cylinder as it goes up in revolutions. Maximum power is 110 kW (150 hp) at 9,000 rpm, 9 hp more than the previous generation, making it the most powerful cardan-drive bike in its class. The torque is also higher, 130 Nm at 7,000 rpm, 8 Nm more.
It also mounts a new silencer with less volume and weight than the previous one. One of the great novelties is its new cardan secondary transmission system, which has two crossheads and a double-arm structure in addition to its own transmission shaft in the swingarm, which makes it lighter, smaller and reduces reactions in load changes. .
In the electronic equipment, the six driving modes in the Rally versions stand out: Road, Rain, Sport, Rider, which is configurable, Off-Road and Off-Road Pro; and five on the GT Pro/EXplorer that don't have the Off Road Pro, and three on the GT: Rain, Road and Sport.
And yes, the system always works by automatically adjusting the rear preload to maintain the same geometry of the bike and have the best option according to the weight supported by the rear of the rider, the passenger, the load... Initially so many options and so many menus/submenus can be a bit scary but with time driving, and a good reading of the instruction manual, you get to understand well the how, where and why of each possible choice, on a motorcycle in which practically everything is configurable to taste and easily at the touch of a button.
MORE COMFORT...To improve the driving position in different uses, the seat is narrower in the area where it joins the tank and incorporates a mechanism for adjusting the height of the seat to two positions with a difference of 20 mm , which allows passing in the GT of 850 mm and 870 mm and in the Rally from 875 mm to 895 mm. In addition, a 20 mm lower seat is sold as an option with which to reach the ground better.
The handlebars are also 20mm wider and the GT Explorer and Rally Explorer are 16mm higher than the rest of the GTs. The position of the footrests has also been modified, providing more comfort.
There is no lack of height-adjustable screen in various positions, with easy manual handling. To make life easier for its users, the Tiger 1200s have handle covers, an aluminum crankcase protector -wider and with greater coverage on the Rally-, engine guards on the GT Explorer and on the two Rally models; that are extended on the Rally Explorer with tank guards.
It has LED lighting, DRL and adaptive headlights in the curves and a protected storage space under the seat with a USB power socket -where to put the mobile phone comfortably-. There is no lack of speed control, center stand, hill start assistant, assisted change with quickshifter or heated grips that are standard except in the most basic version, the 1200 GT. GT Explorer and Rally Explorer come standard with heated driver and passenger seats and tire pressure monitoring.
The new Triumph maxi-trails will be available at official dealers with prices ranging from €19,650 on the Tiger 1200 GT, €22,200 on the Tiger 1200 GT Pro, €23,350 on the Tiger 1200 Rally Pro, €24,100 on the 1200 GT Explorer and €25,100 in the Rally Explorer.
PERSONALITY...By the way, although the total transformation carried out has followed similar steps to that carried out on the Tiger 900 in 2020, and at first glance it may seem that both models are exactly the same, except for the displacement, this is not the case. Each Tiger has its personality and scheme, with differences, for example in the transmission (cardan in the 1200 and chain in the 900). The 1200 delivers 58% more power, 49% more torque and weighs 10% more than the Tiger 900.
The Tiger 1200 has improved impressively due to its improvements in weight and performance compared to its predecessors, as well as offering its models adapted to different uses. In the first contact in Portugal, we have found some bikes that stand out for their agility, for the thrust of the engine, and for the sensational feel of the suspension. In addition to a superb braking that make it one of the best options on the market against the competition of the maxitrail.
In the GT we find a reliable trail, which treads very well on both axes, curves naturally and even has a sporty character. I don't like that it rubs against the beacons easily and generates a bit of "stress" but for the rest it feels very close, you don't have to look for it to find it, you don't have to call it because it's always there, it doesn't go away. You feel as if you were riding your usual bike from the beginning, something that was not felt before on the Tiger 1200, which required some adaptation time. Very comfortable at the controls, with a hyper-comfortable seat and good screen protection, as well as optimal measurements of the footrest seat distance.
Between the two tank options, the 30-liter one is well resolved and is not as bulky as it seems, although it is large, of course (in exchange for a range of about 600 km). Everything in natural, you do not find anything that bothers you, nothing that separates your foot, nothing that you hit with a plastic, a fin... You have your body path forward and backward clean, naturally. Fundamental in the trail category, more than having features, is to ensure that it is not difficult to carry, that it does not seem how big it is. And Triumph has achieved that, it has made the Tiger 1200 permanently trustworthy, if not it is impossible to ride comfortably because they are volume bikes.
In the engine they have taken its three-cylinder mechanics to give it an optimal adventure character, which is not electric. Perhaps it has been able to lose some of the essence of the three-cylinder engine but in return a more global response has been achieved in any terrain and more powerful. Especially in the field, where there is more difference with the Tiger 1200 Rally compared to the old one. That and the lightness, in addition to how the front end now treads, the greater suspension travel...
The absolute reform of Triumph in its trail Tiger 1200, which only shares the name with the previous model, represents the birth of a full and complete trail. If before you could find fault with the Tiger 1200 (weight, suspension...) on this new bike, both in the GT version (asphalt) and in the Rally (off road) there are no clearly criticizable points. A complete trail born from an ambitious project to have a comfortable, agile, powerful and decisive motorcycle. With an engine of great use and with the unmistakable character of the three-cylinder.
The ergonomics are very well resolved and the rider has a good measure in the triangulation of the handlebar, seat, footrests. Speaking of the footrests, they are very comfortable, of good dimensions, and I just don't like that on the road, in this GT version, it is very easy to rub against the warning lights, without knocking too much. It is clear that an advertiser fulfills a function and its length is justified, it is never left to chance. But on this bike in the end, when you touch constantly, which at first is funny and can make you feel "good", with the passing of the kilometers it becomes tiresome and makes you pay too much attention to it.
You reach the ground well in the GT, in the lowest position, and in my case also in the high position (I am 1.83 m tall) and the seat provides good comfort, also having the extra "quality of life at board" representing the heated seat and grips. The height-adjustable dome is handled optimally on the go, although the profile of its edge sometimes distorts what we see, as if it were making a magnifying glass effect.
The instrumentation screen offers perfect visibility, is legible while driving and is handled well with the joystick to change the display of the information we want to see. It is true that, sometimes, the touch of the handling control is not entirely precise and sometimes forces us to repeat the selection of what we are looking for.
Sensational braking on both axles, by touch and by the power of the Brembo Stylema material, especially in the front, which results in the confident driving that this GT reports, now one of the best maxi trails on the market, on the road, for power and performance.
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