2022 Triumph Tiger 1200 Rally Launch Review

The release of the all-new 2022 Triumph Tiger 1200 did not come as a surprise. Spy shots of the new design first appeared almost two years ago. Back then it was a work in progress, and now we have the finished product. Was it worth the wait? It’s time to find out...

Unlike much of the world, where adventure bikes spend more time on the tarmac, Australian adventure riders use their bikes in rugged and challenging terrain. Triumph Australia is well aware of this and set a route for the Australian media launch through some of toughest local conditions to showcase the full capability of the new 2022 Triumph Tiger 1200.

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Starting in Adelaide, our route took us through the nearby hills to Clare Valley wine country, then across to Port Augusta. Day Two started with a few hours of blacktop before a scenic dirt section past Wilpena Pound. A lengthy technical off-road section was also included before rolling into Arkaroola after dark.

Day Three consisted of a short but gruelling 4WD track loop, returning to Arkaroola. The trails weren't for the faint-hearted, and with the temperature reaching 28 degrees it was a shock to my Melbourne winter system.

The fourth day was a long one, comprising hours of dirt roads through the desert before crossing farmland and arriving at Peterborough at sunset. Our fifth and final day was also an arduous one, with more dirt and dust before reaching the challenging sands of the Danggali nature reserve. From there it was back on the bitumen for the short run to Mildura and the job was done. In all, we rode roughly 2000km with the bulk of the route on unsealed roads.

Since its rebirth in 1990, the iconic Triumph marque has been an impressive story of revival. The once world-leading British brand is once again a serious player in the global motorcycle market. With more than 75,000 motorcycles delivered in 2021, it is not only the best from Britain, but spoken about in the same breath as the Japanese 'Big Four', along with Ducati, BMW and Aprilia.

The Tiger 1200 isn't Triumph’s first adventure bike. The dual-sport Tiger first appeared back in 1993 with an 855cc engine, and has evolved through several major model updates. Amongst other upgrades, each new model came with an increase in engine capacity – first the 955cc, then the 1050cc, before the first 1200cc offering with the release of the Tiger Explorer in 2012.

Sales of large-capacity adventure bikes continue to grow due to their practicality, versatility, and outstanding performance on and off-road.

BMW's R 1250 GS has set the standard in this segment for years, although the competition has kept the German marque on its toes. The KTM 1290 Adventure R, Ducati Multistrada V4 S and Harley-Davidson Pan America are all battling for the prospective adventure-bike buyer's attention.

Triumph was well aware its Tiger 1200 was both out-specced and outdated. Needing more than an update, it was time to go back to the drawing board.

There are four Triumph Tiger 1200 variants that will be offered in Australia. The GT family is more road-focused with cast-alloy wheels, while the Rally models feature more off-road capability with 21- and 18-inch spoked wheels and dirt-friendly suspension.

The Triumph Tiger 1200 GT Pro (priced from $29,990 ride away) and the Rally Pro (priced from $31,800 ride away) both feature 20-litre tanks, while the GT Explorer (priced at $32,600 ride away) and the Rally Explorer (priced at $33,950 ride away) match the BMW R 1250 GS Adventure with 30-litre tanks.

For this particular launch, we were given a look at the Rally models, and most of my time was spent riding the Rally Pro variant that I rode in the recent 24 Hour Reliability Trial.

At the heart of the Tiger is the all-new 1160cc triple cylinder engine. Triumph is renowned for its triple-cylinder powerplants, although this example is unique thanks to its T-Plane crank and 1/3/2 firing order. The irregular 180-, 270-, and 270-degree firing order delivers a more lumpy low-down power delivery and it is more suited to its adventure bike application than the traditional quick-revving, super-smooth character traits of a traditional triple.

Claiming an impressive 150hp (110kW) at 9000rpm and 130Nm of torque at 7000rpm, the engine certainly produces some solid figures. It's worth noting that the outright power figure is 14hp more than the Tiger's “closest shaft-drive competition”, according to the British maker. Triumph regularly refers to its “closest shaft-drive competition”. In case you’re wondering, they mean the BMW R 1250 GS.

The engine delivers its power to the rear wheel via an all-new lightweight shaft drive. A steel tubular frame utilises triangulation for strength with a bolt-on aluminium rear sub-frame and removable pillion peg hangers. Not only is the frame more compact, but it's also 5.4kg lighter than the previous Tiger’s chassis.

Attaching this to the rear wheel is another new feature, the Tri-Link swingarm. As the rear shock is a non-linkage unit that mounts from the chassis directly to the swingarm, the Tri-Link design saves unsprung weight and adds another pivot point to deliver a more compliant ride.

The components on the Tiger are all from premium brands, especially the suspension. Showa supplies the 49mm front fork and rear monoshock, and both are semi-active units that electronically self-adjust damping and pre-load to suit road conditions. You can also tailor the damping settings to your requirements via a dedicated menu on the TFT dash, with nine settings to choose from. Brakes are Brembo Stylema, lightweight/high braking force calipers that are a common fitment on the most exotic of superbikes.

Engine, chassis, brakes and suspension are all linked by the bike's IMU (Inertial Measurement Unit) supplied by Continental. This unit continually measures the movement of the bike to calculate how much intervention is offered by the cornering ABS and traction control to best suit the pre-set mode you're riding in.

The new TFT dash not only keeps you informed of speed, gear selection, RPM, fuel level and time while riding, but also allows you to access a long list of information and adjustable settings. There are five pre-set riding modes to choose from plus a rider mode where you can pre-select settings to your personal choice. The MY Triumph connectivity system is also another impressive feature. A toggle mounted on the left-hand switchblock is used to navigate through phone and music operations, as well as turn-by-turn navigation and even GoPro control.

Styling of the new Tiger is all about the Rally stance, with an exposed frame, high exhaust and minimalist bodywork. With its 21-inch front and 18-inch rear wheel sizes it has more than a hint of a Dakar racer about it. Side-mounted radiators allow the engine to be mounted further forward and give the front an uncluttered appearance. Adaptive LED headlight and adjustable screen offer form and function.

I was super excited to ride the all-new Tiger and answer a few of my own questions. How would a triple-cylinder-powered bike compare to its twin-cylinder competition? Would the 21-inch front wheel impede its on-road performance?

I've been fortunate enough to spend plenty of time on big adventure bikes. Yes, they are big. You can’t have a 1200cc desert sled with all the bells and whistles without a substantial amount of weight. For those from a pure enduro background, the sheer bulk can be confronting to begin with but, once in motion, the size and weight aren't as apparent. And it’s how these bikes handle once in motion that matters.

As soon as you throw a leg over the Tiger you realise how slim the cockpit is considering the overall size of the bike. Leaving Adelaide in peak-hour traffic on a frosty morning reminded me why so many choose adventure bikes for commuting. The riding position is both comfortable and commanding, giving you a clear view through traffic. A feather-light clutch action and positive throttle response make it easy to get the holeshot from the lights, and the clutch-less shift assist for both up and down gear selection through the six-speed gearbox is as good as any I've sampled.

Our route out of town took us through the countless twists and turns of the Adelaide Hills. This was ideal to put that 21-inch front wheel to the test. It was fitted with dirt-friendly Michelin Anakee Wild rubber, so I was pleasantly surprised at how it performed. Smooth, bumpy, high speed or slow, the front end of the Tiger remained rock solid and stable.

With 220mm of suspension travel both front and rear, in 'Road' mode I would have expected more excessive dive under braking and some squat under acceleration, but the electronic damping limited both and kept the bike well balanced.

Some staged panic braking confirmed the ABS works as it should, with no pulsing through the lever, and I could feel the combined braking feature in action when I used the front or rear independently.

It's on long sections of sealed roads that drives home why so many opt for large-capacity adventure bikes. They simply eat up the kilometres while you sit in comfort. Even a strong crosswind and passing road trains do little to unsettle man and machine. Also, the first day confirmed that the Rally Pro’s 20-litre tank is good for well over 350km of easy touring (so expect considerably more from the Rally Explorer model's 30-litre tank).

The coming days took us through countless 4WD tracks, with surfaces varying from sand, dust and pea gravel, to river pebbles and tyre-tearing reef rock. The weather also ranged from several below-freezing mornings to an afternoon high of 28 degrees while in the most technical trails. Heated grips, the optional heated seat, and the adjustable screen showed their worth when cold and the side-mounted radiators do a brilliant job of pushing engine heat away from your body when it's hot.

Off-road mode provides a reasonable balance of ABS and traction control intervention for the dirt. For rear-brake skids and popping the front wheel over obstacles, I preferred the Off-Road Pro mode (no ABS or TC). Be warned though, with 90hp on tap in Off-Road Pro, you need to stay on your toes as things happen quickly. Of course, you can tailor a setting to suit your needs as you get to know the bike.

Once standing upright to steer through more challenging terrain I noticed the stock handlebar position is low, road-friendly and comfortable while seated. It only took a brief stop to slacken off the four Allen bolts and roll the bars 50mm forward. This made a huge difference, moving my weight forward and finding me a more assertive stance with which I could tackle the tricky stuff.

I also set the seat in the low position to better allow my short legs to get my boots to earth when required. Off-road riding requires constant micro-movements for balance and control, and this could be done with ease due to the combination of wide handlebars and the slim seat/fuel tank junction. The lack of weight (compared to its competition) is also apparent in technically challenging spots.

At slow speed in soft conditions, I found first gear could have been lower. I stalled several times before learning to add more revs than I would on a comparable twin-cylinder bike. In saying that, we tackled some very steep climbs and, once rolling, you could allow the triple to drop very low in its rev range and it still offered an impressive amount of torque and traction to summit each challenge without issue.

The Showa front fork is top-notch, offering a plush ride yet still absorbing sharp-edged bumps. The superb front end is the highlight of the Tiger's handling. I couldn't fault the rear either until we found some medium-speed dips that caught me by surprise. The rear shock did bottom out a few times, but at least the bike kept tracking on my chosen line.

I wouldn't be surprised if there was a software update to increase the level of support in the rear shock, which can be easily done through the electronic system.

These Tigers were well and truly put through their paces over the course of our 2000km route. Most of the press bikes were dropped at least a few times in the challenging conditions, but apart from a few punctures there were no mechanical or build quality-related issues. I was very impressed with the Akront rims, as none of them revealed even the slightest woof after countless hard hits against sharp-edged bumps that would have turned a softer rim into a pretzel.

Triumph knows how to build a solid bike and that is just what it has done with this new Triumph Tiger 1200. The build quality and finish are first class and all non-Triumph bolt-on components are supplied by premium brands. And the Triumph brand is widely regarded as reliable so there's no reason for concern in that department.

While other manufacturers battened down the hatches during the pandemic, Triumph took the opportunity to develop an adventure bike that can surely fight for the big-bore dual-sport crown (hey Ed, how about an R 1250 GS vs Tiger 1200 shootout?).

Pricing of the Tiger range lands it in direct competition with its rivals while class-leading service intervals (16,000km) and a three-year warranty are icing on the cake.

I have to admit I've always regarded the BMW R 1250 GS as the pick of the big adventure-bike bunch, but the new Tiger 1200 is very impressive. With a couple of classic Triumphs in the shed, I do have a soft spot for the British marque, but if the bike was no good, I'd be the first to say it. In this case, it was absolutely brilliant.

Both my head and heart believe you will be seeing a lot of these machines on the road in the future.

ENGINE
Type: Liquid-cooled, 12-valve, DOHC, in-line 3-cylinder
Capacity: 1160cc
Bore x stroke: 90.0mm x 60.7mm
Compression ratio: 13.2:1
Fuel system: Multipoint sequential electronic fuel injection with electronic throttle control 

PERFORMANCE
Claimed maximum power: 148bhp (110.4kW) at 9000rpm
Claimed maximum torque: 130Nm at 7000rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet multi-plate, slip assist
Final drive: Shaft drive

CHASSIS AND RUNNING GEAR
Frame: Tubular steel frame, with forged aluminium outriggers, fabricated, bolt-on aluminium rear subframe
Front suspension: Showa 49mm, semi-active damping USD forks, 220mm travel 
Rear suspension: Showa semi-active damping monoshock, with automatic electronic preload adjustment, 220mm wheel travel
Front brakes: Brembo M4.30 Stylema monoblock radial calipers, OC-ABS, twin 320mm floating disks, Magura HC1 span adjustable radial master cylinder with separate reservoir. 
Rear brake: Brembo single piston caliper, OC-ABS, single 282mm disk, rear master cylinder with remote reservoir 
Tyres: 90/90-21 front, 150/70R18 rear, Metzeler Anakee Wild

DIMENSIONS AND CAPACITIES
Claimed dry weight: 249kg
Seat height: 875/895mm
Wheelbase: 1560mm
Fuel capacity: 20 litres (Pro), 30 litres (Explorer)

OTHER STUFF
Price: $31,800 ride away (Rally Pro), $33,950 ride away (Rally Explorer)
Colours: Snowdonia White, Sapphire Black, and Matte Khaki
Bike supplied by: Triumph Motorcycles Australia
Warranty: 24 months/unlimited kilometres