Launch: 2013 Triumph Tiger Sport

A few months ago the Bikesales Network ventured to Tasmania for a middleweight nakedbike comparo, which brought back some great memories of when I was in the same amazing locale six years ago for the press launch of the 2007 model Triumph Tiger 1050. It was a brilliant unveiling, and the major revamp for Triumph’s venerable all-rounder was extremely well received, mostly in the shape of the upgrade to the 1050cc triple.

The landscape has changed enormously for Triumph since then, including the introduction of the Explorer 1200 adventure bike in 2012. That was always going to have ramifications for the Tiger 1050 in terms of market positioning, and Triumph has now reacted accordingly with the release of the Tiger 1050 Sport.

>Tiger 1050 Sport in Bike Showroom

Without a doubt, the Tiger 1050 Sport now has a more sporting, road-based flavour, both in terms of performance and styling. It’s now more animated and responsive, but without losing the all-rounder tag which has made it such a stalwart for the British company since 1993. That was certainly the overriding impression as we rode -- and sometimes caressed -- the Sport through some wet roads in the Gold Coast hinterland during the Australian press launch.

On first inspection, there’s no doubt the Sport has its genesis in the old Tiger 1050, but cast a more critical eye and the differences are obvious, starting with the single-sided swingarm (there’s also a 30mm increase in the wheelbase) and new bodywork, panels, tail piece and reflector headlights, which are claimed to offer enhanced “penetration and spread”. Attention to detail has also been enhanced -- the little things like the footrests, black handlebars and 1.6 litres of storage under the seat.

The single-sided swingarm looks horn, and it also opens up more space for Triumph to place things exactly where it wants it -- areas like the exhaust and luggage facilities. The swingarm -- a bespoke design for the Sport -- really has nothing to do with ‘performance’ in a strict sense, but it doesn’t have to as Triumph has taken other measures to reposition the bike’s handling.

As well as the aforementioned 30mm longer wheelbase, which has obvious benefits for stability, other chassis changes include increasing the trail by 4.2mm, altering the damping in the 43mm Showa upside-down forks,  and increasing the spring rate in the rear suspension to make allowances for the longer swingarm and a full payload of rider and passenger. Suspension travel has also been lowered from 150 to 140mm, and the seat height is now 830mm, down 5mm. The seat is also narrower too, with obvious benefits for reach to the ground. The aluminium twin-spare frame remains the same, although the rear subframe is now sturdier,  which means that the accessory panniers can also hold more luggage.

There’s also new rear wheel for the single-sided swingarm, while OEM tyres are the new Pirelli STs -- 120/55-17 front and 180/55-17 rear.

With the bars now lower (by 11.5mm) and closer to the rider (by 26mm) than the Tiger 1050, the riding position is definitely more sports orientated on the $15,990 Sport. That alone makes it much more of an engaging ride, and you’ll be able to point and shoot this bike with much more poise and composure than the predecessor -- and with more self confidence, especially from the updated front end. Saying that, perhaps the old Tiger 1050 with its plusher and mellower suspension may have been a little more tactile on those wet Queensland roads, but I’m certainly not suggesting I’d like to go back in time!

The Nissin radial front brakes are up to the task, while Triumph has also updated the ABS system, which was starting become a little long in the tooth in the old Tiger 1050.

Like a true sports tourer, the Sport also obliges with a comfortable ride on the open road, and the new screen works well. It doesn’t so much as cocoon the rider in a bubble, but there’s certainly no heavy duty buffeting in areas where it really annoys, like the base of the helmet.

Scrolling through the dashboard is now ridiculously simple thanks to the Explorer-type switchgear, which is on the left handlebar instead of requiring the rider to reach forward and press buttons.

Pillion comfort has also been enhanced on the Sport, via quite an easy fix -- lowering the seating position from the clouds. The pillion is now perched 40mm lower, protected from the elements by the rider and with new integrated grad handles to use.

The Sport’s easy manners have also been enhanced by the tweaks to the 1050cc engine. The long-serving in-line triple, while a big and heavy unit and not particularly attractive, isn’t ready to write its valedictory speech yet -- and it could still be some way off.

To pull out more power and torque, Triumph’s engineers have eschewed internal engine tweaks -- a cost saver, too -- in favour of revisions to the intake and exhaust systems in the shape of a new airbox and silencer. Triumph now claims 10hp more (up from 115 to 125), while torque has increased to 104Nm, up from 98. Peak torque now comes in at 4300rpm instead of 6250rpm, which produces a more flexible powerplant.

Combined with a 10kg fall in carriage (from 245 to 235kg), the Sport’s power and torque-to-weight ratios have now improved markedly, and the bike’s got all the elements for laid-back touring with that lower torque peak -- but still with enough bite to really get up on its toes under hard-hit-the-stops acceleration.

Triumph claims fuel consumption improvement across the board -- up to eight percent further on a tank of fuel. Fuel capacity is 20 litres.

The triple’s gearbox as been a sore point for some over the year with its stiff action, so Triumph has attempted to address that with updated components -- selector fork shaft, selector drum and selector mechanism – to promote a lighter, more positive shift action.  I didn’t have a big issue with the old gearbox -- it wasn’t like dancing on a pillow but still not that onerous -- but the new iteration in Sport mode does make a difference, and that’s appreciated when you’re pushing the envelope a little.

Triumph offers an Arrow silencer in its accessories catalogue, which is 2.6kg lighter than the standard muffler while also making for a 1-2hp gain in performance. Throttle response is also crisper. The Arrow is supported with a dedicated engine tune.

Other accessories include a comfort seat with 3D mesh insert, a variety of CNC-machined goodies (levers, reservoirs), clear tail unit, tyre pressure monitoring, panniers, top box with 12V unit, passenger backrest pad, steel engine bars, injection-moulded high touring seat (50mm higher and 22mm wider), heated grips, magnetic tank bag and tail bag.

>Tiger 1050 Sport accessories

There’s no doubt the Tiger 1050 was a little lost with the arrival of the Explorer, but its drifting days are over -- a fresh injection of excitement has been found. With a sharper focus, it’s now a classy sportstourer with a lot to offer Aussie riders, including a great price.

PERFORMANCE
Claimed maximum power: 125hp (92kW) at 9400rpm
Claimed maximum torque: 104Nm at 4300rpm

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Wet

CHASSIS AND RUNNING GEAR
Frame type: Aluminium beam twin-spar with aluminium-alloy single-sided swingarm
Front suspension:  Showa 43mm upside-down fork, fully adjustable, 140mm travel
Rear suspension: Showa monoshock, adjustable for preload and rebound, 150mm travel
Front brakes: Twin 320mm discs with Nissin four-piston calipers, switchable ABS
Rear brake: 255mm disc with twin-piston Nissin caliper, switchable ABS
Wheels: Cast aluminium -- front 3.5 x 17, rear 5.5 x 17
Tyres: Front 120/70-17, rear 180/55-17

DIMENSIONS AND CAPACITIES
Rake: 22.8 degrees
Trail: 89.7mm
Claimed kerb weight: 235kg
Seat height: 830mm
Wheelbase: 1540mm
Fuel capacity: 20 litres

OTHER STUFF
Price: $15,990
Colours: Crystal White or Diablo Red
Bike supplied by: Triumph Australia, www.triumphmotorcycles.com.au
Warranty: 24 months, unlimited kilometres