Triumph Tiger

Hinckley kicked off several years ago with a big and somewhat top-heavy version, carrying a particularly sweet version of the 300-series 'long-stroke' engine. Though a very good motorcycle in its own right, it had a long way to go before seriously challenging the then class leader, BMW's R1100GS. Now the gap has narrowed considerably, with Bimm's R1150GS finding itself facing some very hot competition from a number of makers, including Triumph.

Wot's this then?

At the heart of the Tigger is the 955cc triple-cylinder, liquid-cooled, four-stroke engine, claiming a very healthy 105ps at 9500rpm and and 9.4kg-m of torque at 4400rpm. That's pushing a claimed 215 kilo package which has a 840-860mm adjustable seat height and 24-litre fuel capacity.

Transmission is the stock-in-trade 6-speeder with a wet clutch and chain final drive.

Braking is handled by four-piston calipers working 310mm discs up front, plus a two-piston item on a single rear. Wheels are alloy laced rims - 19 inches up front and 17 rear.

Suspension is the conventional fork up front and monoshock rear.

You can order a variety of aftermarket goodies, including a full hard luggage set and heated grips.

Wot's it like?

What strikes you first about the Tiger is the standard of finish. Our example was a notch or two better than its immediate competitors, particularly when it came to paint.

The second pleasant surprise is the powerplant, which we reckon is the sweetest in class. Now that's a big call, as the dual-sport group includes some very tasty V-twins, but we'll stick by that judgement. It has oodles of urge right through the range, is super smooth, and ample top-end.

Braking is excellent - you score a similar set-up to the sports bikes in the range, so there's really nothing to whinge about here.

Triumph has had a patchy reputation when it comes to transmissions - usually because they take a fair while to run in and tended to be notchy. This example had no such problems, providing a slick and idiot-proof change. Clutch take-up was progressive.

Suspension and tyre choice are tar-oriented and those factors, in combination with a stance that can feel a little top-heavy with a full fuel tank, mean it is capable on dodgy dirt roads, but not a class leader. The Bimm still scores in this department. However the tables are turned on bitumen, thanks to the Triumph's more precise and controlled cornering package - plus a superior engine.

Overall we developed a real soft spot for the machine and our only grizzle is we'd like to see an accessory stone guard set for the oil cooler and radiator.

Price is $15,690 (plus ORC), which is very competitive.

Story: Guy Allen