Motorcycle specifications TriumphTiger 1200 GT 2022 Less tank and more assault

When the Greeks set out to conquer Troy, they began by assembling a large armada, then gathered themselves on the ramparts. That's what's happened to virtually every big trail that's tried to oust the category leader. Attempts rewarded with slaps in the face, qualities always compared, despair sometimes disgusted. But for some time now, the GS supremacy has been undermined. Among the most active, Triumph is aiming for a major blow with its new generation 1200 Tiger.

This time, the British are not into upgrading, re-powdering or sleeve effects. The Tigers are new machines, through and through. The only thing that has remained the same from one generation to the next is the front tire, while everything else is a clean sweep.
Following in the footsteps of the 900s, all 1200s adopt a much more explicit nomenclature. Gone are the XR, XC, XRx GTA Alpha, NOD & GDI, and other Soviet spy acronyms. Now, the tigers identify themselves as GT for on-road or Rally for off-road.

Simpler, isn't it? The influence of the tigers on the design of the 1200s is equally commendable. They've been skilfully redesigned, with more finesse, almost lightness and less roughness. The headlight alone shows the way to redemption. Such refined lines can't fool anyone. The 1200 Tiger shows us that it has lost some of its biass, and it proves it. With 25 kg less weight.

A serious diet! It's rare to see such spectacular weight loss. It's as if someone had removed a two-person mattress wedged between the saddle and the engine. For this result, we have to thank the new steel frame, lightened by 5.4 kg. Its aluminum rear section is bolted instead of welded - making it easier to change in the event of a fall.
The swingarm has been completely redesigned. The single-arm design has been replaced by a new articulated multi-arm element. A highly technical, well-executed piece, integrating the cardan shaft in a completely new design. Here, 1.5 kg are saved.
The mechanical part also contributes. For the engine has more than its say. Gone are the days of the 1215 cm3! Watts and crankcases derive from ferocity. More modern, lighter, more powerful, the 3-cylinder is changing dimension.

and not at all in the way we thought. Displacement drops to 1160 cm3. The timing changes to give it a little more character, its dimensions become more super-square, and its overall dimensions are reduced. The Tiger can claim loud and clear that its motorization is unprecedented in the family... But not for the manufacturer. It's the virtuous block from the Speed Triple RS. Fresh and vigorous, the engine-makers have adapted it to the trail's profile. With 150 hp at 9,000 rpm, 9 horsepower has been gained. Combined with lower weight and a narrower rear tire, the big Tiger will boost both acceleration and agility. Given the source of the boiler, Triumph has certainly kept some under wraps for future developments. But before that, it's also showing more willingness to lift the terrain. Despite the reduced cubic capacity, it develops more torque. Its 13.2 mkg show a remarkable progression - consider that the force increases from 122 to 130 Nm.

Revising , remaking, reinventing... the consequences are often multiple. The technical dump has swallowed a lot of kilos, the massive profile, the single-arm, the convoluted acronyms... Designers have cut corners, sometimes elsewhere. The 1200 Tiger has also lost some elements, if we refer to the same level of finish. The previous XR had a center stand, a small engine mount, electric windshield adjustment and cruise control. Almost all this is migrated to the Pro version, as Triumph has chosen to offer other equipment from the basic package. First of all, cornering responsiveness for traction control and ABS. Then there are the hand guards and Keyless locking system. Braking is taken to a much higher level, with larger discs (320 mm instead of 305 mm) and the famous Brembo Stylema calipers, while suspension is semi-active on all versions.

forget yesterday's WPs, and take advantage of electronically controlled Showa elements from the GT level upwards. The damping adapts itself according to the on-board load, and then you leave it to the algorithms. These work according to the driving mode selected. A few mm of travel are added for even greater comfort. Of course, this inevitably raises the seat height - by 15 mm - which remains adjustable to two positions, 850 or 870 mm.
The driver can no longer adjust the bubble electrically, but can still do so manually. Other little touches have been added to make the ride more enjoyable, such as a rectified seat with a slimmer front end, repositioned and wider handlebars, the addition of deflectors to support the windscreen, a bit of space under the seat with a USB socket, backlit controls and a high-tech cockpit.

A color TFT screen is standard on all five Tiger models. Several changes are worth noting. Previously, it was forbidden on the base model. Triumph has done away with this restriction.
It is now 7 inches in size, with new graphics and the presence of the in-house multimedia system. These include phone control, a navigation system and GoPro control, while the three driving modes remain unchanged.
As you can see, the 1200 GT is already showing its teeth against its rivals, with an equally confident price tag. And yet, before you've even started coughing, you can already sense that the other models want a piece of the pie.

The territory of the British tigers allows you to choose the version best suited to your wallet. The move upmarket with the Pro and Explorer versions offers more riding modes, a shifter, heating elements, more electronics including a radar system, adaptive cornering lights, increased range (Explorer), off-road capabilities for the Rally with spoked wheels, block tires and increased suspension travel.

The threat is serious. Hinckley has assembled a crack team for its latest assault on the trail-GT world. With the new Tiger 1200, the competition's ramparts no longer seem so high.

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