Riding the 2023 Triumph Tiger 1200 Rally Pro in Portugal. Photo by Kingdom Creative.
We test the all-new 2023 Triumph Tiger 1200, which is available in five variants: GT, GT Pro, GT Explorer, Rally Pro, and Rally Explorer. The GT models are geared toward street adventures, while the Rally models are designed to get dirty. We rode all but the base-model GT at the Tiger 1200 world press launch in Portugal.
The updated Tiger 1200 adventure bike is both slimmer and stronger. It lost 55 lbs and gained serious grunt with the 1,160cc inline-Triple adapted from the Speed Triple 1200 RS, which makes 148 hp at 9,000 rpm and 96 lb-ft of torque at 7,000 rpm. Reworked from nose to tail and crown to sole, the new Tiger 1200 platform also has a new lightweight trellis frame, a cast-aluminum Tri-Link swingarm with shaft final drive, Showa semi-active suspension, a full electronics suite and much more.
Overhauled for the 2023 model year, the new Triumph Tiger 1200 is available in five variants: GT, GT Pro (above), GT Explorer, Rally Pro, and Rally Explorer. Photos by Kingdom Creative.
Heavyweight adventure bikes are built to munch miles and tackle trails. The brief sounds simple, but balancing the demands of tarmac and terrain is a subtle art. Most manufacturers favor one side of the on-/off-road equation. Instead of splitting the difference, though, the 2023 Triumph Tiger 1200 splits the field, catering to long-haul road trippers with the GT series and intrepid explorers with the Rally variants.
The thoroughly updated Tiger 1200 didn’t just assume a split identity, it also went on a crash diet, shedding a claimed 55 pounds. To pack on extra muscle, Triumph repurposed the 1,160cc inline-Triple from the 2022 Speed Triple 1200 RS to pump out 148 horsepower (at 9,000 rpm) and 96 lb-ft of torque (at 7,000 rpm). Surround that punchy powerplant with a lightweight trellis frame, a cast-aluminum Tri-Link swingarm with shaft final drive, and Showa semi-active suspension, and you end up with one capable cat.
Up-spec street-oriented versions of the Triumph Tiger 1200 include the GT Explorer (left) and GT Pro (right). Designed for long-distance touring, Explorer models have larger gas tanks, heated seats, tire-pressure monitoring systems, and blind-spot radar.
The Tiger 1200 variants may share the same DNA, but they express different traits. The GT and Rally models have different headstock angles, suspension travel, damping rates, ride modes, and curb weights. Those differences allow the GT to pound the pavement while the Rally tears up the trail, with Pro and Explorer versions of each, the latter with more fuel capacity and other features for long-haul travel (including heated seats, a tire-pressure monitoring system, and blind-spot radar). With the latest-generation Tiger 1200 primed to take on the competition, we tested the GT Pro, GT Explorer, Rally Pro, and Rally Explorer (but not the base-model GT) variants on Portugal’s picturesque backroads and enduro tracks to determine whether these heavyweight adventurers can satisfy the needs of different ADV riders.
GO GET ’EM, TIGER
At the heart of the Tiger 1200 is Triumph’s liquid-cooled, 12-valve, 1,160cc inline-Triple engine. The mighty mill shares the same bore, stroke, and compression ratio as the Speed Triple 1200 RS, but a 270-degree crank, a 1-3-2 piston firing order, and shaft final drive endow the Tiger with a personality all its own. Those preparations outfit the Tiger 1200 for life on the open road and off the beaten path.
The Rally Pro and Rally Explorer variants are geared toward ADV riders who like to venture off-road. They have longer suspension travel, tubeless spoked wheels in 21-/18-inch sizes, knobbier tires, and more.
A steady torque curve and linear powerband make the Tiger ready to romp, with usable power throughout the rev range. In Tiger trim, the big Triple with a T-plane crank may not boast the most stimulating power profile in the class, but what the 1200 loses in outright horsepower numbers, it makes up for in character. Between 4,000-7,000 rpm, the engine emits a bellicose growl, and it roars up to its 9,500-rpm redline.
Unfortunately, that pleasing exhaust note is accompanied by extra vibrations just above 6,000 rpm. The footpegs buzz first and the vibes reach the bars in the higher registers. Luckily, the mill only spins 4,000 rpm at 70 mph in 6th gear, remaining comfortable for long-distance journeys. At a more spirited pace, those vibrations aren’t top of mind. During slower city riding, short shifting quelled the tremors and softened the power delivery.
The 2023 Triumph Tiger 1200 is powered by a 1,160cc inline-Triple derived from the Speed Triple 1200 RS. It makes 148 horsepower and 96 lb-ft of torque.
That same approach benefits trail riding, too. On the road, the direct line between the rider’s right wrist and the rear wheel lets the Tiger pounce out of corners. The torque-rich midrange that suits the road, however, can overwhelm grip in the dirt. The tractable Triple is just as happy to spin up or chug along, and I quickly adapted my inputs to the conditions. Triumph’s ride modes also help tame the Tiger.
Road, Rain, and Sport ride modes come standard on all models and adjust the Triple’s character accordingly. The GT Pro and GT Explorer add Off-Road and Rider (custom) modes, and the Rally Pro and Rally Explorer go one step further by adding an Off-Road Pro mode. Each mode dials the Tiger’s throttle response, damping settings, ABS, and traction control to the occasion, allowing the big-bore ADV to adapt to any environment.
When toggling through ride modes, the digital speedo/tach rotates out of the way on the 7-inch TFT display.
The Road and Rain modes live up to their names with usable power and increased ABS and TC intervention. The Tiger bears its claws in Sport mode, with a stiffened suspension, reduced traction control, and peppy throttle response that encourages a lively pace. Off-Road lowers the thresholds of both traction control and ABS actuation, while Off-Road Pro disables both for unfettered fun. With a dedicated button at the left switchgear, riders can quickly toggle between the ride modes while the Tiger is on the move.
ONE AGILE CAT
While the Tiger’s engine is the star of the show, its new Showa semi-active suspension is hardly an understudy. It offers automatic rear preload adjustment and two damping maps – Road and Off-Road – which are preselected with on-road and off-road ride modes, and damping is adjustable over nine levels within each map, from Comfort (soft) to Sport (firm). Users can fine-tune the settings on the fly to deal with pothole-strewn roads, fast-paced twisties, technical trails, long-haul cruising – you name it.
The new Triumph Tiger 1200 is equipped with premium components, such as Showa semi-active suspension, Brembo Stylema calipers, and Metzeler adventure tires. The street-oriented GT models have cast wheels.
Regardless of conditions, neither end of the nine-setting spectrum felt too spongy or hard-edged. Even in Comfort mode, the fork yields sufficient support under heavy braking without diving excessively. Conversely, the shock doesn’t buck the rider out of the seat in the Sport setting. Each mode prepares the chassis for differing conditions, but the system’s electronically controlled valves preserve the Tiger’s composure.
Users will inevitably find the suspension’s limits off the beaten path, but due to the Rally’s 8.7 inches of suspension travel and the GT’s 7.9 inches, bottoming the Tiger isn’t easy. Of course, a brisk pace on rutty trails will tax the suspension, but the semi-automatic system remained stout on the fire roads and technical singletracks we explored on the Tiger 1200 Rally Pro.
Although the updated Tiger 1200 lost a significant amount of weight, these are still heavyweight ADV bikes, with curb weights ranging from 540 lbs. for the GT Pro to 575 lbs. for the Rally Explorer.
In concert with the adaptive suspenders, Triumph outfits the Tiger 1200 with superbike-worthy Brembo Stylema calipers. A Magura HC-1 radial front master cylinder provides precise feel and feedback at the lever, and braided hoses maintain consistent performance. The system’s finesse shined when modulating the binders on the trail, yet there’s more than enough bite and stopping power when hammering the brakes into a paved hairpin. The setup’s dependable braking performance increases confidence and complements the Tiger’s sporty ambitions.
Thanks to the communicative and responsive chassis, including a new, 12-lbs-lighter trellis frame, the Tiger 1200’s sharp on-road handling belies its 540- to 575-lb curb weight (depending on variant). The heavyweight adventurer feels light on its toes, and correcting a line mid-turn is effortless. As expected, the GT series attacks the tarmac best thanks to its 19-inch/18-inch cast-aluminum wheels shod with street-optmized Metzeler Tourance 90/10 tires. However, the Rally Pro and Rally Explorer are no slouches on the asphalt, even with 21-inch/18-inch tubeless spoked wheels shod with more dirt-oriented Metzeler Karoo tires. Despite the Rally’s slight disadvantage on the street, riders with even modest off-road ambitions will benefit from the trim’s capability without losing too much pavement performance.
The Triumph Tiger 1200 has a new Tri-Link swingarm with shaft final drive.
In the dirt, it’s easy to tell when the Tiger breaks traction, allowing the rider to adjust throttle application accordingly. After sliding the Tiger through several corners during the off-road day, a ham-fisted whack on the throttle quickly brought the rear wheel around. Luckily, the Off-Road mode’s traction control helped me save the potential low-side crash. Expert off-roaders will spring for the Off-Road Pro’s aidless experience, but the standard Off-Road setting’s safety nets will suit many novice-to-intermediate riders.
RIDE THE TIGER
The Tiger 1200’s ergonomics puts the rider in a commanding position to tackle both on- and off-road sections, with a roomy cockpit that offers enough space for the rider to move fore and aft. The two Explorer variants raise the handlebars to accommodate the larger 7.9-gallon fuel tank (up from 5.3 gallons on the GTs), but it doesn’t sacrifice comfort in the process.
The Tiger 1200’s windscreen is manually adjustable on the fly using one hand.
While the Tiger’s ergos fit my 5-foot, 10-inch frame, results will vary based on the rider’s dimensions and weight. The same goes for the windscreen. In the lowest setting, the screen pushed oncoming air up to my shoulders. The highest position shifted that current to the peak of my helmet, introducing reverberating wind noise and batting about my head. For that reason, I kept the one-hand adjustable screen in the low setting, but customers may remedy the situation with a windscreen extension from Triumph’s accessories catalog.
On the technology front, the Tiger 1200’s user interface is intuitive and straightforward. A dedicated home button on the right switchpod opens the primary menu, and a joystick at the left lets riders quickly toggle through settings. Unlike some of its competitors, the Tiger’s folder system is easy to navigate and requires a minimal learning curve. In certain modes, the 7-inch TFT display even prompts riders to revert to the previous ride settings, allowing users to seamlessly jump back on the trail without resetting ABS, traction control, and suspension damping options.
On Explorer models, the blind-spot radar system activates a light on the side-view mirror when a car or motorcycle is detected.
The Tiger’s new blindspot detection system, which is standard on the Explorer models, matches that convenience with safety. Similar to the tech found on the Ducati Multistrada V4 S, the Continental-developed system utilizes a rear-facing radar and mirror-mounted lights to inform riders when other vehicles enter their blindspot. The tech accurately detected both cars and motorcycles during my time with the Tiger 1200, but the light location doesn’t always grab the rider’s attention. Whereas the Multistrada places the notification lights at the top outer corner of each mirror, Triumph positions them at the lower edge, which may not be in the user’s line of view when looking far up the road. The system works just fine, but Tiger 1200 riders may want to do a double take before committing to a lane change.
Other useful features that are standard on the higher-spec Pro and Explorer models include cruise control, a quickshifter, cornering lights, hill hold control, LED auxiliary lights, heated grips, a centerstand, a skid plate, engine protection bars (Explorers and Rally Pro), and fuel tank protection bars (Rally Explorer).
An array of buttons and switches allow Tiger 1200 pilots to actuate functions and adjust settings. Heated grips are standard on all variants except the base-model GT.
OUT OF THE BAG
With the introduction of the 2023 Tiger 1200, Triumph returns its biggest cat to the adventure lineup. It may have taken Hinckley a few years to overhaul the heavyweight ADV, but the 55-pound weight savings, semi-active suspension, T-Plane inline-Triple, and other upgrades were worth the wait. The GT and Rally lines make all that fun accessible to both worldly travelers and rugged overlanders.
Pricing starts at $19,100 for the standard Tiger 1200 GT, which is competitively priced and equipped to take on its main rival, the BMW R 1250 GS. The higher-spec Pro and Explorer variants add more features to suit different on-road, off-road, and long-haul missions. The agility of the GT, GT Pro, and Rally Pro along with long-distance capabilities of the GT Explorer and Rally Explorer position the Tiger 1200 as a suitable option for all styles of adventure riding. Yes, balancing the demands of tarmac and terrain is a subtle art, but Triumph proves that it’s possible to have the best of both worlds. Choose your own adventure.
Geared toward ADV riders who like to get dirty, the Tiger 1200 Rally Explorer (left) and Rally Pro (right) are equipped with off-road-ready suspension, wheels, crash bars, and more.
2023 Triumph Tiger 1200 GT Pro / GT Explorer / Rally Pro / Rally Explorer Specs
Base Price: $21,400 / $23,100 / $22,500 / $24,200 Website:triumphmotorcycles.com Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl. Displacement: 1,160cc Bore x Stroke: 90.0 x 60.8mm Horsepower: 148 hp @ 9,000 rpm (claimed) Torque: 96 lb-ft @ 7,000 rpm (claimed) Transmission: 6-speed, hydraulically actuated slip/assist wet clutch w/ quickshifter Final Drive: Shaft Wheelbase: 61.4 in. Rake/Trail: 24.1 degrees/4.7 in. (GT models) / 23.7 degrees/4.4 in. (Rally models) Seat Height: 33.5/34.3 in. (GT models) / 34.4/35.2 in. (Rally models) Wet Weight: 540 lbs. / 562 lbs. / 549 lbs. / 575 lbs. (claimed) Fuel Capacity: 5.3 gals. (Pro models) / 7.9 gals. (Explorer models)
Riding the 2022 Triumph Tiger Sport 660 at the global press launch in Portugal. (Photo by Kingdom Creative)
We test the 2022 Triumph Tiger Sport 660, an all-new middleweight sport-tourer based on the Trident 660. With a base price of $9,295, it goes head-to-head with value-priced stalwarts like the Honda NC750X ($8,699) and Kawasaki Versys 650 ($8,899).
Although much of the Trident 660’s underpinnings carry over to the Tiger Sport 660, including the liquid-cooled, 12-valve, 660cc inline-Triple, which produces 80 horsepower at 10,250 rpm and 47 lb-ft of torque at 6,250 rpm (claimed at the crank), as well as ride modes (Road and Rain), switchable traction control, and ABS, the sport-tourer gets steeper rake, more suspension travel, a small fairing, and a one-hand-adjustable windscreen. The rider triangle is more open and the seating position is more upright.
At 454 pounds, the Tiger Sport 660 is light, agile, and user-friendly. Although clearly built to a price (for example, the only suspension adjustability is rear preload), it has good build quality and doesn’t feel cheap. Triumph’s new sport-tourer is one of those bikes that hits the sweet spot – it’s the right price, it’s the right size, it has the right amount of fun and versatility, it has the right features (except for cruise control), and it can be outfitted with hard saddlebags, a top case, heated grips, and more.
Motorcycle tested by Wayne Vickers – Images RbMotoLens
There’s a whole lot to like about the latest incarnation of the original, stripped back Hinckley street fighter. Not much to dislike actually. It’s not perfect, but it’s very, very close.
It’s actually been a while since I sampled a Speed Triple. I threw the leg over a mate’s ride several years back for a run across Mt Beauty on our annual trip to the high country. And even back then it did everything well.
2021 Triumph Speed Triple 1200 RS
The recipe remains pretty much the same, although the execution has continued to improve with time. Take one naked bike with a trademark torquey triple that has plenty of bark. Add distinctive bug eyes, give it a comfortable yet sporty riding position that suits for both around town and out on the open road, without being too ‘attack’ mode oriented, and wrap it in a signature ‘pipe’ style frame with a single-sided swinger. Add lashings of good quality suspenders and brakes, then garnish with soft rubber to taste.
I’ve always had a bit of a thing for them even though I make no bones about the fact that my favourite sports naked is currently KTM’s terrific 1290 Superduke R. How do they compare? Well.. after spending some time on the new 1200RS, the orange corner has some genuine competition. Because the new Speed Trip absolutely rips.
2021 Triumph Speed Triple 1200 RS
Let’s start with the styling. Bug eye treatment aside – as you’ll either love that or not, the rest of the bike is beautiful. I spent quite an amount of time just walking around the bike admiring it. They’ve done a great job throughout. The build quality is outstanding and from almost every angle it just looks ‘right’. Good proportions, simple elegant details, with enough ‘tough’ to make it work. Even the stock muffler looks (and sounds!) pretty good!
And then you throw the leg over it expecting it to be a bit of a rack, but it isn’t. It’s bloody comfy. The seat is well shaped and plush, the reach to the bars is easy, ride position is good, controls feel natural and make sense, feet touch the deck easily. It just gets better and better. Keyless fob means it can stay in your pocket – you prod the on button and wait as the dash comes to life. ‘Hi Wayne’ it says, which is probably a nice distraction as you wait (and wait) for it to get itself organised before you can prod again and fire it into life. That dash does take too long, but the wait is worth it every time. It barks into life and you can’t help but smile. After a minute or so to warm up, a couple of blips and you smile even more. This is a fast revving engine. It feels and sounds high-compression-racey kinda tough. Sound’s intense.
2021 Triumph Speed Triple 1200 RS
I can only imagine what one with an open slip on would sound like – it’d be mental. Ladies would faint, small children would stand with their mouths agape, non-believing heathens would be converted to the church of the triple. All the while knobs like me would make that wide-eyed, giggly face like we used to when stood in the lolly shop as a kid.
2021 Triumph Speed Triple 1200 RS
Just back on the dash, they’ve done a nice job on this one. Removing all unnecessary size, clutter and graphical nonsense (unlike the Tiger 900 dash). By default it will even remove the odometer and range numbers as shown in the pics, but you can turn them back on – which I preferred. Nice design, nice font, pretty good controls. It was a bit annoying that I couldn’t flick through to the rider custom map (which i prefer) while on the move – you CAN flick through the other maps, just not the custom one. But I did like the fact that on start up you were prompted to confirm if you wanted the previously selected map to be used again before it defaulted back to standard map. One step closer to just leaving the map as the rider wants it I guess.
2021 Triumph Speed Triple 1200 RS
On the go it gels even further. First impressions are that the bike is light, well balanced and agile underneath you. It feels short wheelbase. By comparison it is indeed a little shorter than the 1290 SDR and although its been a while since I rode the KTM, the Triumph probably feels more alive, or less composed depending on your way of thinking. I like to think more alive. Be nice to ride them back to back though. That wouldn’t be a bad day…
2021 Triumph Speed Triple 1200 RS
At first the rear end of the bike was too harsh. Now as a rule I try not to adjust the clickers for a few hours as I get used to it, but it turned out that when I looked, someone had wound the comp all the way to max for some reason and I couldn’t even budge the clicker by hand. Any wonder it was harsh! I spent some time freeing it up and ended up with a pretty good setting in the end, just on the sporty side of normal. I settled with rebound set to 15 and comp to 19 for what it’s worth. It was still quite firm, but the harshness had been mostly eliminated and I didn’t need to touch the front.
Tip it into a corner or three and it’s more than happy to carve – and will change line in a heartbeat. At first the harsh suspension made typical Aussie road corners a bit of a sketchy affair, but with that settled back down it was far more confident. It’s still lively, don’t get me wrong. But the more I rode it the better it felt. Once you really got dialled into this bike I reckon it would be proper rapid. Even more so on smooth roads. And I spent a few hours in the saddle without any soreness at all.
2021 Triumph Speed Triple 1200 RS
One thing I did notice – and it could be just me, but I felt that the contact point inside your knee could have been nicer. Much like the Panigale V2 I tested, that point for me was right on a surface change, this time between frame and tank. I found it a bit distracting at times. Grip was still ok though and overall shape was fine.
2021 Triumph Speed Triple 1200 RS
Hard to go past the engine though. It’s a right monster. A caged banshee ready to let loose. It growls down low and howls once up in the rev range and makes you want to do bad things. It dishes out just on 180 horses and they’re full size beasties. The way it spools up – it’s so bloody eager and the delivery is impossibly linear even for a triple.
Oh – And it’s fast. As in, really fast when you want it to be. It doesn’t tail off at all, nor does it seem to peak. It’s just more, more, more. How strong is it? Fifth gear wheelies strong. This thing is more than happy to wave at the clouds. Repeatedly. No clutch or hesitation required, just a little body position initiation. Possibly the most wheelie keen bike I’ve ridden – gid.dee.up. Unfortunately the planets didn’t align so that Snapper Rob and I could get some wheelie pics (sorry Trev and Nige!) so you just have to take my word for it. Maybe I’ll have to have it back again for just that purpose 😉 Yet even though it can be an animal if you want, it’s a complete pussy cat to dawdle around town on if you want.
2021 Triumph Speed Triple 1200 RS
Back to modes and stuff. Without boring you, there’s the standard wet, road, sport, track and custom ‘rider’ mode. Each one is individually customisable, but only the rider mode allows for TC to be fully off. Which allows wheelies. So obviously that’s where I mostly stayed. You can pick from a few different maps and ABS settings in each mode – I found myself torn between the two more aggressive maps for a preference. Sometimes I preferred it a little calmer – others I preferred the more instant response.
The quick-shifter was the only thing that I didn’t grow to love. It works. It works well actually. The shift itself works wonderfully. I just didn’t like the feel of the short throw lever on my foot. It very much feels like the ‘switch’ that it is and is devoid of any mechanical linkage feel. There’s no snick. I like to feel something. I like stirring a good gearbox, but I didn’t get the same joy from this – I couldn’t ever get the feeling that I was totally at one with it – just the feeling of being slightly removed. And it’s a very, very short throw. The tiniest nudge will pull in a gear-change. That and finding neutral was painful. It got better at it as I got used to it. But it was still annoying at times.
2021 Triumph Speed Triple 1200 RS
Range wise – 250 is or thereabouts is about it. Even when really getting up it the economy was pretty good actually. I was in the 5 litres per hundred kay range pretty much all of the time. Fuel warning comes on with around 70 kms to go (which freaks you out when you have the odometer hidden as it tells you to fill immediately). But that range is okay on a bike like this. You’re probably rarely going to do massive kays on a full naked bike with the wind effect. I reckon a 5-600 km day would be enough for most people and you could easily do that on this.
Brakes were lovely, as you’d expect. Brembo Stylema Monoblocs. That’s all you need to know. All the power and feel you’ll ever need. On the rear I did have a noisy pad that was gradually getting better. Probably just wasn’t bedded in properly from new but it was still functioning perfectly well.
2021 Triumph Speed Triple 1200 RS
Wind-wise, yep. You get a fair bit of it as expected. The little genuine screen that’s available could be worth a look, not just for a little wind deflection help, but I reckon it’d also help integrate the bug eye lights in a bit more too. Oh – and if you’re wondering, those mirrors actually work pretty well. Possibly the world’s first small funky looking mirrors that are actually functional!
So. Is it the new king of the sports naked class for me? Well… it deserves the accolades it’s getting that’s for sure. It’s seriously capable, seriously quick and has character to burn. That engine is addictive. Comparing it to my memories of the 1290SDR – I suspect the Kato is probably a whisker roomier, naturally easier to balance at the wheelie point and more settled while on its side. Conversely, the Speed Triple RS probably feels a little more urgent, exciting and overall more rewarding compared to the effortlessness of the big twin. I reckon the Triumph feels faster… I’m genuinely intrigued to find out how they’d compare at a track.
They’re so close. This is not me sitting on the fence, but I’d have to ride them back to back to split them and like most riders it would probably come down to some very subjective elements to decide, the new Speed Triple 1200 RS really is that good. Either way, they’re both outstanding, class leading options if you’re looking in that segment – rule them both in for a test ride.
The 2021 Triumph Spped Triple 1200 RS made Wayne this happy!
Why I like the Triumph Speed Triple
Cracking engine that makes me want to do bad things
All the way through fifth gear…
Surprisingly good ergos and comfort
Overall the bike feels ‘alive’ – is super agile for a ‘big’ 1200
Great sound for a stock pipe
I’d like it more if…
Dash seems to take forever on start-up
The quick shifter ‘throw’ feels too short. I got used to it, but never liked it
Tank-frame junction where your knees grip could be nicer (I found the same issue on the Panigale V2)
2021 Triumph Speed Triple 1200 RS
2021 Triumph Speed Triple Specifications
Engine & Transmission
Type
Liquid-cooled, 12 valve, DOHC, inline 3-cylinder
Capacity
1160 cc
Bore
90.0 mm
Stroke
60.8 mm
Compression
13.2:1
Maximum Power
180 PS / 177.5 hp (132.4 kW) @ 10,750 rpm
Maximum Torque
125 Nm (92 lbft) @ 9,000 rpm
Fuel System
Multipoint sequential electronic fuel injection with electronic throttle control
Exhaust
Stainless steel 3 into 1 header system with underslung primary silencer and side mounted secondary silencer
The 2023 Triumph Tiger 1200 lineup includes five variants, with the GT Explorer (left), GT Pro (back), Rally Explorer (right), and Rally Pro (front) shown above (base GT model not shown).
In recent years, Triumph has expanded its Tiger range to include more models than ever. From the Tiger Sport 660 to Tiger 850 Sport to the Tiger 900 lineup, the extended family now caters to avid off-roaders and long-haul tourers alike. Now, it’s the range-topping Tiger’s turn for an upgrade, and Hinckley spares no expense with the 2023 Triumph Tiger 1200 lineup.
In typical Triumph fashion, the flagship Tiger champions an inline-Triple engine, but the updated mill comes from the firm’s heralded Speed Triple 1200 RS naked bike. In adventure bike form, the liquid-cooled, 1,160cc powerplant touts 147 horsepower at 9,000 rpm and 95 lb-ft of torque at 7,000 rpm. Similar to the Tiger 900 series, the Triple benefits from Triumph’s T-plane crank, delivering tractability in the low-end without sacrificing the engaging mid-range and top-end.
2023 Triumph Tiger 1200 GT Pro
Triumph wedges the large-capacity Triple into an all-new frame with a bolt-on aluminum subframe. A lighter and stronger tri-link swingarm steadies the ride at the rear while the semi-active Showa suspension adapts to the rider and road conditions. On the GT models, the semi-active system provides 7.9 inches of travel while the two Rally variants enjoy 8.7 inches. Rake also differs between the two camps, with the GTs reporting 24.1 degrees and the Rallies coming in at 23.7 degrees. Despite those differences, all Tiger 1200s receive Brembo Stylema calipers mated to dual 320mm front discs and a single-piston Brembo binder with a 282mm rotor at the rear.
2023 Triumph Tiger 1200 Rally Pro
The Tiger’s new compact design also results in a 55-pound weight saving. The slimmer waist and revised ergonomics improve rider comfort and users can adjust the standard seat between 33.5 and 34.25 inches. The revised bodywork also emphasizes the Tiger’s newfound poise and stance while seamlessly integrating the dual-radiator system and downsized exhaust silencer.
The 1200 family may share the same core components, but Triumph splits the model into five variants. The GT, GT Pro, and GT Explorer favor long-distance travel on the tarmac while the Rally Pro and Rally Explorer prefer life off the beaten path. As a result, the road-focused GT line features 19-inch front and 18-inch rear cast-aluminum wheels, and the Rally trims opt for dirt-worthy 21-inch/18-inch tubeless spoked wheelset. Conversely, the Explorer trims share a 7.9-gallon gas tank for extra mileage between fill-ups while all other variants settle for the 5.3-gallon unit.
2023 Triumph Tiger 1200 GT Explorer
In addition to the Tiger’s differing hardware, Triumph equips each model with trim-specific software. The Rally Pro and Rally Explorer get all six ride modes including Road, Rain, Sport, Off-Road, Off-Road Pro, and Custom. Triumph only removes the Off-Road Pro mode from the GT Pro and GT Explorer, but reduces the standard GT to Rain, Road, and Sport. While each Tiger 1200 boasts a 7-inch TFT display with My Triumph Connectivity System, only the Explorer models feature a blind-spot radar system, heated grips and seats, and a tire pressure monitoring system. Regardless of the trim, each Tiger 1200 comes with dual-channel cornering ABS and cornering traction control.
2023 Triumph Tiger 1200 Rally Explorer
Of course, Tiger 1200 owners can also turn to Triumph extensive accessories catalog for everything from full luggage systems to auxiliary lights to comprehensive bike protection. The new big-bore ADV will be available in four colorways including Snowdonia White, Sapphire Black, Lucerne Blue, and Matte Khaki, and it will hit Triumph dealerships in spring 2022. Pricing is as follows:
2023 Triumph Tiger 1200 GT: $19,100
2023 Triumph Tiger 1200 GT Pro: $21,400
2023 Triumph Tiger 1200 GT Explorer: $23,100
2023 Triumph Tiger 1200 Rally Pro: $22,500
2023 Triumph Tiger 1200 Rally Explorer: $24,200
For more information or to find a Triumph dealer near you, visit triumphmotorcycles.com.
The 2022 Triumph Tiger Sport 660 is a new middleweight sport-tourer built on the Trident 660 platform. (Photos by Kingdom Creative)
When the covers were pulled off the 2022 Triumph Tiger Sport 660, the first question that came to mind was: Why? In an increasingly cluttered adventure bike landscape, why introduce a model without off-road capability? Why challenge the category-defining Kawasaki Versys 650? Just two months after posing those questions, Triumph marque invited us to find out firsthand at the Tiger Sport 660’s global launch in Portugal.
Adventure-inspired styling may tether the Tiger to the ADV world, but under that cladding, the Sport 660 shares a lot with Triumph’s new Trident 660 platform. From the 17-inch wheels to the Nissin braking system, from the Michelin Road 5 tires to the electronics suite, Hinckley leverages much of the Trident’s core components for the new adventure sports model. Even the liquid-cooled, 12-valve, 660cc inline-Triple remains unchanged, producing 80 horsepower at 10,250 rpm and 47.2 lb-ft of torque at 6,250 rpm (claimed, at the crank).
For sport-touring duty, the 2022 Triumph Tiger Sport 660 has a fairing and adjustable windscreen for wind protection, comfortable ergonomics, and optional saddlebags.
Despite the family resemblance, the Tiger Sport 660 is more than a naked bike in adventure clothing. Triumph still employs a tubular-steel perimeter frame but steepens the rake to 23.1 degrees. The longer and sturdier subframe accommodates optional panniers and a top box while the long-travel suspension promotes comfort and two-up touring. To the naked eye, the adventure-adjacent aesthetics set the Tiger apart, but the facelift is equal parts form and function.
Of course, the new front fairing provides more wind protection but a one-hand, height-adjustable windscreen allows riders to reduce buffeting on long road trips or amplify airflow in congested urban environs. In the lowest position, oncoming air flowed past my chest while wind danced around my helmet’s chinbar in the high setting. Results will vary for shorter and taller riders, but at 5 feet, 10 inches, the top position suited my frame best.
At 454 pounds wet with a 55.8-inch wheelbase and sporty steering geometry, the 2022 Triumph Tiger Sport 660 is more than willing to lean and make quick transitions.
Dustin’s Gear: Helmet:Bell Eliminator Jacket:Alpinestars GP Plus R v3 Jacket Gloves: Alpinestars Mustang v2 Gloves Pants:Pando Moto Robby Arm 01 Jeans Boots:Dainese Persepolis Air Shoes
Triumph enhances that comfort with taller handlebars and extra distance between the seat and footpegs. Thanks to the neutral position and generously padded seat, the Sport 660 encourages all-day riding. The lengthened subframe also provides extra space in the cockpit, enabling users to scoot forward or rearward for an optimal rider triangle. Throughout the 154-mile ride aboard the Tiger, not once did my back, wrists, or knees ache, and larger riders in the group echoed those sentiments.
To keep the price below $10,000, the 2022 Triumph Tiger Sport 660 is equipped with suspension that offers only rear preload adjustable. Other than some fork dive under heavy braking, the Showa setup offers good compliance and feedback.
While I’d classify the ergos as relaxed, the handling lives up to the Sport moniker. The upright position places the rider’s knees flush against the fuel tank, providing an ideal anchor point before tip-in. That’s when the Tiger is at its best. Side-to-side transitions are swift and fluid. Steering is precise and direct. Couple that with grippy Michelin Road 5 tires and the Sport 660’s handling borders on telepathic.
Due to the 23.1-degree rake, the Sport 660 stays light on its feet, ready to dive into the next corner. On the other hand, the longer, 55.8-inch wheelbase helps maintain stability at lean. That nimble nature allows the rider to put the Tiger anywhere on the road. While the non-adjustable Showa 41mm fork and preload-adjustable Showa shock favor comfort with 5.9 inches of travel at both ends, the setup delivers sufficient support and feedback for spirit riding as well.
The 2022 Triumph Tiger Sport 660 is available in Korosi Red/Graphite (shown), Lucerne Blue/Sapphire Black, or Graphite/Sapphire Black.
The suspension’s only blemish is the fork’s soft spring, but only heavy braking exposes that minor shortcoming. In a straight line, the dual 2-piston Nissin calipers and 310mm discs up front bring the 454-pound tiger to a rapid halt. Equally unexpected, the axial master cylinder yields surprising feel and feedback when trail braking into a bend. Dual-channel ABS also increases confidence while Rain mode (in addition to the default Road mode) and switchable traction control act as safety nets for less-than-ideal conditions or technique.
Triumph adds such rider aids to favor newer riders, but the ultra-tractable 660cc inline-Triple is innately user-friendly. With 80 ponies and 47 lb-ft of torque on tap, the retrofitted 675 triple is equal parts thrill and chill. Away from a stop, the mill delivers 90% of its torque between 3,600-9,750 rpm. The linear powerband may benefit novice riders, but it doesn’t stop experienced pilots from exploiting the power potential at the top of the rev limiter.
Derived from Triumph’s tried-and-true 675 Triple, the 660cc mill in the Trident 660 and Tiger Sport 660 is tuned for user-friendly power delivery.
However, most riders won’t need to push the Sport 660 to those limits, especially when engine vibrations course through the footpegs at 8,500 rpm. Luckily, in 6th gear at 70 mph, the Tiger trots along at around 5,000 rpm. That mild-mannered quality caters to tourers, but the engine remains manageable even when the pace picks up. With usable power accessible throughout the rev range, the middleweight ADV also helps compensate for rider mistakes.
On several instances during the ride, I forgot to drop a gear – or two – going into a corner. Fortunately, the readily available torque helped pull the Tiger through the exit. Despite its accommodating demeanor, the Triple also wails up to its 10,500-rpm redline. It’s that combination of performance and practicality that makes the Sport 660 such a versatile bike. Those looking for the utmost performance can add on a bi-directional quickshifter from Triumph’s accessories catalog, but the standard unit offers smooth transitions and reliable gear engagement out of the box.
Pulling on the tubular bar behind the windscreen allows on-the-fly height adjustment.
The Tiger Sport 660 may not feature a fire-breathing engine, trick suspension, top-tier brakes, or state-of-the-art electronics, but that doesn’t stop it from becoming one of the most balanced packages on the market. Each component contributes to the 660’s end goal. The electronics enhance safety without adding complexity. The inline-Triple produces enough power for seasoned vets without scaring beginners. The suspension and brakes complement the Tiger’s mild and wild side.
I may have doubted Triumph when it introduced the new cub in its Tiger line, but after spending a full day with the Sport 660, I’m a firm believer in its worth. Whether you label it a sport-tourer, an ADV, or none of the above, the Tiger Sport 660 is undeniably well-rounded. From commuting to canyon carving to touring, Hinckley’s latest middleweight practically does it all. That’s why Triumph believes the new adventure sports model can make an impact in an increasingly cluttered adventure bike landscape – and now, I do too.
Look out Versys 650, there’s some new competition in town.
2022 Triumph Tiger Sport 660 Specs
Base Price: $9,295 Website:triumphmotorcycles.com Engine Type: Liquid-cooled, inline triple, DOHC w/ 4 vpc. Displacement: 660cc Bore x Stroke: 74 x 57.7mm Horsepower: 80 hp @ 8,750 rpm (claimed, at the crank) Torque: 47.2 lb-ft @ 6,250 rpm (claimed, at the crank) Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: X-ring chain Wheelbase: 55.8 in. Rake/Trail: 23.7 degrees/3.8 in. Seat Height: 32.8 in. Wet Weight: 454 lbs. (claimed) Fuel Capacity: 4.7 gals.
It almost seems Triumph has a birth right to the modern retro market. That oxymoron of a term has been thrown around by the world’s manufacturers for about 20 years now, ever since Ducati bought out the legendary Paul Smart replicas in the mid-2000s.
The 2021 Triumph Speed Twin stays true to the modern retro theme
However, Triumph has been more consistent in looking backwards to go forwards with bikes like the various Bonnevilles, Scramblers and Thruxtons, not to mention the bike we have on test now in the $20,890 (ride-away) Speed Twin.
The Speed Twin in 1200 form is only two years old, seeing its release back in 2019 as part of Triumph’s 80th anniversary of the first twin-cylinder Bonneville. For a bike aimed more at the café riding crowd, you could forgive Triumph for calling it done and coming back for a revisit in five years, but Triumph’s seen fit to give the 2021 edition a proper makeover.
2021 Triumph Speed Twin
No doubt the addition of Euro5 compliance was a contributing factor, but there’s still plenty to get excited about. The pulsating British twin pumps out a claimed 73 kW at 7250 rpm and 112 Nm of torque, with the peak torque measured 500 rpm less than in 2020.
This is achieved via a lighter crank, new pistons and cylinder head, revised camshafts and a new exhaust that deftly hides the catalytic convertor and looks like an old-school straight-through system—a look that’s somewhat spoiled by having fugly black end caps fitted.
The Speed Twin powerplant is updated for Euro5 with other benefits
Despite this minor fashion faux pas, the Speed Twin is indeed a looker. Mixing a modern look and performance via the new 43 mm inverted Marzocchi forks and Metzeler Racetec RR rubber with little retro touches like dual analogue clocks (albeit with small digital faces for trips, fuel, etc) and a flat bench-style seat, Triumph’s styling department has done rather well with the Speed Twin’s aesthetic.
This fact was confirmed when an old bloke who was walking around our photo location took a bit of time to be convinced this was indeed a 2021 edition and not something from the 1960’s. It’s always nice when that happens.
Dual analogue clocks are also run with digital displays incorporated
The Speed Twin is more than just a doff of the cap to bikes of yesteryear, it also mimics them in overall size. With a seat height of just 809 mm compared to the 820/830 mm seat heights more commonly found on modern nakedbikes, the Speed Twin feels small.
I’m 183 cm tall and for me the ride position is just too cramped to get anything more than a 45 minute ride before I start to get all bothered, although being a neutral riding stance it’s easy for me to stand and stretch out on the Speed Twin if needed.
The Speed Twin feels like a small bike for an 183 cm rider
That fact alone makes the Speed Twin a frustrating prospect to me, because everything else about the motorcycle is just lovely.
Let’s start with the engine. At 1200 cc, one might think this little donk would be a bit too much unless you’ve got decent miles under your belt but the reality is somewhat different. The Speed Twin has a delightfully smooth power delivery, matched to three engine maps of Sport, Road and Rain.
Fuelling is well enough tuned that the modes are somewhat unnecessary
Although you could probably just run Sport and not worry about the rest as Triumph has done a brilliant job with the throttle mapping so you don’t get a massive hit of torque when you open the throttle while cruising slowly around town.
Modes are accessed via the left switch
Having said that, there’s more than enough to get up and boogie. This is a 1200 cc twin, after all, and it’ll be more than capable of hustling up the side of a mountain or when you need to rip through traffic.
The motor spins up surprisingly quickly for a 1200 twin, and the silky smooth throttle response somewhat hides the amount of go clenched in your right hand. It’s geared rather tall, but there’s plenty of performance on offer in third and fourth gears as you zip from corner to corner.
There’s no quick-shifter so gearshifts are done the old fashion way with a clutch, but there’s nothing wrong with that and, again, Triumph’s done well to give you a gearbox that’s as smooth as the engine is punchy.
The Speed Twin also captures that iconic exhaust note
One of the best parts of the motor is what happens after you crack the throttle. Regardless of my dislike of the black end cap on the pipe, man, that pipe sounds good. It’s got that oh-so-British thump to the exhaust note, making this – along with the company’s three-cylinder nakedbikes like the Street and Speed Triple range – one of the best sounding motors (in my opinion) around. It’s certainly one of the most recognisable.
Triumph claims a wet weight of 216 kg (thanks Triumph, because claimed dry weights are useless) for the Speed Twin with a full 14.5 litres of fuel, so it’s not exactly a featherweight, but what’s there is carried rather well.
Despite a 216 kg wet weight the Speed Twin carries that well
It pays dividends not to ride the bike like a lunatic despite the upgrade from skinny, conventional 41 mm forks, to the chunkier 43 mm inverted Marzocchi legs now fitted giving plenty of feel at the handlebars and excellent road holding.
Being a relatively slim motorcycle, the Speed Twin has excellent agility when switching direction, helped in no small part by the upright stance than the wide (ish) handlebars. You’re sitting in a very neutral stance on the Speed Twin, which is fine for the most part but wind protection is next to zero for freeway rides, and the flat bench seat does get pretty hard and uncomfortable after about 45 minutes.
Agility is also exceptional on the Speed Twin
The Speed Twin doesn’t love a rough rider, but instead responds well to the wide corner arches and gentle braking character the aesthetic would suggest.
If you do want to pretend you’re Remy Gardner on a Triumph-engined racer, at least you have decent stopping power in your right hand in the form of Brembo’s radially-mounted M50 calipers and 320 mm discs (up from 305 mm on the 2019 bike).
Brembo M50 calipers on 320 mm rotors are fitted to the 2021 Speed Twin, with sporty rubber
These are the same stoppers used on the last generation Kawasaki ZX-10R, and although the Italian brake masters have gone up a few grades since with models like the Stylema and Stylema R calipers, they are a damn sight better than the very old school conventionally-mounted calipers from the 2019 bike.
A nice touch from Triumph was to include decent rubber when you pick up a Speed Twin. Metzeler’s Racetec range is indeed very good and to have them fitted to a modern retro gives this bike more grip than it could conceivably need, which is a good thing. Too many times, manufacturers will skimp on fitting good sporty rubber, leaving the choice up to the customer but at least the Hinckley crew has taken this headache away from you.
Ergonomics were the main issue with the Speed Twin, with the bike feeling cramped
My time with the Triumph Speed Twin was nice but I have to be honest and say this bike wasn’t for me, simply because it’s too damn small. At my height, I felt everything needed to be stretched out 10 per cent or so, just to give me a bit of extra room in the cockpit, a bit more room for when I do try and turn up the wick in the twisties, a bit more room to make general cruising a little more comfortable. See what I’m getting at here?
My findings are the most subjective thing of this test (I guess that’s why Trev pays me to write them for him), so if you’re shorter than me, perhaps you won’t have as many gripes.
2022 Triumph Speed Twin Review
The size factor is annoying because, as I’ve said, everything else on this bike is really nice. The fit and finish is superb, the chassis a willing and compliant partner – especially given the beefier forks and brakes – and the motor has such a tough, British character to it. Couple these facts with the LED lights, built in immobiliser, underseat USB charging port and traction control and the Speed Twin is very difficult not to like.
That exhaust cap may be a faux pas, but the note is still good
If Triumph makes a 1300 cc version that’s a touch bigger everywhere, I’m sold, but I don’t think that’ll be happening any time soon.
Triumph has an early holiday present for fans of Britain’s custom-classic and road racing culture, in the form of four limited-release Special Edition models, each available for one year only: the Street Twin EC1, Thruxton RS Ton Up, Rocket 3 GT 221, and Rocket 3 R 221.
2022 Triumph Street Twin EC1 Special Edition
2022 Triumph Street Twin EC1 Special Edition
Triumph’s best-selling modern classic model, the Street Twin, gets a makeover inspired by the vibrant custom scene of London’s East End – particularly the historic streets of the EC1 district that gives the Street Twin EC1 Special Edition its name. The EC1 is set apart as a Special Edition with a unique Matte Aluminum Silver and Matte Silver Ice paint scheme with special EC1 graphics on the tank and side panels, as well as a matching fly screen.
The spunky Street Twin is unchanged otherwise, with its liquid-cooled 900cc parallel-Twin engine, Brembo 4-piston front brake caliper, ABS, Road and Rain ride modes, traction control, torque-assist clutch, and USB charging socket, all standard. The Street Twin EC1 Special Edition will be available starting in January 2022, for an MSRP of $10,350.
2022 TriumphThruxton RS Ton Up Special Edition
2022 Triumph Thruxton RS Ton Up Special Edition
The legendary Ton Up boys of the 1950s and ‘60s – the original café racers – and the first ever production 100mph lap of the Isle of Man TT, achieved by Malcolm Uphill in 1969, are celebrated by the new Thruxton RS Ton Up Special Edition. With its Aegean Blue gas tank, Fusion White seat cowl and front fender, and Carnival Red accents and graphics, the Ton Up will stand out in a crowd. Also included are unique “100” and “Ton Up” graphics and an accessory Aegean Blue fairing to complete the café racer look.
Otherwise the Thruxton RS retains all of its standard features, including a character-filled liquid-cooled 1,200cc parallel-Twin, twin 310mm Brembo floating front brake discs squeezed by Brembo M50 radial monoblock calipers; fully adjustable Öhlins shocks and Showa 43mm fork; Metzeler Racetec RR tires; throttle-by-wire with Road, Rain, and Sport ride modes; ABS; traction control; torque-assist clutch; and a USB charging socket. The Thruxton RS Ton Up Special Edition will be available starting in January 2022, for an MSRP of $17,300.
2022 TriumphRocket 3 GT and Rocket 3 R 221 Special Editions
2022 Triumph Rocket 3 R 221 Special Edition
The Rocket 3 GT and Rocket 3 R 221 Special Editions seek to remind the world of one thing: their superlative 221 Newton meters of torque (or 163 lb-ft for us Yanks), the highest claimed torque of any production motorcycle in the world. The 221s get their message across with a rich Red Hopper paint scheme incorporating the Rocket 3’s performance numbers emblazed on the tank: horsepower, torque, engine size, bore, and stroke.
2022 Triumph Rocket 3 GT 221 Special Edition
Backing it up, of course, is the massive 2,458cc inline-Triple producing all that torque and a claimed 167 horsepower, along with a fully adjustable Showa shock, adjustable 47mm Showa fork, Brembo Stylema 4-piston radial monoblock calipers, TFT instrumentation, IMU-based ABS and traction control, four ride modes (Road, Rain, Sport and Rider-configurable), hill hold control, cruise control, keyless ignition, heated grips (GT only), and a USB charging socket.
The Rocket 3 GT 221 Special Edition will be available starting in January 2022, for an MSRP of $24,600. The Rocket 3 R 221 Special Edition will be available starting in January 2022, for an MSRP of $23,900.
For more information or to find a Triumph dealer near you, visit triumphmotorcycles.com.
For one year only, Triumph will offer special Gold Line Editions of eight 2022 Modern Classic models: Bonneville T100, Bonneville T120, Bonneville T120, Black, Bonneville Bobber, Bonneville Streetmaster, Street Scrambler, Scrambler 1200 XC, and Scrambler 1200 XE.
Earlier this year Triumph announced 2022 updates for every motorcycle in its Modern Classic lineup, including Bonneville, Scrambler 1200, Street Scrambler, and Speed Twin models. On top of the performance, technology, and aesthetic changes, Triumph will offer special Gold Line Editions of key models.
These eight limited-edition models, which are available for one year only, showcase the hand-painted gold lining skills of Triumph’s expert paint shop and provide custom-inspired schemes and premium details. They will be in dealerships in December 2021, with prices starting at $11,450.
2022 Triumph Bonneville T100 Gold Line Edition
2022 Triumph Bonneville T100 Gold Line Edition
The Bonneville T100 Gold Line Edition features a Silver Ice fuel tank with Competition Green tank infill edged with hand-painted gold lining and an elegant ‘gold line’ logo. It also has Silver Ice fenders and side panels with Competition Green side panel stripes, a unique new white-and-gold Bonneville T100 logo and hand-painted gold lining. An accessory Silver Ice flyscreen is also available. Pricing starts at $11,450.
2022 Triumph Street Scrambler Gold Line Edition
2022 Triumph Street Scrambler Gold Line Edition
The Street Scrambler Gold Line Edition has a Matte Pacific Blue tank with a Graphite stripe, gold Triumph tank logos, and an elegant ‘gold line’ logo. It also features hand-painted gold lining alongside the tank stripe and around the brushed foil knee pads. Matte Jet Black front and rear fenders and side panel with new gold Street Scrambler logo. An accessory Matte Pacific Blue flyscreen and high-mount front fender are also available. Pricing starts at $11,950.
2022 Triumph Bonneville Speedmaster Gold Line Edition
2022 Triumph Bonneville Speedmaster Gold Line Edition
The Bonneville Speedmaster Gold Line Edition features a Silver Ice fuel tank with a Sapphire Black twin-stripe design and brushed-foil knee pads, all edged with hand-painted gold lining and a ‘gold line’ logo. It also has a Sapphire Black headlight bowl, fenders, and side panels with unique new gold-and-silver Bonneville Speedmaster logos and hand-painted gold lining. An accessory Sapphire Black short front fender is also available. Pricing starts at $14,200.
2022 Triumph Bonneville Bobber Gold Line Edition
The Bonneville Bobber Gold Line Edition has a Carnival Red fuel tank and fenders, with gold Triumph tank logos and a ‘gold line’ logo, a Sapphire Black twin-stripe design, and brushed foil knee pads edged with hand-painted gold lining. It has Sapphire Black side panels with a unique new gold-and-silver Bonneville Bobber logo and hand-painted gold lining. An accessory Carnival Red short front fender is also available. Pricing starts at $14,200.
2022 Triumph Bonneville T120 Gold Line Edition
2022 Triumph Bonneville T120 Gold Line Edition
The Bonneville T120 Gold Line Edition features a Silver Ice fuel tank with Competition Green tank infill edged with hand-painted gold lining and a ‘gold line’ logo. It has Silver Ice fenders and side panels with Competition Green side panel stripes, a unique new white-and-gold Bonneville T120 logo and hand-painted gold lining. An accessory Silver Ice flyscreen is also available. Pricing starts at $13,100.
2022 Triumph Bonneville T120 Black Gold Line Edition
2022 Triumph Bonneville T120 Black Gold Line Edition
The Bonneville T120 Black Gold Line Edition has a Matte Sapphire Black fuel tank, front and rear fenders, headlight bowl, and side panels. It also has a Matte Silver Ice fuel tank infill edged with hand-painted gold lining and a ‘gold line’ logo, as well as Matte Silver Ice side panel stripe graphics with a unique new black-and-gold Bonneville T120 Black logo and hand-painted gold lining. An accessory Matte Sapphire Black flyscreen is also available. Pricing starts at $13,100.
2022 Triumph Scrambler 1200 XC Gold Line Edition
2022 Triumph Scrambler 1200 XC Gold Line Edition
The Scrambler 1200 XC Gold Line Edition has a two-tone Carnival Red and Storm Grey fuel tank with an Aluminum Silver stripe, brushed foil knee pads, hand painted gold lining, and a ‘gold line’ logo. It also has a Jet Black side panel and headlight bowl. Pricing starts at $15,100
2022 Triumph Scrambler 1200 XE Gold Line Edition
2022 Triumph Scrambler 1200 XE Gold Line Edition
The Scrambler 1200 XE Gold Line Edition has a two-tone Baja Orange and Silver Ice fuel tank with a Pure White stripe, brushed foil knee pads, hand painted gold lining, and a ‘gold line’ logo. It also has a Jet Black side panel and headlight bowl. Pricing starts at $16,500.
The 2022 Triumph Tiger Sport 660 is an exciting, affordable addition to the middleweight sport-touring category.
Triumph has released an exciting new middleweight sport-tourer, the 2022 Tiger Sport 660. The new Tiger Sport will share the engine from the new Trident released earlier this year, and Triumph claims this is the first triple to make its way into the middleweight sport-touring segment.
Triumph sees the new model appealing to two groups of motorcyclists, newer riders moving up to a bigger bike, and veteran riders looking for a thrilling all-rounder. It says the new Tiger Sport has a narrow stand-over feel and the seat is on the low side at 32.8 inches, which should make it accessible to a broad range of riders in terms of height and experience.
Triumph hopes the new Tiger will attract rookie riders moving up to a first big bike and veteran riders looking for a thrilling all-rounder.
The 660cc triple-cylinder engine is designed to provide a broad torque band across a wide rev range and strong top-end horsepower.
The 660 Sport has a full-size windscreen that should be ideal for long-haul excursions, whereas the rest of the sleek design has a tall but sporty influence, including a stubby stainless-steel silencer. A slip/assist clutch should make for a slick work of the 6-speed gearbox and an up/down quickshifter is available as a factory option.
Sizable color-matched luggage and cast aluminum rack are optional.
Triumph says the 660 Sport has exceptional handling, and on paper at least, the bike appears to live up to the claim. The Sport is fitted with Showa’s lightweight 41mm separate function fork (SFF), where each fork leg performs a separate function, one side for damping and the other for spring, and at the rear, a Showa dual-rate monoshock is adjustable for preload. Claimed peak power is 80 horses at 8,750 rpm, 5% more than the V-Strom, and claimed peak torque is 47.2 lb-ft, on par with the Versys, and yet the Tiger Sport weighs 20 pounds less than either.
The Tiger Sport 660 has stats that promise sports performance, but the tall, adjustable screen, 4.7-gallon gas tank, integrated side case mounts, and pillion grab handles cater to riders looking to make longer excursions with or without a passenger. Side cases, with a combined capacity of 57 liters, and a 47-liter top box (and cast aluminum luggage rack) are available options and can be color-matched.
Integrated pillion grab-handles are fitted as standard, as are the mounts for attaching the optional side cases.
Braking is supplied by Nissin, 2-piston calipers on twin 310mm discs, with a single-piston rear caliper on a 255mm disc. Standard tires are Michelin Road 5, which promise versatility in riding conditions and styles. ABS is fitted as standard, and the brake lever is adjustable for reach.
Throttle-by-wire allows for two riding modes, Road and Rain, as well as switchable traction control. A small TFT color display is integrated into a larger LCD and shows all the key information, and allows for menu selections and connectivity. All-around LED lighting, self-canceling indicators, and key fob immobilizer are all standard.
A small, color TFT is integrated into a larger LCD.
Integrated side-case mounts leave a clean look when not in use.
The 2022 Triumph Tiger Sport 660 is available in three color schemes: Lucerne Blue & Sapphire Black, Graphite & Sapphire Black, or Korosi Red & Graphite (for an extra $125), which also comes with sporty graphics. The standard version has an MSRP of $9,295 and will be available in dealers starting in February 2022.
2022 Triumph Tiger Sport 660 Specs
Base Price: $9,295 Website:triumphmotorcycles.com Engine Type: Liquid-cooled, inline triple, DOHC w/ 4 vpc. Displacement: 660cc Bore x Stroke: 74 x 57.7mm Horsepower: 80 hp @ 8,750 rpm (claimed, at the crank) Torque: 47.2 lb-ft @ 6,250 rpm (claimed, at the crank) Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: X-ring chain Wheelbase: 55.8 in. Rake/Trail: 23.7 degrees/3.8 in. Seat Height: 32.8 in. Wet Weight: 454 lbs. (claimed) Fuel Capacity: 4.7 gals.
