The new Triumph Explorer is a much improved bike mainly because of its new electronic suspension, and is now nipping at the heels of the leader of
the pack
Triumph joined the big-bore adventure-bike segment in 2012 with the introduction of the 1200 cc Explorer model, while offering a unique-for-the-class inline-triple. Initially, the British bike maker had introduced only a basic Explorer model, equipped with cast wheels, but then followed up one year
later with the Explorer XC, which featured tubeless spoke wheels, as well as accessories like crash bars, a skid plate, auxiliary lighting and other items intended to entice riders who tended to venture off-road.
Triumph has invited us to Faro, Portugal, to ride the newly refreshed 2016 Tiger Explorer, and during the morning’s pre-ride briefing, we were told that there would be an off-road portion along our 300 km test ride. Triumph also admitted during the briefing that it hadn’t initially expected many Explorer riders to venture off-road. However, when polled, 80 percent of Explorer owners said they do take their bikes off pavement. It’s for this reason that the company really ramped up the Explorer’s off-road capability by making several improvements and introducing new technologies.
Understanding the Models
However, only five models are available in North America, Triumph deciding to omit the base XC version from the 2016 line-up. That leaves the base XR, the mid-level XRx and XCx, and the top-level XRt and XCa. Figuring out which model has what features is a bit confusing, so I’ll attempt to shed some light on how they’re equipped.
The base XR is the only model available with conventional suspension; all others feature electrically adjustable Triumph Semi-Active Suspension (TSAS), which is tuned the same on each bike. It is also self-levelling, so a rider’s weight will trigger the system to adjust the rear preload and damping settings accordingly. The “normal” suspension setting within Road mode, for example, will be different for a rider weighing 165 pounds than for someone weighing 195. Very convenient.
A Mode for Every Road
The XRt and XCa include a hill-hold feature (more commonly seen in automobiles) that, when activated by giving the brake lever a firm squeeze and releasing it, keeps the bike from rolling when stopped on an incline, especially beneficial for shorter riders, or when carrying a passenger or a heavy load. The brake releases as soon as you release the clutch and begin moving. The XRx and XCx are available with lowered suspension and seats. A centre stand is standard on all but the lowered bikes. Seat height is adjustable to two positions: 837 and 857 mm; on lowered bikes, it’s 785 and 805 mm.
A Bit More Power
All Explorer models use the 1215 cc inline-triple, which the manufacturer claims has more power than before, with current specs placing output at 137 hp, a two-horsepower increase, and 89 ft-lb of peak torque, which is unchanged, though more of it is available at lower revs. Also included is a new light-effort, mechanically assisted clutch, and a new exhaust system.
Triumph has chosen the top-of-the-line XCa for the press test, which is a good thing, because the early-morning temperature in Portugal is a brisk 5 C; the bike’s heated grips and seat would be set to high. With the electrically adjustable windscreen at its highest position, we’re to set off for the mountains, but before we get started, Charley Boorman, known for the Long Way Round and Long Way Down miniseries, and who is now Triumph’s Explorer spokesbloke, gives us the rundown on how to navigate the ride mode menus. Scrolling through menus might make many riders shudder in fear and frustration, but the folks at Triumph have really nailed the rider interface.
Easy-to-Use Menus
The menu for selecting the various suspension and other functions, like windshield height, is visible at all times in the left LCD screen on the instrument panel, so you don’t have to keep calling it up when you need it. There are only two buttons used to navigate the menus: a rocker switch at your thumb and a “select” button at your index finger. You use the rocker switch to scroll up and down between menu options, and select an item with your index finger. It’s a very intuitive system, and considering the multitude of ride mode and suspension possibilities, it’s one of the easiest systems I’ve used to date, and I got accustomed to it within the first half-hour of riding. Ride modes can be selected on-the-fly by a mode button at the bottom of the left switch assembly.
The inline-triple is a great engine, with a broad, flat power band and splendid sound. Clutch effort has been reduced 30 percent via mechanical assistance and is comfortably light. We hit a stretch of highway before getting into the mountain roads, and the engine purrs along at 4000 rpm at 115 km/h; it’s smooth enough to put just a mild blur in the mirrors. Wind protection with the screen up is very good, keeping my torso and helmet free from buffeting and the cold windblast.
From Pillowy Soft to Track-Day Firm
The biggest improvement on the Explorer comes in the form of the electrically adjustable TSAS. Its nine settings offer a wide range of suspension adjustment, from near-pillowy plush to track-day firm. After trying several settings, I settle down on the second-softest setting for the open road, and the third-from-firmest setting for the twisties. Selecting any setting regardless of which ride mode is chosen is a matter of two button pushes while riding.
Like the previous Explorer, the new bike proves to be a very competent sport-tourer, handling high-speed bends and tight switchbacks with precision. The bike is tall, so tight turning transitions are not as quick as on a sport bike, but it’s unlikely you’d fall behind among your sportbike riding buddies, especially if the roads are rough.
Let’s Get Dirty
After lunch we head for the dirt, where our hosts offer three levels of difficulty.
I, of course, opt for the most challenging route, which is hard-packed, rocky and rutted, but ultimately proves to be quite manageable. Switching to Off-Road mode turns down the traction control, allowing some wheelspin; the ABS is turned down also, while allowing the rear pedal to lock the rear wheel if it is applied first, much like the Super Ténéré does. This mode also sets the suspension to a softer setting, and smoothes power delivery. It’s here that I notice the biggest improvement over the former model.
The outgoing Explorer had a harsh suspension setup, causing it to bounce and chatter when hitting a series of bumps. The new bike swallows rocks, ruts and humps well, enabling very good control at the very enthusiastic speeds Lopez maintains on the dirt. (David Lopez – who, when he isn’t leading journos during Triumph press launches, is busy developing chassis for the British bike maker.) The hard-packed conditions prove ideal for the Metzeler Tourance Next tires, which are really road tires with adventure-ish treads; they grip well in these conditions, but would likely fall short on looser terrain or mud.
No Lightweight
Of course, the Explorer is no trailbike, and its weight (258 kg dry) produces a lot of inertia. Bolting quickly to avoid obstacles is therefore out of the question, so you’re better off anticipating your trajectory. The brakes, which include supersport-spec Brembo radial monobloc front calipers, are very strong, which is why the switchable ABS remained on during the off-road ride; they worked flawlessly.
Electronic Is Worth It
The base XR model is really meant to meet a price point (pricing was not available at press time, but it will be the lowest-priced Explorer model). I’d skip over this one and move to any of the Explorers that have TSAS. It’s this easily adjustable suspension that really transforms the bike, allowing you to conveniently cover a variety of terrain, as any true adventure bike should do.
At the end of the ride, I return the dirt-spattered Explorer to its rightful owners, and leave impressed. Triumph has improved the bike, primarily by pumping it full of technology. Some might think this is a bad thing, but the folks at Triumph HQ have really done their homework, and the end result is a bike that is now nearly at the level of the class-leading BMW GS.
