Triumph Tiger 1050


Make Model

Triumph Tiger 1050




Four stroke, transverse three cylinder, DOHC, 4 valves per cylinder.


1050 cc / 64.1 cu in
Bore x Stroke 79 x 71.4 mm
Cooling System Liquid cooled
Compression Ratio 12.0:1
Lubrication Wet sump
Oil Capacity 3.5 Litres/ 0.9 US gals / 0.77 Imp gal
Engine Oil Synthetic, 10W/40
Exhaust Stainless steel 3 into 1, high level brushed stainless steel silencer


Multipoint sequential electronic fuel injection


Spark Plug NGK, DPR8EA-9
Starting Electric

Max Power

85 kW / 113 hp @ 9400 rpm

Max Torque

98 Nm / 9.99 kgf-m / 72 ft.lbs @ 6,250 rpm
Clutch Wet, multi-plate


6 Speed 
Final Drive X ring chain
Frame Aluminum beam perimeter, swingarm: braced, twin-sided, aluminum alloy

Front Suspension

43 mm Showa upside down forks with adjustable preload, rebound and compression damping adjustment

Front Wheel Travel 140 mm / 5.5 in

Rear Suspension

Showa Mono-shock with adjustable preload and rebound damping
Rear Wheel Travel 150 mm / 5.9 in

Front Brakes

2 x 320 mm Discs, 4 piston caliper

Rear Brakes

Single 255 mm disc, 2 piston caliper
Wheel Front Cast aluminium alloy, multi-spoke, 17 x 3.5in
Wheel Rear Cast aluminium alloy, multi-spoke, 17 x 5.5in

Front Tyre

120/70 ZR17

Rear Tyre

180/55 ZR17
Rake 22.8°
Trail 89.7mm / 3.5 in
Dimensions Length 2150mm / 84.6in
Width (handlebars) 835mm / 32.8in)
Height without mirrors 1310mm / 51.5in
Wheelbase 1540mm / 60.6in
Seat Height 835 mm / 32.8 in

Dry Weight

198 kg / 436.5 lbs
Wet Weight 235 kg / 517 lbs

Fuel Capacity 

20 Litres / 5.3 US gal / 4.4 Imp gal
Instrument LCD multi-functional instrument pack

Consumption Average

5.7 L/100 km / 17.5 km/l / 41 US mpg / 49 Imp mpg

Standing ¼ Mile  

11.5 sec / 191.7 km/h / 119 mph
Standing 0 - 1000 m 22.1 sec / 212.3 km/h / 132 mph

Top Speed

215.9 km/h / 134 mph

The Tiger, with its mile-munching ability and sheer dependability, has won a legion of fans the world over. It lives in a genuinely different space to other bikes in its class, excelling in three distinct areas – it scratches; it tours and it commutes. While its sharp lines and performance spec make the Tiger’s sporting credentials clear from a glance, its stunning looks hide a practical streak. Two-up, you’ve got a bike that comfortably devours miles of tarmac thanks to the relaxed riding position, spacious seat, supple suspension and tractable torquey engine. Back in the city the commanding view really comes into its own, while the wide bars make tight manoeuvres child’s play.

An ABS version of the Tiger is also available.

The Urban Sports Range - The 675cc and 1050cc triple engines that power Triumph’s stunning sports bikes are renowned for their strength and flexibility from tickover to redline. The range includes Streetfighters, Supersports, Adventure Sports and Sports Touring bikes all with unique character, real world performance and a distinctive triple roar.


The Tiger’s engine delivers power and ear to ear grins. Nothing sounds like a triple so there’s no confusing a Tiger with the whine of an anonymous four. The amazing 1050cc, fuel-injected, three cylinder engine, known for its addictive character, has plenty of torque and impressive amounts of horsepower, with ample reserves of both for those two-up fully laden tours. Peak power of 114bhp is delivered at 9400rpm, with 74ft.lbf torque at 6250rpm

The comfortable, spacious seat and relaxed rider and passenger ergonomics mean you’ll arrive fresh even at the end of the longest day.

High, wide bars give a comfortable riding position and excellent control at all speeds, from urban manoeuvring to motorway cruising.

The 43mm upside down fully adjustable forks and remote spring preload and rebound damping adjustable rear shock keeps the ride comfortable on the worst of roads and gives excellent control when the pace picks up.

The Tiger screen gives great wind protection for those long journeys without obscuring your view around town.

Triumph’s Antilock Braking System has been carefully designed to boost control under hard braking, working on both wheels independently. This unobtrusive system retains all the sensations of riding, operating at 100 calculations per second to sense the precise moment the wheel is about to lock up, then preventing it from doing so. The system has been specifically tailored to the Tiger, with painstaking calibration over many months to ensure optimum braking performance.


The Tiger has come a long way over the last 14 years. Tracing its heritage back to 1993 when Triumph was still using modular frames and carbureted engines, it became fuel injected in 1999 and hasn't looked back.

Styled to look like the Paris/Dakar off-road racing bikes of the '80s, with the large gas tank and aggressive twin-headlight front fairing, it was a very enjoyable and well-rounded machine. I was lucky enough to make a 3,600-mile tour out west in 2000 on this second version and was taken by the silky-smooth power delivery, light steering, and simple, robust nature of the bike.

By 2002 the engine had been enlarged to 955cc, which gave the bike an additional 20 horsepower over the claimed 86 produced by the 885cc model. Photographing and documenting the Triumph Across America ride, I was continually stopping to take pictures of the riders before manically attempting to catch back up to the group. It seemed the bike spent most of the 3,200 miles on or near redline, and I have never thrashed a bike so hard for so long. On one of the days along Highway 60, the loneliest road in the world, I covered 104 miles in 63 minutes blasting along the deserted two-lane playing catch up. This involved many climbs, descents and corners, and temperatures in the 100s. Thankfully, the Tiger never missed a beat and became a well-trusted friend during the journey.

Then in mid-2004, Triumph brought me a long-term test unit to try. No documentaries or transcontinental trips to crow about during that test, but the '05 and I covered more than 2,500 very happy miles together: A 1,000-mile trip to Virginia, some evenings out around town, and plenty of short, fun rides with my son around the Smoky Mountains gave me ample opportunity to put it through its paces.

With a conflicting travel schedule excluding me from the World press launch in Spain for the newest Tiger, I lucked out when Triumph brought me a squeaky clean new one a few weeks back. I am at this point a little sad to say the North Carolina winter weather has not been too cooperative with my schedule for any marathon journeys. But, from the short-hop journeys around the city, mad blasts into the local countryside, and two-up trips to the coffee shop I have performed, the '07 Tiger is a quantum leap forward in the development and progress of the beast. Sure it has lost some of its off-road styling, but get it out on a twisty back road, let the 1050cc Triple catch its breath, and there are few more fun ways to spend a day in the saddle of a motorcycle.

Visually, the new Tiger is sharper, more street-focused and fits right in with the rest of the Triumph range with its distinctive angular look. Long-term Triumph buffs will be able to trace the frame back to the original T595 Daytona that was introduced in 1997, and while there are number of shared parts with the new Speed Triple and Sprint ST, the bodywork is all-new. Quoting 5.2 gallons as the fuel capacity, I could only get 4.2 gallons in the tank both times I ran the bike at least 15 miles with the reserve light on. This means either the factory literature or the fuel light are telling porky pies (lies in English), and if the brochure is to be believed then the bike can cover around 50 miles or more after the fuel light comes on. I averaged somewhere around 40 mpg. A full tank should give at least 160 miles while touring.

While I didn't get to do any real long distance rides, I did put a few Interstate hours in to get a feel for the Tiger's abilities in this department and returned from my rides a tad conflicted. The seat is great; the ergonomics perfect, if you like the standard sit up straight riding position, but the windshield was either too low or too high for me. I have a 30-inch inseam, and am about six-foot tall. This put my head fully in the breeze and made it subject to a fair amount of buffeting. If I sat up as tall as I could, my helmet entered a much calmer air flow, but for me, this became tiring as I slouched down a little and into the rougher air flow. It does do a good job of keeping your upper body out of the breeze, and on one sub 40-degree ride I was very happy for the coverage it gave me. Personally, I could do with the shield being either taller or shorter.

While on these Interstate missions, the Tiger tended to be running between 4,000-5,000 rpm, which is the motor's sweet spot. Translating to speeds of 65-80 mph, there is no need to go cog swapping if you want to overtake. Between these two rpm points, the engine is willing and able to accelerate strongly with a light tug on the throttle cables. Running the Tiger up hard through the gears doesn't produce a noticeable spike in power anywhere, with more of a steady building process as it approaches redline.

As the same basic unit found in the Speed Triple and the Sprint ST, in Tiger guise the inline 1050cc Triple produces a claimed 114 horsepower at 9,400 rpm, and 74 lb-ft of torque at 6,250 rpm. This is down some 17 horsepower from the very lively Speed Triple, but the nearly identical torque figures happen lower down the tachometer on the Tiger. (This should translate into rear-wheel hp numbers in the mid 90s. -Ed) In real-world terms, the Tiger is still a very fast bike, able to get off the line on a whiff of throttle ahead of our four-wheel friends, and it will crack the 100-mph mark without breaking a sweat.

From the rider's seat, you hear a lot more engine noise coming up through the fairing openings than on the naked Speed Triple and barely any sound from the large high exit muffler. I have already seen aftermarket pipes for the Tiger, and it would be nice to let the beast roar a little, as it sounds like it is trying to shout with a sore throat as standard. Checking out the inside of the cockpit area and gauges from the hot seat reveals a very clean, minimalist layout. The instrument cluster is similar to Speed Triple without the shift lights on the side of the tachometer, and this is still an analog unit, with a small central digital speedometer. All the in-flight readings are on the digital display board to the left of this, and there are buttons below to set one of two trip counters.

There are no heated handlebar grips, GPS systems or radios on board the fairly minimalist Tiger, and the switchgear is still late '90s vintage. The brake lever is multi-adjustable, although the clutch is not, and the turn signals are not self-canceling. Mirrors are okay, and while they are not too blurry at speed, they show too much elbow for my liking. Not uncommon, and as far as motorcycle development has come, no one has been able to remove the arms from the rear-view picture.

With the Tiger moving toward the sport end of the motorcycle spectrum this year, it was no surprise to find it rolls on a 180/55-17 tire out back, and a 120/70-17 in the front, typical contemporary sporting fare. Wrapping around an attractive pair of cast-aluminum spoked wheels, they are ready to rock when the road gets twisty. They are well complemented by the suspension, and up front there is a set of 43mm inverted units, with a traditional single shock in the rear. Both units are fully adjustable, and as delivered my only adjustment was some more compression in the front to eliminate some of the dive under hard braking. Around town, and for the majority of the time, this wasn't necessary, as the package is comfortable and compliant, without getting bent out of shape if you hit any major road imperfections. I actually made a point of noting how quickly the rear recovers from big bumps, without the ripple effect that sometimes happens with stock suspension units.

Getting the bike back to legal speeds after experimenting with the gear ratios, a set of radial-mount brakes enjoy a long-term relationship with a pair of 320mm floating rotors. Each containing four pistons, they are plenty strong enough to lift the rear wheel when you are trying to impress the sportbike boys. In their hurry to get me the bike, I think some of the delivery grease made its way onto the rotors, as I needed a strong hand to get the best from the set up. Having ridden the ST and the Speed III on essentially the same set up, this was a pad issue not a brake system complaint.

Under the right foot, there was a fair amount of travel before any action started from the two brake pistons in the back, and this ensured no unwanted-lock ups from an overenthusiastic push. If I were keeping the bike, I would be bleeding the system and raising the lever a bit. Again, these are minor complaints that will be addressed before new owners take delivery of their machines.

For zipping around town, even though the Tiger still sits plenty tall, the new machine is a hoot. The steering lock is more forgiving for tight, low-speed turns than a naked standard, and the upright riding position gives great visibility in traffic. Curbs and parking lot markers are just an excuse to try out the bike's Ground Clearance, and the new aggressive look and explosive paint color inspired some great conversations at my local coffee shop.

But the most fun to be had on the Tiger is heading out into the country with a full tank of gas and no particular destination in mind. Able to handle just about any type of road you can find on the map, the new Triumph Tiger 1050 can easily deal with living in captivity. It is just happier when it is out prowling around in the wildest countryside you can find.

Source Motorcycle-USA