Triumph have been producing a bike called a Tiger since 1937 or so, and while it has morphed a lot over that time, it has always had an adventurous travel quality. Ted Simon wrote Jupiter’s Travels about his ride around the world on his Tiger, so one could understand if Triumph didn’t want to take any risks with such an iconic name. Instead, they have done something that could be seen as bold, by adding more electronic features and integrating them at a deeper level than any Triumph model before (and indeed, on the cutting edge for any brand). These electronics aren’t peripheral gimmicks, they are at the heart of the bike, so if Triumph got it wrong, they risked tainting a name that carries a lot of heritage. The hard parts of the bike, including frame, engine and ergonomics, are all updated from the previous version, but the big changes start with the suspension. Triumph is now using WP suspension, and while WP is owned by KTM and the components look similar to those on a 1290 Adventure from the outside, Triumph is responsible for its own chassis development and has taken a very different approach compared to KTM for tuning. Additionally, they have worked with Continental to develop an IMU (inertial measuring unit) that manages cornering ABS, traction control, and the electronic suspension actively on the versions that come so equipped. Within this same control scheme, they have added a layer of engine management via throttle-by-wire that allows them to give very different engine characteristics in different modes. There are not many options to select on the Tiger Explorer–instead Triumph offers tiered trim variations; packages that can be interpreted as basic, mid-level, and fully equipped. The bikes with cast wheels are called XRs (base XR, mid XRx, and topshelf XRa), and the more off-road friendly spoked-wheel version XC (XCx mid and XCa top). Europe and other markets get a base XC that won’t be imported to the U.S. 
All but the base XR have the full complement of electronics, which is probably the biggest news. The XR and XC lines share suspension, wheel sizes (19 in. front, 17 in. rear), engine output, and so on. So for a buyer, the decision will probably come down to which version the dealer has in stock and which wheel type is more appealing for the buyer’s intended riding terrain. Triumph are also offering one of each version as a low bike, which have custom suspension components and a lower seat that when combined drop height by about 2 inches. On models equipped with electronic suspension, the bike has nine on-road and nine off-road suspension presets, ranging from Comfort on the soft end, to Sport on the firm end. Each preset was specifically calibrated, not simply a fixed-percentage change to the next relative setting. The adjustment is made by a solenoid acting on the shim pack, so these are not simple clicker bleed adjustments, but rather, completely different damping curves for each setting. In use, the nine steps feel like a steady progression, while moving one by one the difference can be hard to perceive, but even a three-step difference is quite noticeable, and from one extreme to the other the bike is totally transformed. The rear suspension unit has a linkage rod that keeps track of the swingarm position relative to the bike, and automatically adjusts preload to ensure optimal geometry no matter the load. In addition to the suspension settings, there are electronic settings for engine output, throttle response, traction control, and ABS. In theory, there are hundreds of possible combinations between all these settings, and it is easy to imagine getting lost. But in practice, this is unlikely. Triumph have recognized that there are really only a few combos that make sense and they have grouped them into modes (Sport, Road, Rain, Off-road, and Rider). 
So, for example, Sport mode has sharp throttle response, ABS and TC with less intervention, and stiffer suspension. Road mode moderates each of these settings somewhat, and Rain mode softens them again and cuts the engine output back to 100 horsepower to reduce the chance of wheelspin. Off-road mode allows the rear brake to be locked while allowing more aggressive ABS on loose surfaces, and limits output. Rider mode is a wildcard that allows the owner to customize each and every aspect as desired. Within each ride mode, the rider has an option to tune suspension settings on the fly. At a stop, one can toggle into the menus and change all preferences within the mode. These preferences are durable, so it will remember after you switch the bike off and back on what you like in each mode. If your eyes are glazing over, mine were too. But once you are out on the road, it all makes sense, and doesn’t distract from the riding experience. I think Triumph have taken the right approach in allowing the rider access to all the finer details, but curating them into usable groups that truly improve the function of the bike without being distracting or gimmicky. Throwing a leg over the bike, the first thing I was struck by is its large size. Like other machines in this class, the bike is big, tall, and substantial. Clutch pull is light, the engine starts easily and smoothly and the ergonomics are immediately agreeable. Kudos to Triumph for making proper off-road pegs standard on the XC models. Engine response is what you would expect from a big triple–smooth response, with torque that builds with revs. It happily moves the bike at any rate of speed, but it is probably the least exciting of the big adventure bikes–it lacks the grunt of a BMW 1200 GS, and the zip of a KTM 1290 or Ducati Multistrada. 
Our route at the press introduction held in southern Portugal, varied between smooth and sweeping main roads, tight and twisty back roads, with a few dirt sections thrown in between. Having immediate access to suspension settings was addictive, especially because the different responses from the bike are so pronounced. Each of the settings could be called “good,” but being able to optimize them for different road conditions was fun and effective. As a suspension geek, it was fun to be able to learn from the immediate feedback and tradeoffs each setting created. On the comfort side, the bike is slower to transition from side to side, on the stiffer settings, pavement irregularities make themselves much more known. I settled on Sport mode and its relatively taut suspension setting as my default, but as soon as the road got rougher or more technical, I would toggle back to Road mode, which not only softened suspension, but also made engine response more forgiving, which was nice when escaping dogs and dodging pockets of mud dragged on the street from wet driveways. After lunch, we got the chance to ride some dirt roads that seemed appropriate for this type of machine–nothing downright difficult, but the kind of interesting dirt roads one might come across while out wandering and exploring. To engage the Off-road mode, one has to stop completely, so that you cannot be surprised by the sudden lack of traction control. Additionally, in Off-road mode, the ABS and linked brakes are smart enough to recognize where an input comes from and handle it differently–front brake lever actuation activates an off-road ABS program that works front and rear, while applying the rear-brake only activates that brake alone and will allow you to lock it up for an intended slide. I found this to be transparent in operation. 
The dynamic preload adjustment on the shock steps in to create the best of both worlds, by giving the bike sharper geometry when on road, with easy turn-in and precise line selection, while lowering the rear to achieve slacker geometry in Off-road setting and therefore more stability. I spent some time on the previous version of this bike and found it a bit tricky off-road, especially in sandy situations, but this version felt more stable. I spent most of the day on the premium XCa, but stole a quick off-road ride on a base XR to try and pinpoint the difference between the conventional and electronic suspension. The latter also lacked off-road traction control. The change is very noticeable–the standard bike feels good, but is less plush and also less controlled than the electronically endowed version. I was amused that what I had perceived as lazy throttle response was actually good traction control–on the base XR with everything switched off, I was spinning a lot more and driving forward a lot less. All this technology clearly has a place–between traction and geometry changes–all made possible by computers–the bike is clearly more effective off road. Triumph refers to this bike as a transcontinental bike–something that would be used not only on fun roads at a destination but as a mile-eater to get there. Our test ride did not include much time at sustained high speed, but I think it is safe to say the bike will be good for this purpose. The seat is excellent, the electronic windscreen is generous, and there were no ergonomic oddities that threaten to intrude on a long ride. Sometimes, when a company starts using new technology, the focus shifts to the technology rather than what it enables–give someone a hammer and they start looking for nails. Triumph have avoided that trap here–they have done a good job of focusing on the rider experience first, and avoided an unpredictable feel, or worse yet, a “HAL-9000 situation” where the computer takes over. The most significant attribute of this bike is the way that so many aspects of the machine are integrated together and made useful to the rider. By pushing only the mode button, the rider is able to make the bike truly better for whatever situation and terrain he or she finds themselves in. Then you can just kick back and enjoy the ride. Pros: + Complex technology made useful + Outstanding suspension + Comfortable mile-eater Cons: - Flat engine character - Physically large - More good than exciting 
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