Tiger tech

The Tiger’s most important update is its engine, which grows from 799 to 888cc

– adding up to 12 per cent torque and power, mainly in the mid-range – and adopts a redesigned crankshaft giving irregular firing intervals. When the forged crankshaft is red hot it’s twisted at each end to put the crankpins in a 90-90- 180-degree arrangement, instead of the even 120-degree layout of every previous Triumph triple.

With the cylinders’ firing order set to 1-3-2 instead of 1- 2-3, that gives firing intervals of 180, 270 and 270 degrees. “It’s one short gap, then two longer ones,” says Steve Sargent, Triumph’s Chief Product Officer.

“That’s what gives the new character and sound, and the feel of control at the rear wheel.”

Triumph also wanted to make the engine more compact and lighter. A one-piece cylinder sleeve (instead of three separate sleeves) gave the 4mm larger bore size without making the engine wider. A shallower, reshaped sump allowed the unit to be rotated by almost seven degrees and dropped by 42mm to lower the centre of gravity. Magnesium covers helped reduce engine weight by 2.5kg. The redesigned tubular steel frame gains an aluminium, bolt

on rear subframe and pillion hangers, intended to reduce repair cost after a crash.

“Our day began with a short road ride to a wide, empty beach where, with the Triumph in its Off-road riding mode, it was huge fun to take handfuls of throttle and carve long, exhilarating slides in the smooth, wet sand...”