2007 Triumph Tiger 1050 | Doin' Time

Photography by Dexter Ford, Ben Guevara

2007 Triumph Tiger 1050

Ringleader: Marty Estes
MSRP: (2007) $10,699
Miles: 4945-7510
Average Fuel Mileage: 38 mpg
Accessories & Modifications: Maxxis Supermaxx tires, Scorpion exhaust, Givi top case/windscreen, SW-Motech crash bars/engine guards

I've put 2500 mostly agreeable miles on the Tiger since my last update, plus a second set of Maxxis Supermaxx tires, due to a nail in the rear of the first. You may remember our somewhat unkind remarks about the suspension in last summer's comparison test (Motorcyclist, July 2007). Time has not helped in this regard. The shock has thrown in the towel and the bike is at Race Tech (www.racetech.com) to see what magic they can perform.

Over the past four months, Testbike Manager Michael Candreia and I have been bolting on parts-and lots of them. I worked with Scorpion early in the development of its Tiger 1050 exhaust. We went through a few pre-production examples before settling on the one pictured here ($361.95 from www.scorpion-exhausts.com). This European-spec model features a dB killer that limits sound to pC (though more entertaining than stock) levels, and can be purchased separately and installed with minor modification. Muffler cans are available in stainless steel (shown), carbon fiber, titanium and "flame" titanium. Scorpion engineers its exhausts with three main goals: proper fueling, better midrange performance and a "nice, deep note." Better sound, improved looks, roughly 6.6 fewer pounds, no EFI quirks to note and the seat of my pants says power is improved as well. That's not yet dyno-confirmed, however-stay tuned.

Like many aftermarket exhausts, the Scorpion is not compatible with a centerstand due to the lack of a rubber bump stop where the stand rests when not in use. We're working on a fix for this which I'll address when I bolt on the aftermarket SW-Motech stand I've been sitting on.

Looking for more convenience, we mounted a matte-black Givi Monokey V46N top case ($256.30 from www.giviusa.com). The top case accommodates two helmets, is extremely easy to put on and take off, and is generally hard to fault-especially if you're one of the 12.7 percent of our readers who live in California where it's legal to split lanes. The mounting hardware ($120 retail) is a straightforward onehour installation, but isn't compatible with Triumph's accessory saddlebags. Thankfully, the gene-poolenabled bunch at www.tiger1050.com has discovered a way to make both work together. Givi is also working on more options for the Tiger, including new PL-series frames.

Givi was kind enough to supply a larger windscreen ($120) as well. Bikes like the Tiger are diffi-cult to design for due to the windscreen's distance from the rider. At 6-foot-3, I encountered a bit more turbulence than I'd like above 60 mph. But ad guy Jerry Buerger, who stands 5-foot-9, reported good wind protection and little in the way of dirty air when he rode the bike to Las Vegas and back. It's predictably subjective. Quality and fit are top-notch.

Last, we bolted up a set of SW-Motech's crash bars/engine guards ($179.99 from www.twistedthrottle.com). In my opinion, these guards add some needed breadth to the Tiger's slender physique. Installation took about 1.5 hours and was fairly straightforward, utilizing large motor mounts and such. hopefully, I won't have to report on these babies' protection capabilities in a future issue...

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