Motorcycle review 2007 triumph tiger 1050 electricity and magnetism equations

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The reduced weight, increased power, and more aggressive tires make the Tiger a considerably more formidable street machine, though long distance riders will be disappointed to learn that the fuel capacity has been cut from 6.3 to 5.2 gallons. Hitting the Road: How Does She Ride?

When I sampled the previous generation 2006 model year Tiger, I wasn’t initially crazy about it. Not only was I put off by the large tiger stripe graphics on the side and the round, twin headlights, it took me a while to enjoy the experience of riding the thing. Fast forward a few days and a couple hundred miles, and I really started to "get" the Tiger. Its torquey triple pulled strongly from low rpms, considerable suspension travel soaked up bumps well, and it was fun to flick the bike around turns– but, I still wasn’t sold on the bike’s looks.

Being handed the keys to an all-new 2007 Tiger was an entirely different experience. Not only is the bike more contemporary looking, it’s more lighter, powerful, and even more willing to tear up the urban terrain. While it lost its dual purpose edge through street tires and a more aggressive suspension, the new Tiger is even more fun to ride. Radially mounted brakes up front provide more feel, and the 4-piston, 320mm dual disc setup offer sure-footed stops.

The Tiger’s riding position is upright and slightly forward, reinforcing the bike’s new image as a sport tourer. The 3-cylinder engine offers strong thrust throughout the powerband, and dishes out nearly as much entertainment as many all-out sportbikes, with the added benefit of that wonderful triple exhaust note. High revs make sounds akin to ripping canvas (though the Tiger isn’t as mean sounding as its more feral sibling, the Speed Triple.)

On the highway, the Tiger’s small windshield enables wind to pass across the rider’s chest– not as ideal as, say, making the flow go over the helmet, but then again the Tiger isn’t focused solely on touring. The sensation of wind across the chest becomes easy to acclimate to, and reminds you of the "sport" aspect of "sport touring."

While the suspension feels cushy and sometimes even floaty at lower speeds, accelerating to higher velocities provides a stable ride on straightaways. Windy roads make the front end feel a bit squishy at times, even when the forks are in their stiffest settings. Gear changes are clean and "clicky," and the six ratios encourage long-winded acceleration runs thanks to the flexible engine. Simple controls dominate the Tiger’s cockpit, and a combination of analog and digital gauges offer trip computer functions, including a handy "miles to empty" display.

After piling on the miles, I was pleasantly surprised by the 2007 Triumph Tiger. Though fuel stops are now more frequent thanks to the smaller tank, virtually everything else about the bike is considerably better. While I would have preferred stiffer front forks, easier to use saddlebag latches, and a higher quality finish on the engine surfaces, the Triumph performed admirably during some very demanding, high-speed touring miles.

Starting at $10,999 for the non-ABS 2008 model, the Tiger is very competitively priced considering its performance capabilities, practicality, and ease of use. If you’re looking for a focused bike that’s extremely good at one thing, you might want to look elsewhere. But, for an excellent do-it-all motorcycle, it’s hard to go wrong with the Triumph Tiger.