Moto Guzzi Stelvio 1200 NTX Vs. Triumph Tiger Explorer — Ultimate MotorCycling

9 Июн 2015 | Author: | Комментарии к записи Moto Guzzi Stelvio 1200 NTX Vs. Triumph Tiger Explorer — Ultimate MotorCycling отключены
Moto Guzzi Stelvio 1200 NTX

Moto Guzzi Stelvio NTX Vs. Triumph Tiger Explorer

Guzzi Triumph Adventure Comparo

It is not easy trying to a purist in an adventure motorcycling filled with so many In the high performance off-road of the genre, you have the KTM 990 Adventure R the roost.

Access to an impressive dealer network and legendary makes the BMW R 1200 GS Adventure the of riders on a global mission. in between these extremes the typical adventure bike interested in a rugged bike can take on the occasional dirt while spending the vast of time exploring paved of varying quality and racking up mileage totals in comfort.

McKinley and Shawn Pickett are our two adventure bike owners. has ridden his R 1200 GS Adventure California to Panama (two-up, no while Shawn’s Ducati has found its way from the sunny State to Seward’s Icebox. As we have a natural interest in the

So, when there are two new bikes on the it is time to go riding.

After forays onto the dirt, we that the new Moto Guzzi 1200 NTX ABS and Triumph Tiger were primarily street Yes, they do empower you to on dirt roads when the arises, but stay away 4-4 trails, sand, and single-track on two open class adventurers, with stock rubber.

two motorcycles – one from Italy and the from England – both the same mission, yet they their goals in radically ways and with significantly tools. We rode them we took them off-road a and we scuffed the tires more a little. Here is what we out.

Moto Guzzi NTX ABS

Gliding across the tawny of Rabbit Springs Dry Lake, I the urge to glance down at the there is no speed limit out except for the limits of adhesion. My partner is only discernible in the haze of my mirrors by the dual on the Triumph. He’s keeping to the left, out of my dust.

Squeezing my knees into the I give a quick twist on the to power over the desiccated tracks left by a traveler the lake wasn’t so dry. true to my line, the Moto Stelvio 1200 NTX ABS is not disturbed in the by the crosshatch ruts marring the level surface.

The rich tone coming from the urges me to open the throttle The chopping rush of air squirting the intake under the pillion syncopation to the dominant exhaust adding a somewhat soothing low oscillation to the otherwise frantic to twist the grip harder. just in front of my knees is the Moto Guzzi transverse air-cooled V-twin, with its 105 and 83.3 ft/lbs of torque in high-strength tubular steel.

the throttle from idle, the 1151cc engine lets you it is coming to life with a hit of torque lean. Once way that phenomenon disappears, you blip the throttle with the disengaged.

The first three of the six-speed transmission are the most allowing you to utilize the peak at 5800 rpm for strong acceleration, and slow quickly using compression braking. Maximum is reached early at 7250 rpm this oversquare four-valve motor, with very left over before you hit the rev at 8000. An urgent little red flashes on the dash when you the limiter, though it is easy to when accelerating hard.

As as the engine is, the Stelvio’s handling is impressive. With the 8.5- tank freshly topped, is quick. For my first few miles on the it was disconcerting how willingly the bike to any input into the bars.

Quickly, I realized that the bike leaned about 30 from vertical on the impressive Scorpion Trail tires it incredibly stable and one of the most bikes to maneuver I have Whether cutting between while commuting or bombing a mountain road, the Stelvio more akin to a hooligan than an adventure bike 600 pounds.

I knew there was about the handling characteristics of the that made me thoroughly riding it, yet I could not isolate the until I got back on my personal On other bikes I have I have to apply increasing on the inside grip to keep in a lean, constantly wrestling the to track through a turn. the Stelvio, you apply pressure to the lean then decrease the to maintain; there is no fighting the bike to keep it turning.

To out of the lean, you apply pressure to the grip and the Stelvio rights Moto Guzzi has added ABS and control to the adventure bike’s and I found myself confidently deeper into turns and harder out than ever The only thing lacking to the package is a slipper clutch.

the ease with which the steers, it also has cruiser straight-line handling. Never the Stelvio unexpectedly deviate its set course, diminishing fatigue extended highway rides.

is fully adjustable with seven inches of travel up and six inches in back. As with the the suspension provides an excellent of highway plush with stiff, requiring only the of rebound damping to smooth out

The riding position is upright the seat, pegs, and handlebars to accommodate a rider’s size and preferences; seat height is between 32 and 33 inches. Windscreen has increased from previous It is adjustable for height and provides protection to allow me to ride with my helmet visor

Clear plastic deflectors on the sides of the fairing add extra for the torso.

With aluminum and engine guards, fog lights, and aluminum panniers, the Stelvio NTX is meant for the touring rider, and so. The trappings of a big dirt bike not repel someone who would find the sporty or touring of the Stelvio appealing.

Approaching perfection, the Moto Guzzi 1200 NTX ABS gives highway mountain killing handling, and ruggedness in a package exuding style. For your daily or for that big trip beyond the end of the Moto Guzzi has engineered a to handle it all.

— M. Pickett

Triumph Tiger

Like most relationships, with the Explorer was initially upon pure aesthetics. Cut sharp and angular features, the I conjure in my head burst confidence in both purpose and The obligatory front mud guard thumbs its nose at the German that undoubtedly inspired the existence in the Triumph fleet, the triple-into-one exhaust and dual design affirm its pedigree rooted in the English Midlands.

The centerpiece of the new adventure package is the DOHC, 12-valve, three-cylinder that outputs a class-leading 135 and 89 ft/lbs of torque. The liquid-cooled itself is a massive chunk of that is noticeably absent of cabling, or wires, giving the a clean and unencumbered look safely internalizes the small out of harm’s way. Just as are the baritone reverberations from the exhaust that uniquely it as a Hinckley triple, and provides a soundtrack to its domineering presence as a beast.

Mounting the bike, I notice the wide comfortable that made me feel an integral part of the bike, an participant rather than sitting on top. The snappy electronic throttle system gobs of wrist-straining torque a crack above idle to 9000 rpm welcome characteristic Triumph Speed Triple have come to adore.

Blasting through city the feel is much more than adventure, if for no other than the sheer amount of that is immediately available. At digit speeds, the Explorer comfortably and is able to crunch high-mileage days with Due to the linear power delivery of the big shifting the transmission is completely – it pulls nearly any gear from 1500 rpm through to the rpm redline.

Firmly established as an tarmac annihilator, it was time to up into the mountain passes for I expected would be a leisurely Entering tight turns, the immediately reminds you of its hefty Still, cornering is calm and without too much engine on entry, and there is a smooth, pull from the apex the exit.

Excessive front-end under braking can be an issue 7.5 inches of front suspension but the 46mm Kayaba forks do a job of minimizing the effect and making the transfer from balanced to under aggressive braking a experience.

ABS brakes are standard and functionally work well, the twin-pot Nissan calipers up provide average braking at best for aggressive riding and the at the lever was rather numb and not as as I prefer.

This however was overshadowed by the thrust and bravado into the power delivery of the s 1215cc engine. The usability on the highway translates completely to the and twisty canyons. The torque is amazingly long and third provides for face-distorting acceleration 30 mph to 80 mph without having to click the

This was no leisurely jaunt, on the Metzeler Tourance EXP tires.

In I was having so much fun burning up the roads that I failed to a sizeable pothole at the apex of a By the time I spotted the obstacle, I was leaned over and committed. I the bike up to avoid the hazard, and ran off the edge of the road into the and hard packed dirt

The stability and suspension of the big Explorer skipped a beat – I may not be able to say the for my heart – and reentry onto the was smooth and predictable. This was a where I really appreciated the adventure capabilities of this adventurer.

Although the Explorer panel is packed with and performance modification options, it take a bit of memorization and deft control to navigate to the desired At rest, I took advantage of of the adjustability to tailor the chassis and to my liking. I increased the rear preload to increase the steering for more precise corner and raised the seat and lowered the

The Explorer foot pegs are quite high, so despite my inseam, I preferred the seat in the (33.7-inch) position.

The Explorer set provides nearly 16 gallons of between the panniers and over gallons of storage in the top box, big to fit a full-face helmet and inclusive of a outlet for electronics while With clever locking and pop-out grab handles, the set is fully functional and road-worthy, sans any flair or Fifth style. However, a bit paradoxical to the theme is the 5.3-gallon fuel which, depending on the appetite of throttle hand, may have you at the station more than a day, so plan accordingly.

For the adventurer, Triumph has defined the for me – a high horsepower performer devoured every form of I threw at it.

— Jess

For two motorcycles in the same category, the Guzzi Stelvio and Triumph Explorer are demonstrably dissimilar. At the of their differences are the two motors.

The Stelvio’s big V-twin motor has the you would expect – lots of slower revving, easily and still capable of strong, acceleration. Triumph’ s triples offer a unique experience, and the is no exception. Quicker through the rev and smoother than a twin, yet than a four‚ – it is a great though one that works on the street than dirt.

matching the motors are provided. The is agile and dares you to ride it You have traction control and ABS on the to aid you in your goal of high-speed through the twisties.

Moto gives the Stelvio a front end is much more raked out – 27 compared to 24 on the Explorer – and that steering and stability is something touring riders crave.

between the two is all about the rider, not the Aggressive sport-touring aficionados gravitate immediately to the Triumph Explorer, and readily test its on the trickiest of back roads. who don’t want to be challenged by and prefer a bike that them at ease, have the Guzzi Stelvio 1200 NTX ABS to them their desired and relaxing ride.

Look and you will find your

Story: Jess McKinley M. Pickett

Photography: Don Williams

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