Triumph Tiger Sport 1050 Used Motorcycle Test & Advice

Most of the tests at 1000PS revolve around new bikes. Not only because they are our main focus, but also because used motorcycles of popular models are hard to come by. Who would want to entrust their beloved, possibly rare gem to the rough hands of journalists? However, there is one place where used motorcycles are available in such numbers that even we get a chance. Cameraman Schaaf and I travel to Filderstadt, south of Stuttgart. In close proximity to the airport, Limbächer, the largest motorcycle dealer in Europe, awaits us. Here alone, at the largest of five locations in Germany, around 2,000 bikes of all brands are stacked. In total, approximately 5,000 bikes are handed over to new owners annually, including very rare models that are hard to find elsewhere. The Triumph Tiger Sport 1050 may not necessarily be a rare piece, but it is all the more popular. We are on the trail of the hype surrounding the Tiger Sport in Baden-Württemberg and whether it is still justified in 2024.

The Triumph Tiger Sport 1050 was introduced in 2013 as the successor to the original Tiger 1050, which had been produced since 2007. The Tiger Sport 1050 marked an important step for Triumph by further developing the concept of the sporty touring bike. Equipped with a 1,050 cc triple engine delivering 125 hp, the Tiger Sport offered a balanced mix of performance and versatility. It was aimed at riders seeking both sporty riding performance and the capability for longer tours.

Over the years, the Triumph Tiger Sport 1050 received several updates that further refined it. In 2016, the model was revised and received, among other things, an improved engine setup that optimized power and torque. Additionally, electronic assistance systems such as traction control, various riding modes, and a ride-by-wire system were added, making the Tiger Sport more modern and versatile. The chassis and ergonomics were also adjusted to increase comfort on long journeys without compromising sporty dynamics. Production of the Triumph Tiger Sport 1050 continued until 2020, when Triumph decided to discontinue the model. It left a lasting impression as a versatile bike that struck a chord with many enthusiastic touring riders and weekend adventurers. Since Triumph has not offered a road tourer with over 100 hp and 17-inch tires since the end of the Tiger Sport, there are still many fans of the British brand who wish for a return of Triumph's crossover bike.

Since the Tiger Sport was upgraded with electronics and extensively improved from 2016 onwards, it has become very similar to modern bikes. Even though these later models certainly contributed more to the good reputation of the Tiger Sport, there were already many positive voices about the old-school Tiger Sport from 2013 to 2016. To make the most of the rare opportunity for a used motorcycle test, we at Limbächer also acquired a first-generation Tiger Sport 1050 to explore the purist, electronically unadulterated side of the bike. This means the 1050 cc inline-triple sends 125 hp at 9,400 rpm and 104 Nm of torque at a fairly early 6,250 rpm to the rear wheel, completely without traction control and electronic safety net. Thus, the fully fueled 235 kg machine must be maneuvered with care through the twisty roads of the Swabian Alps. Our test bike was first registered in 2013, has 12,880 km on the clock at the start of the test, and is offered by Limbächer for €8,489. Technocrats can find all the technical details of the Triumph Tiger Sport 1050 linked below.

Before we reach the Swabian Jura and its twisty roads, our journey first takes us through the urban area south of Stuttgart. Even here, in the city environment, the first qualities of the Triumph Tiger Sport 1050 become apparent. The ergonomics are immediately noticeable: you sit in a slightly pronounced hollow that still offers enough freedom of movement, allowing you to shift around in the saddle. With a seat height of only 830 mm, the Tiger Sport is also well-suited for riders with shorter legs, and the waist is narrow enough to easily reach the ground with your feet. However, when taking a seat, you notice the somewhat sporty, sharper knee angle, which is not too extreme. The long front of the motorcycle is also striking, stretching far forward, requiring the arms to reach a bit further to the wide handlebars. Nevertheless, you can lean your upper body forward, which will be advantageous later in the twisty sections. As for maneuvering, the Tiger Sport 1050 shows an acceptable but not outstanding steering angle. While maneuvering in tight urban situations is doable, other touring motorcycles offer a bit more leeway here.

In slow maneuvers and city traffic, the throttle response of the 1050 triple engine plays a crucial role. This engine, derived from the Speed Triple, provides substantial grunt and high torque even at low revs. This ensures impressive propulsion but also requires a delicate touch on the throttle. Even slight twists of the throttle lead to powerful acceleration, which demands increased attention in the city, especially under challenging conditions like wet surfaces, manhole covers, or tram tracks. It is particularly noteworthy that the early 2013 Tiger Sport comes without electronic riding aids, necessitating caution and care in adverse weather conditions. However, the high torque also offers clear advantages: for quick overtaking maneuvers or swift starts at traffic lights, the engine doesn't need to be revved up or downshifted. A slight flick of the wrist is enough to catapult the machine powerfully forward.

Before we reach the targeted twisties, we cover a few kilometers on the German Autobahn and the wider country roads—ideal for testing the touring qualities of the Triumph Tiger Sport 1050. Even at really high speeds of up to 200 km/h, the bike remains remarkably stable. The powerful triple engine runs smoothly, just enough to let you feel that a mighty engine is working beneath you, but without becoming intrusive. The fully adjustable suspension of the Tiger Sport offers surprisingly good comfort over cross grooves and other irregularities despite its sporty stability.

The wind protection of the Tiger Sport 1050 is determined by the fixed windshield, which unfortunately cannot be adjusted. Although this disadvantage cannot be ignored, the windshield ensures that the head in the wind is not hit by annoying turbulence, while the body is nicely shielded from the wind. This keeps riding comfortable even over longer distances and at high speeds. However, as a journalist spoiled by modern motorcycles, I notice that the equipment of the first generation of the Tiger Sport 1050 is rather spartan. Standard ABS and an LC display with an analog tachometer, and that's it. Important touring features like cruise control or heated grips are missing, which can be seen as a disadvantage from today's perspective.

For those who appreciate these modern conveniences, the 2016 model update is the better choice. From this year onwards, the Tiger Sport was equipped with a variety of electronic assistance systems, including cruise control, heated grips, riding modes, and traction control. Additionally, the bike was further tailored for touring with a clutch that is 48% lighter, a broader power band, reduced fuel consumption, useful features like USB sockets, and a longer gear ratio. So, anyone who values a more comprehensive set of features and wants to take advantage of the additional options should definitely opt for the later model years of the Tiger Sport.

Finally, we reach the Swabian Jura with its twisty roads winding through the beautiful green hills. Here, we can really open up the Triumph Tiger Sport 1050 and unleash the full potential of the machine. However, it soon becomes clear that even on these roads, a delicate touch on the throttle is required. As previously described, the throttle response is precise and clean, but it doesn't take much twist to transfer the full power of the 1050 triple engine to the rear wheel. This sudden burst of power can be challenging, especially when road conditions are not optimal. Nevertheless, this demanding power delivery offers a special satisfaction: when you manage to accelerate the bike swiftly yet controlled out of the curve's radius, the sense of achievement is all the greater. The engine's sound transforms from a subdued rumble at low revs into the typical, exhilarating triple roar, inevitably bringing a broad grin under the helmet.

The handling of the Tiger Sport 1050 also requires some effort. It is not overly agile and needs noticeable input through the handlebars or the body to lean into corners. However, this very characteristic makes the handling so harmonious and neutral. The steering is very predictable, which, combined with the well-designed chassis with relatively short suspension travel of 140 mm at the front and 150 mm at the rear, provides excellent feedback on the road's grip. This precise feedback builds confidence and encourages self-assurance while riding, allowing you to gradually approach higher lean angles. To further stabilize the bike, the rear brake proves very useful, as it can be finely modulated and reliably performs its task. Unfortunately, this does not apply to the front brakes, at least on our test machine. During stronger deceleration, which the Nissin braking system is indeed capable of, there is noticeable juddering and vibrations at the front. As far as we could determine, the brake pads were still sufficient, and the brake discs were not warped, so we cannot comment on the cause. However, during gentler braking, the front brake was well-modulated and worked flawlessly.

Finally, the gearbox of the Tiger Sport 1050 deserves mention, as it impresses with its clean shifting. Although the machine does not have a quickshifter, I hardly miss it since upshifting without the clutch is smooth. When downshifting, the finely adjustable, albeit slightly stiff clutch makes precise throttle blips easy, making gear changes very smooth. Overall, the Tiger Sport 1050 delivers more than just solid performance in the twisties, even though the minor brake defect slightly tarnishes the overall impression.

Before purchasing a used motorcycle, it's important to research known defects and technical weaknesses. I have scoured forums, recall archives, and long-term tests for weaknesses of the Triumph Tiger Sport 1050. Due to the short time span before the 2016 update, it's difficult to filter out specifics for the first series of the Tiger Sport. However, even throughout its entire production period, there is little to report in terms of teething troubles and defects. Most often, you only read about minor issues, such as a sticking clutch sensor leading to starting problems. When too many aftermarket electrical accessories were installed, there were also electronic issues. Regarding the motorcycle's core components, such as the engine, suspension, chassis, and brakes, you mostly hear positive feedback. Even under our test video on YouTube, numerous owners reported achieving mileages of 90,000 km and more on their Tiger Sport 1050 without any problems.

Anyone interested in the first, purist generation of the Tiger Sport must prepare for a longer search. Due to its short production period, there aren't many offers, especially in small Austria. However, these models are usually much cheaper than the more sought-after series from 2016 onwards. I have scoured our 1000PS marketplace and other major used platforms and have come up with the following price ranges. For the old Tiger Sport 1050 (2013-2015), I found offers in Austria ranging from €6,000 to €8,000. In Germany, the listings ranged from €6,000 to €8,500. The newer Tiger Sport from 2016 makes a price jump towards the €10,000 mark in Austria. In Germany, you have to shell out between €7,000 and €11,000 for it. Find all current offers for used Triumph Tiger Sport 1050 here.