Outfitted with BMW saddlebags and tank bag, the workhorse is augmented by a second tank bag strapped to the luggage rack that lies beneath the passenger seat. Slick.
The GS is loaded with features and engineering details the Tiger can't match. It boasts a seat that is height adjustable in three positions, a standard luggage rack, accessory outlet, and the best tool kit in the business that even includes a tire repair kit complete with CO2 cartridges. BMW's utterly unique (and amazingly functional) Telelever adds to the gee-whiz factor, and one look at the lovely casting of the GS's transmission case will convince you the Germans know a thing or two about engineering.
The Boxer engine, meanwhile, is a bit of an eccentric. Yes, it does want to rotate the bike when revved in neutral, as horizontally-opposed engines do. But once past that odd sensation, the engine rewards a rider with strong grunt right above idle with a flat, linear torque curve that offers decent power whenever a rider is looking for it.
Once acclimated to the inseam-stretching seat heights of these two-wheeled SUVs, we packed the hard-shell saddlebags for a trip from SoCal to Sonoma, California.
The Tiger cuts a fairly attractive profile in black and silver, also available in orange or silver for 2003. Check out the chain slack for the reason why some riders only will consider a shaft-driven bike.
As adventure-tourers, both bikes have optional hard bags so we can carry all the crap we think we need to bring on a trip with us. Here, BMW's well-engineered System Cases are superior. Unlike the Tiger, the GS's bags are keyed to the ignition key, resulting in one less item to either scratch the bike's upper triple clamp or, worst case, lose. And although the storage capacities are nearly equal, the Triumph's bags (same as the Sprint ST) have dual latches, making opening and closing a bit more fussy. Plus, the fact that the clothes we packed in the Tiger's right saddlebag (over the muffler) ended up smelling like exhaust fumes sealed (or not) the luggage contest.
The GS, however, loses the engineering wars in the switchgear department. As eccentric as the GS's Flat-Twin is, it's nothing compared to BMW's weird turn signal arrangement. Instead of the left/right/push-to-cancel single-button switch on every other bike (except Harleys), BMW uses three buttons to perform the same task. Separate push-button switches on the left and right handlebars aren't so bad in themselves, but why BMW adds a third switch to cancel is beyond intuitive reasoning. Worse still is that the cancel switch requires lifting up your right thumb, which distracts an already-busy (with throttle and brake) hand. BMW's designer David Robb swears by this arrangement, so don't expect assimilation from the Germans anytime soon. Truth be told, a rider eventually gets used to it, but we wonder why we should have to.
Bags packed and a coastline to follow, these adventure-tourers helped us leave behind the pressures of deadlines.
Out on the open road, the GS performs better than its switchgear. Ergos are upright comfy, though the pegs are a bit high with the seat in its lowest position. Raising the supportive seat provides more legroom, but at the expense of a longer reach to the ground than 32-inch inseams can handle.
The Tiger offers a shorter reach to the ground at the expense of relatively less legroom. Its wide, flat seat feels good for the first hour, but its soft padding ends up letting down posteriors by the end of the day. Non-adjustable levers are too far from the grips unless you've got hands like Jimi Hendrix.
By the time we reached the fun-filled roller coaster that is Santa Rosa Creek Road near Cambria, we were ready to let loose. The Tiger soaked up the bumps better than the GS on the narrow, twisty road, but its handling deficiencies became obvious when ridden hard. Its high center of gravity results in slower turn-in than the GS, and it takes considerable effort to right it once leaned over. Flip-flop transitions bring out its worst. Plus, the slightly grabby brakes and soft fork springs that cause the front end to dive hard under heavy braking also don't transmit much of what's happening at the front tire when leaned over. A rear shock lacking rebound damping further hurt the Trumpet's cause on this tight road.
Fog is just part of coastal road running. Note the high-mount exhaust pipe of the Tiger (left) that intrudes on luggage space and causes fumes to permeate clothing packed inside.
The BMW, despite its formidable size, is easier to handle in the blind corners and steep drop-offs here. Its Telelever (with spring preload adjustment) virtually eliminates fork dive, leaving the front shock able to eat road imperfections. And you can lay this rig over in a hurry, as its wide handlebars and noticeably lower center of gravity work together to reduce the feeling of the bike's size.
We were greeted the next day by typical light coastal fog and a morning rain shower, but the curves of the Pacific Coast Highway were not to be denied. The GS, with its heated grips, ABS and more communicative front end, was delightful. The ample spread of power from its torquey motor made shifting optional. We were able to use third gear even with corner speeds as low as 25 mph, torquing out of corners like a 4-stroke motocross bike digging fresh knobbies into a damp golf green. The Boxer motor may not have a big top-end lunge, but it pulls cleanly from as low as 2500 rpm, then quite strong from 3000.
