REVIEWS

Ride Review: We’d buy a Triumph Tiger 800 XC in an instant – If we had the money!

We often speak about riding into the ‘middle of nowhere’ – that place where we’ve lost GPS signal, there’s no bars on the mobile phone reception and there isn’t a petrol station for miles around – but it’s usually a metaphor and doesn’t really exist.

Yet somehow, Triumph found us that place for the Tiger 800 launch and we can”t wait to return.

Our ‘middle of nowhere’ for the Triumph Tiger 800 test is in and around the wasteland of lake Lalla Takerkoust in Morocco. It’s a fitting location for the smaller bike in the Tiger range that Triumph hope is to become synonymous with adventure.

What kind of adventure chosen is up to the individual of course and everyone has to decide for themselves – it could just be a ride through the centre of the city at rush hour, or a trip through the African savannah. Regardless of your pursuits, Triumph say that they now have a very clear Tiger 800 range that should offer something for everyone. But even after speaking with Triumph’s Chief Engineer Stuart Woods it took us longer than we would like to fully comprehend the difference between the Tiger XR, XRx, XRxlrh, XRt, XCx and XCA.

For those who are of a similar mindset, the closest we could come to was this… The XR is for asphalt use and is available in a basic version (XR), the same bike but slightly more richer equipped (XRx with LED daytime running lights, handle heating, TFT color dashboard, etc) or as a luxury model (XRt with heated seat, full LED, extra driving modes, fully adjustable Showa suspension, etc).

The lrh version, or Low Ride Height, is considered a completely separate model because the engine not only receives a lower saddle, but also a lower suspension. It’s nice that Triumph takes into account a slightly shorter riders!

Clothing

This logic is then extended out from the XR series to the more off-road orientated XC range. However, there isn’t a ‘basic’ XC version, just the XCx which is already reasonably well equipped and then the XCa which has all of the bells and whistles thrown at it.

Anyway, enough letters and versioning, as motorcycle journalists we get to feed our egos with only the best models, so the XRt and XCa are presented to us and the heated seats are immediately welcomed as we set off towards the Atlas Mountains.

The addition of new toys and electronics make an already good ride even better

The first few kilometres are enough for us to determine the marked differences between this and the previous Tiger 800. Of course the most immediately visible from a rider’s view is the new colour TFT dashboard screen and handily adjustable windshield. From an aural perspective the new 800 has a narrower exhaust damper that sounds a lot deeper in low revs and roars louder as you open the throttle. It’s the perfect amplifier for that wonderful, triple engine.

The Triumph engineers will say that there are more than 200 improvements made to this new Tiger 800, but whilst the changes made may be many, the bike still feels comfortably familiar. This is no bad thing either, as the Tiger 800 was always a relatively light and fun bike that didn’t shy away from the task of tackling heavier roads.

Certainly during the first test drive on the road with the XRt it is noticeable how smoothly the three-cylinder picks up from the bottom and still pulls hard up to the red zone at 10,500 rpm. The sports mode with it’s 95hp isn’t the most potent of machines on the market, but this just means it’s a machine that we reckon everyone would be able to handle. In this respect the gearing has been tweaked too – enabling a shorter first gear that means that riders should now benefit from better control of immediate torque when compared to the previous version – especially when off-road.

Where the Tiger 800 really shines through is with it’s balance of components, comfort and riding characteristics. The wide handlebars offer a solid lever, the tank is well-formed and offers a lot of ‘grip’ and it’s interesting to note that the larger 21″ front wheel on the XCa is almost as neutral and familiar as the XR.

Who ever thinks that an 800cc three-cylinder is too heavy to play in loose sand, between the rocks or on jumps, must revise this opinion immediately

All of the Tiger 800s (with the exception of the base model XR) come with Brembo front brakes too, and these do a fantastic job of offering balanced bite in well-managed doses. And of course there is the adjustable ABS that really handles itself well in even the most treacherous of circumstances.

After a whole day of touring, we become convinced that the new Tiger 800 isn’t so much a revolution of the previous machine as opposed to a measured and balanced evolution of it. The engine was already great – it still is – and the addition of new toys and electronics make an already good ride even better.

The next day sees us on the XCa’s equipped with Pirelli Scorpion Rally studs and playing some more on the Moroccan trails.

Even more so than on the road, it strikes us just how well balanced the XCa is and how smoothly this engine comes out to play.

Who ever thinks that an 800cc three-cylinder is too heavy to play in loose sand, between the rocks or on jumps, must revise this opinion immediately. Admittedly, it doesn’t take long before the bottom plate has claps,the soil underneath, but that’s what it’s for!

We do wonder if the plastic hand caps and tank parts would survive a slight crash just as quickly though.

After just a short ride in the sand, it dawns on us that this is the real, natural habitat for for the Tiger 800. The XRt is undoubtedly the more thoughtful option for the busy road traffic, but given a choice we would buy an XC in an instant, slip on the off-road studs and drift, slip and jump my way along any dirt I could find, powered by that sumptuous three-cylinder soundtrack.

If we had the £12,500 to spend on such a machine that is! And that’s before we’ve even added the cost of the panniers.

The Tiger 800 is a beautiful machine and the equipment is as top-level as a rider can get, but secretly we dream of a Tiger 800 XC with as little bling and glamour as possible. Forget the iPad like dashboard, the 27 rider modes, electronic aids, heated grips or Brembo brakes and give us a basic XC package for around £9,500.

Sure the ride won’t be quite as pleasurable, but then the tent we would have strapped to the back wouldn’t come with air-conditioning either and we’d be ok with that!

Specifications

Triumph Tiger 800 XRt
Engine:
  800cc, 4 kl./cil., Water-cooled 3-in-line  
Max. power:
 95 hp / 9,500 rpm 
Max. torque:
    79 Nm / 8.050 rpm 
Transmission:
  zesbak, chain 
Frame:
  steel trellis frame 
Front suspension:
  43 mm Showa fully adjustable suspension 180 mm 
Rear suspension:
  Showa monoshock, fully adjustable, suspension 170 mm 
Front brake:
  305 mm discs with Brembo radially mounted four-piston calipers, ABS 
Rear brake :
  255 mm disc with Nissin twin piston caliper, ABS Front 
/ rear tires: 
 100 / 90-19 / 150 / 70-17  
Dry weight:
 199-208kg, depending on model 
Seat height:
  810 – 830 mm 
Tank capacity:
      19 l. 
Colours:
  Silver Ice, Crystal White, Matt Cobalt Blue

 

Triumph Tiger 800 XCa
Engine:
  800cc, 4 kl./cil., Water-cooled 3-in-line  
Max. power:
 95 hp / 9,500 rpm 
Max. torque:
    79 Nm / 8.050 rpm 
Transmission:
  zesbak, chain 
Frame:
  steel trellis frame 
Front suspension:
  43 mm WP fully adjustable travel 220 mm 
Rear suspension:
  WP monoshock, fully adjustable, travel 215 mm 
Front brake:
  305 mm discs with Brembo radially mounted four-piston calipers, ABS 
Rear brake :
  255 mm disc with Nissin twin piston caliper, ABS Front 
/ rear tires:
 90 / 90-21 / 150 / 70-17  
Dry weight:
  199-208kg, depending on model
Seat height:
  840 – 860 mm 
Tank capacity:
      19 l. 
Colours:
  Korosi Red, Crystal White, Marine


This review was first featured on MaxxMoto. It’s translated and republished here with permission.

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