Triumph Tiger 800: A Versatile Adventure Steed

The Triumph Tiger 800: A New Breed of Adventure

Triumph's enduring tagline, "Go Your Own Way," is embodied by their motorcycles, which often tread the less-travelled paths of two-wheeled design. For decades, Triumph has championed the inline triple engine, a configuration that, while rare in the dual-sport segment due to perceived weight issues, sets their machines apart. The original Tiger 900, launched in 1993, was a Paris-Dakar inspired adventure bike. However, it was the evolution into the Tiger 1050 that truly shifted the focus towards a more road-biased adventure-street capability. Now, with a decade of growth and a desire to compete at the highest level, Triumph has re-entered the burgeoning adventure market with the Tiger 800 and its more rugged sibling, the Tiger 800XC.

Engineering Prowess: The Heart of the Tiger

Triumph's strategy for the middleweight adventure segment was to avoid cannibalising sales of their established Tiger 1050. The decision was made to create a new platform around an existing, well-regarded engine. The 865cc parallel twin from the Bonneville was deemed too heavy and underpowered. Instead, the 675cc inline triple from the Street Triple, derived from the Daytona 675, was selected as the ideal starting point. To enhance low-end torque and improve off-road tractability, Triumph bored out the engine, increasing its displacement to 799cc. This was achieved by extending the stroke from 52.3mm to 61.9mm, while keeping the bore at 74.0mm.

Engine Specifications and Performance:

While sharing the same fundamental layout as the Street Triple's mill, approximately 85% of the Tiger 800's liquid-cooled, 12-valve, DOHC engine is new. Modifications include a milder cam timing, reduced valve overlap, and a lower compression ratio. These changes result in a lower redline (10,000 rpm compared to 13,000 rpm) and a claimed peak horsepower of 94 (down from 124), but crucially, an increase in torque to 58 lb-ft, with a broader, flatter torque curve, particularly at lower revs. For enhanced off-road protection, the airbox has been relocated under the seat. An oil sight glass has been added for easier maintenance, and the generator has been upgraded to a high-output, oil-cooled unit capable of delivering 645 watts, ready to power auxiliary electrical accessories, or 'electro-farkles' as they are affectionately known.

The exhaust system, a 3-into-1 high-mount canister, contributes to the unmistakably Triumph sound, a high-pitched whine that revs easily. The fuel injection system is crisp, offering direct throttle response. Unlike the more aggressive Street Triple, the Tiger 800 delivers power in a linear fashion, making it user-friendly at low speeds and exhilarating at higher revs. A balance shaft effectively eliminates engine buzz, making the Tiger an excellent companion for long-distance touring. The 6-speed transmission shifts cleanly, with well-spaced ratios suitable for everything from crawling in low gears off-road to cruising in top gear on the motorway. Both models feature a chain final drive with minimal slack, ensuring efficient power delivery.

Chassis and Suspension: Tailored for Adventure

For the frame, Triumph opted for a steel construction over aluminium. Steel offers superior toughness, being more prone to bending than cracking, and is generally easier to repair, a significant advantage for an adventure bike. The twin-tubular trellis design that extends over the engine is a familiar Triumph aesthetic.

Tiger 800 vs. Tiger 800XC: Key Differences

The primary distinctions between the Tiger 800 and the Tiger 800XC lie in their chassis components, particularly the suspension and wheel setups. The street-oriented Tiger 800 features a 43mm non-adjustable, conventional fork with 7.1 inches of travel. In contrast, the XC boasts a more robust 45mm non-adjustable, conventional fork constructed from a high-strength alloy, offering 8.7 inches of travel for tackling rougher terrain. At the rear, the standard Tiger 800 is equipped with a shock absorber that is hydraulically adjustable for preload only, providing 6.7 inches of travel. The XC, however, benefits from a remote-reservoir shock that is adjustable for both preload and rebound, with an extended 8.5 inches of travel. Both bikes utilise a progressive rear suspension linkage, with the leverage ratio increasing by 30% towards the end of the stroke. This design ensures a supple initial feel while providing ample support under heavier loads or impacts. Both Tiger models feature well-calibrated suspension that effectively absorbs imperfections in the road surface, delivering a smooth and composed ride. The cartridge-style forks are tuned for firm initial damping, which minimises pitching under hard braking or acceleration, contributing to a more stable feel.

Wheel and Tyre Configurations:

The Tiger 800 is equipped with cast wheels, a 19-inch front and a 17-inch rear, fitted with Pirelli Scorpion Trail tyres. These are road-biased dual-sport tyres that can also accommodate sensors for Triumph's accessory tyre pressure monitoring system. The Tiger 800XC, designed for greater off-road capability, features spoked wheels with Excel rims – a larger 21-inch front and a 17-inch rear. These are shod with tube-type Bridgestone Battle Wing dual-sport tyres. The XC is also homologated for Metzeler Karoo knobbly tyres, which were found to significantly enhance grip and confidence during off-road riding segments. This more rugged configuration contributes to the XC's slightly higher claimed wet weight of 473 pounds, compared to the Tiger 800's 462 pounds.

Braking System: Confidence Inspiring Control

The braking systems on both the Tiger 800 and Tiger 800XC are identical, providing strong stopping power and excellent modulation, whether on tarmac or on loose surfaces. Nissin components are used throughout, with dual 308mm floating front discs paired with opposed two-piston calipers, and a 255mm rear disc with a single-piston caliper. These brakes offer a good feel at the lever and ample power, without being so aggressive as to overwhelm the rider in slippery conditions. Anti-lock Braking System (ABS) is available as an optional extra for both models, although it was not sampled on the pre-production bikes. Importantly, off-road enthusiasts will appreciate the ability to disable the ABS system via the bike's onboard computer, allowing for greater control on challenging terrain.

Styling and Ergonomics: Designed for the Journey

The Tigers boast aggressive adventure styling, befitting their name. They feature futuristic dual headlights, rally-style windscreens, minimalist bodywork, and standard skid plates. The overall design language incorporates sharp angles, giving them a modern, almost Transformers-esque appearance. The XC, with its distinctive 'beak' front mudguard, presents a complete off-road package, while the standard 800 has a more compact front end. The XC's off-road credentials are further emphasised by its larger front wheel, spoked wheels, more dirt-oriented tyres, and radiator and brush guards. Due to its longer-travel suspension, the XC offers adjustable seat heights of either 33.2 or 34.0 inches, whereas the standard Tiger 800's seat can be set at 31.9 or 32.7 inches. Both models feature motocross-style handlebars, but the XC's are wider (34 inches versus 31.3 inches) and mounted on taller risers, promoting a more comfortable stand-up riding position and increasing steering lock for tighter turns. The bar risers can also be rotated 180 degrees, and the clamp bolts loosened, to further customise handlebar reach.

Ergonomics and Rider Comfort:

The ergonomic design of both Tigers prioritises rider comfort and control. The upright seating position, generous legroom, and well-padded, dished seats contribute to a relaxed riding posture, even on extended journeys. The rubber inserts in the cleated footpegs can be removed for enhanced grip and additional legroom, particularly useful for off-road excursions. Stand-up riding on the XC feels natural, and the fuel tank is shaped to be easily gripped between the knees, providing stability and control. The wider handlebars on the XC, combined with its more relaxed steering geometry (23.1 degrees of rake, 3.6 inches of trail, and a 61.7-inch wheelbase), compensate for the larger front wheel, making it surprisingly agile.

Competition and Value Proposition

It's no coincidence that the Tiger 800XC bears a strong resemblance to its primary competitor, the BMW F 800 GS. Triumph has clearly aimed to match and even surpass the German offering in terms of capability and appeal. While the standard Tiger 800, priced at $9,999, is $800 more expensive than the BMW F 650 GS, it offers a significant advantage in horsepower. The Tiger 800XC, at $10,999, is $400 less than the BMW F 800 GS, and according to Triumph's figures, it is nearly 50 pounds lighter with a more accommodating seat height. This positions both Tiger models as highly competitive options in the middleweight adventure segment.

Accessories and Customisation: Make it Your Own

Triumph's accessory division played a significant role in the development of the Tiger 800 range, offering a comprehensive selection of upgrades. These include both hard and soft luggage solutions, protective guards, alternative seat options, auxiliary lighting, the aforementioned TPMS, and various cosmetic enhancements. The hard saddlebags tested on the Tiger 800 are designed to move independently of the subframe, mitigating chassis disturbances caused by shifting loads. However, their aesthetic and bulk were noted as potential drawbacks. The fuel tank capacity for both models is a generous 5 gallons, with Triumph claiming a range of approximately 250 miles per tank.

Onboard Technology:

Standard equipment includes a feature-rich onboard computer, which complements the analogue tachometer. An ignition immobiliser with a coded key provides security, and a 12V socket near the instrument panel is convenient for charging devices. Passenger grab handles and a rear luggage rack are also included as standard, enhancing the bike's touring capabilities. Triumph has also developed a new range of adventure riding apparel, allowing riders to embrace the complete Triumph-branded ADV lifestyle.

Conclusion: A Truly Versatile Machine

The Triumph Tiger 800 and 800XC represent a significant achievement for Triumph. Striking a balance between sporting performance, touring comfort, and off-road capability, these bikes offer remarkable all-around versatility. While, like all adventure bikes, they may not excel in one specific discipline over more specialised machines, their ability to perform many tasks well makes them incredibly appealing. The ease and enjoyment of riding these bikes from the very first moment are undeniable, rivalled perhaps only by the Suzuki V-Strom 650. The Tigers have certainly made their mark, challenging established players like BMW's 800cc F-series twins. The question of who will reign supreme in the adventure jungle remains to be seen, but the Tiger 800 and 800XC are undoubtedly strong contenders.

Frequently Asked Questions (FAQs):

• What is the main difference between the Tiger 800 and Tiger 800XC? The Tiger 800XC features longer-travel suspension, a larger 21-inch front wheel, spoked wheels, and more off-road oriented tyres compared to the street-biased Tiger 800.
• Is the Triumph Tiger 800 good for off-road riding? Yes, particularly the 800XC model, which is specifically designed with enhanced suspension and wheel configurations for off-road capability. The standard 800 can handle light off-road conditions.
• What is the engine size of the Triumph Tiger 800? The engine is a 799cc liquid-cooled, transverse inline triple.
• What are the key competitors to the Triumph Tiger 800? Major competitors include the BMW F 650 GS and F 800 GS, and other middleweight adventure motorcycles.
• Can I fit knobbly tyres to the Tiger 800? While the Tiger 800XC is homologated for knobbly tyres like the Metzeler Karoo, the standard Tiger 800's cast wheels and tyre specifications are more suited to road or light gravel use.

2011 Triumph Tiger 800 (800XC) Specifications Overview:

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