2011 Triumph Tiger 800 & 800XC Review

Once again, Tiger 1050 is more sport-touring rig a rival long suspension of the likes of Ducati Multi Strada 1200, the new Tiger 800 are built to attack and conquer the elements dirt. To illustrate the measure of last Tiger off-road intentions of the Triumph motorcycle-called group of journalists to go to the Tigers two days discussion on the street and dirt.

On the morning of the event Triumph attachment means, Reg Kittrell, surprised reporters by announcing attend the next breakfast spend the night under the stars in a tent (insert sigh here). "This is a part of the experience and adventure tourism," he said, trying to appease our discomfort with the idea of ​​the project for a night in the deserts of San Diego County.

Of course, the presence of North Triumph America CEO, Greg Heichelbech held spoiled group of moto-journalists pooh-poohing the inhuman conditions, but still worries. Kittrell journalistic avoid a mutiny by announcing that there was arranged a barbecue, accompanied by our selection of beers campfire.

 

Before beginning our exploration of SoCal outback, Chris Langlois concentrated Triumph Group on the work ahead of us in explaining the differences between the Tigris a little more profitable 800 and 800XC dirt-oriented components. The various properties include rays, 21/17-inch front / rear combo XC vs 19/17-inch standard configuration is 800 mags, XC fork, which is greater than 2 mm in diameter and 1 , offers more than 6 inches of travel, and other differences, including the rear suspension, seat height, width controlled, wet weight, etc. (see feature comparison).

The data sheet also shows the technical differences between Tiger and the F800GS 10mm travel front suspension for more than GS against Tiger cross, a weight advantage of 18 pounds for BMW (7 pounds compared to the standard Tiger) a 9-HP Triumph couple, but four pound-feet more for GS.

That transmits information about the best choice of the bike between two competing brands, not sure, because even though thunk is a good idea not to share my wisdom Triumph when they roll F800GS provide. We hope that our request for a BMW F800GS will soon be answered, and we can end this destination.

 

However, two models of Tiger, after several days and hundreds of miles on both, I am now an authority on the complexities of handling any of the models and performance. The idea I have is so great this story could become the Dianetics adventure touring articles. But before all L. Ron Hubbard, allows me to shorten my knowledge with this condensed version details: XC is higher and is best handled on the ground.

Short and sweet, but the truth. This gives a head taller than XC (suspension travel more and more front wheel) is also what gives a better XC off-road manners. On top of that dirt specific components, XC receives an improved rear shock, which boasts 1.8 inches of travel more than the standard Tiger, a remote reservoir and adjustable rebound. XC is controlled is also 2.7 inches wider, which goes a long way in providing better use during the off-road.

In this sense, it's no surprise XC is able to withstand more than the standard off-road obstacles to Tiger, but if it travels fast through the mountain road to a more serious fire, the tiger is probably enough to Standard your off-road point of view. Since the person has ridden across Terra Firma sportbikes like the one we met in San Diego County (though more slowly), can not be the best indicator, but I was also happy to standard Tiger was parallel to the border with Mexico is a dirt road paved bends wavy or carving out of Julian, CA.

 

Although the movement of profits XC suspension was diving over in aggressive highway driving, it was not as difficult as I feared. In fact, exposed to both standard and Tiger XC balanced suspension package that held the balance of the bike back during braking and acceleration.

Significant lack of emphasis and expensive during our trip was not the bike, but its accessories. Stark visually saddlebags ($ 800) are apparently built to withstand the Dakar-esque out, and I liked lockable, easy, easy off design that will appeal to commuters. But some are only as strong as its weakest part, and these bags that mount point. Twice I saw the bags out of the journalist colleague at low speeds of the wheels, the front washes in the dirt. Off-road warriors want more solid mount.

 

Kudos are deserved for new Tiger 799cc engine, based on 675cc Triumph Triple adorable. Many exhibitors from low-end grunt and mid-range line three-cylinder engine is even more impressive for its lack of vibration. Not once during my two hours of driving to the highway from San Diego and I felt the need to remove my throttlehand from the bar to shake the tingling and restore blood flow. Yes, it's so smooth.

Another subtlety is the adjustable seat and the Tigers in the model. By increasing or decreasing the height of the seat can be a simple process to remove the seat and adjust the seat height and a bar with the return of the bike. Because the bike more places do not offer a simple adjustment of the seat, this is a mystery.

 

What I did not appreciate was the spittoon unendearing echoes resonating from the catalytic converter. Jiffy Pop pinging sound that was present at each headed Tiger, but in some acceleration of the wheels came to a sound ceramic ring that pierced my ear plugs for about 7000 rpm. Only some of the wheels to get this sound, while others do not, and some of the journos did not even hear voices, so it seems that the presence of noise can be vagary.

So, to repeat the attention of two tigers, I would say dirtbiker looking for something a street-legal, Tiger XC is a flag, a motorcycle racing boy longing for some off-road operation is likely to feel more at home on Tiger Standard . Tiger Standard retail price is $ 1,000 to $ 10,999 less than XC. Throw in the optional ABS, and $ 800 is still well below the XC MSRP $ 200.