All Tests – Test Drives Triumph Tiger 800 and 800 XC: road or off-road? – Triumph Tiger 800: city tiger …

Triumph Tiger 800 and 800 XC test drives: road or off-road ?

All Tests - Test drives Triumph Tiger 800 and 800 XC: road or off-road? - Triumph Tiger 800: city tiger ...

Triumph has chosen to reinvest in the off-road segment with two new models, the Tiger 800 and 800 XC: the first is intended for daily road use, and the second for more distant escapades.. Site was able to verify it: tests.

Triumph Tiger 800: city tiger…

The Triumph Tiger 800 can be straddled relatively easily: saddle adjusted to the low position (810 mm), it allows medium-sized pilots to put their feet on either side of the engine (which is also particularly thin).

The tank, very flared, does not spread the legs and it is against the frame that the knees come to stick more or less easily depending on the length of the femur. For adults, no problem: the articulation exceeds the black plastic covering and it is with the tips of the thighs that the motorcycle is firmly enclosed..

The handlebars are wide and high, the footrests slightly forward: we are indeed on a trail! The observation is confirmed when it comes to raising the animal parked uphill: the 210 kg, including 19 liters of gasoline in high places (the air box had to be moved back compared to that of the 675) require more efforts than the 186 kg of the Street.

Once started, the 800 cc cannot deny its English origins: it whistles like a turbine! Pleasant on a Daytona, flattering on a Street Triple, this characteristic may seem a little "too much" on a trail..

Under the pilot’s nose, the dashboard is also "100% made in Hinckley": perfectly legible, it only needs the outside temperature to be completely complete. Note that like the Speed ​​Triple 2011, the TPMS (tire pressure indicator) is preinstalled on the Tiger 800, but is not available on the XC and its spoked rims.

The first gas shots at a standstill reveal an engine that is both lively and discreet. Faced with the model equipped with the Arrow "silencer", the four original motorcycles of our group are no match. One thing is certain: the sound of the stock exhausts will please your neighbor.

Retro and brake lever spacing – but not that of the clutch – adjusted, we can finally hit the road. A bit lazy, the electronic injection does not correct the idle sufficiently to take off without putting an additional stream of gas.

Once launched, however, the 3-cylinder is exceptionally flexible and smooth. On 3rd gear, the Tiger trots at 50 km / h at around 3000 rpm but accepts to run at walking pace and start again below 1500 rpm, without requiring a downshift. !

The gearbox is nonetheless extremely pleasant to use. On the Tiger 800, there is no need to disengage to up or down a gear: a good point for everyday driving. Likewise, the turning radius is sufficient to execute quick U-turns or maneuver when stationary..

Thanks to its wide handlebars, the new Triumph is perfectly at ease in traffic or on small winding roads. The front wheel, tall and thin, further increases the agility of the little Tigress. We quickly integrated the behavior of the front axle: neutral and considerate.

The mirrors placed high enough allow you to slip through traffic without worry. They provide an unobstructed view of what is going on behind them and are free from any vibration. We must thank on this point the mill which does not distill any tremor, neither in the feet nor in the buttocks.

It is only by accelerating more frankly or on fast track that one can feel "nano" tremors in the handlebars and the levers. But let the big rollers be reassured, you have to really concentrate to capture these tiny vibrations: nothing penalizing !

The bubble is surprisingly efficient: small but meticulously designed, it protects the shoulders and insulates the helmet from turbulence. The upright riding position and the comfort of the saddle help, we can consider long journeys without problems.

Thrill seekers should however be warned: the new 800 is not a big 675, nor a small 1050 … Indeed, Triumph has deliberately designed an engine less explosive than its brothers. The revs are less demonstrative – not to say linear – and the soundtrack moderates the impression of speed.

From 6000 rpm, however, we note the appearance of a few additional decibels via the airbox which brings its share of sensations. Then between 6,500 and 9,500 rpm (switch at 10,000), the engine delivers strong acceleration which will be enough to intoxicate road trail enthusiasts. !

On the road or on the motorway, the times on the last report remain modest. At 90 km / h (4000 rpm if we stay in 6th), it will be necessary to drop two gears to double over a short distance. In duet and loaded, it will even go down an additional gear.

We must admit that we expected a little more enthusiasm from the 3-legged 800 cc, especially after looking at the graph of Triumph comparing the power and torque curves of the new engine to those of the 675 cc….

This lack of breath at mid-speed is all the more regrettable as the chassis is exemplary: balanced, well suspended, relatively easy to put on the angle and stable in curves, the Tiger 800 can maintain a sacred pace on small roads.

Let go of the brakes on the angle, take a bite out of it in the event of a nasty turn, go around as soon as the road clears up despite small bumps or an exit on a slight slope: nothing seems to disturb the Tiger and its Pirelli Scorpion Trail! No matter how hard you push it – especially its engine – it makes it feel good.

A short duet run, however, damaged the ground clearance of the Tiger 800, whose preload was set as it left the factory. Without taking for the Triumph pilot in Supersport Chaz Davies, we manage to scrape the footrests and, more distressingly, the side stand support on the left

On the braking side, the bite is limited but as long as the lever is moved closer to the throttle, the power is there. In addition, the fork does not dive excessively: those who swear by the roadster will not be too lost..

The Tiger 800 therefore fully respects its specifications: accessible, easy and efficient. It only lacks a more assertive motor character – both in terms of sensations and decibels – to definitely melt the editorial staff of Site … But it is now time to test the XC version !

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