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• Middle-class enduro shows sharper claws
• In two versions from 10,700 euros
• On the road with the XR
• In the field with the XC

triumph

44 photos

Makus Jahn

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With many detailed changes, Triumph is sharpening the Tiger 800 for the 2018 model year.

Markus Jahn

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The character-defining treble remains as before, which is easy to control even in the sharpest of the five driving modes.

Markus year

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MOTORRAD drove the middle class enduro – on and off-road.

Markus Jahn

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Despite the 21-inch front wheel in the deep terrain, the front still pushes towards the outside of the curve.

Markus Jahn

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On medium-difficult terrain – certainly the playing field for occasional off-road detours – the Triumph does its job properly.

Markus Jahn

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The fork and shock absorber from WP Suspension not only respond well, they also handle hard edges without punching through and offer plenty of reserves.

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With a lot of pressure on the front, the British built in Thailand draws a sparkling clean line on asphalt.

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Better than before: the Showa fork, which can now be adjusted in rebound and compression, with a sufficiently wide adjustment range that has the right set-up for every taste.

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Triumph Tiger 800 XC at EICMA 2017. "C." stands for cross, that "R." Both Tiger 800 XR stands for Road.

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British actor Charley Boorman, known to motorcyclists from the film “Long Way Round” with Ewan McGregor, presented the new Triumph Tiger 800 XC at EICMA 2017.

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The different and difficult to survey versions of the Triumph Tiger 800 simply represent different equipment variants.

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The two Lopez brothers David and Felipe at the EICMA press conference for Triumph 2017 with their rally conversion Triumph Tiger Tramontana, which is based on a Tiger 800 XC.

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The two Spaniards work as engineers and test drivers for Triumph in chassis development.

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Triumph Tiger 800 XC.

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Triumph Tiger 800 XC.

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Triumph Tiger 800 XC.

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Triumph Tiger 800 XC.

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Triumph Tiger 800 XC.

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Triumph Tiger 800 XC.

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Triumph Tiger 800 XC.

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Triumph Tiger 800 XC.

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Triumph Tiger 800 XC.

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Triumph Tiger 800 XC.

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Triumph Tiger 800 XC.

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Triumph Tiger 800 XC.

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Triumph Tiger 800 XC.

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Triumph Tiger 800 XC.

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Triumph Tiger 800 XC.

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Triumph Tiger 800 XC.

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Triumph Tiger 800 XR.

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Triumph Tiger 800 XR.

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Triumph Tiger 800 XR.

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Triumph Tiger 800 XR.

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Triumph Tiger 800 XR.

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Triumph Tiger 800 XR.

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Triumph Tiger 800 XR.

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Triumph Tiger 800 XR.

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Triumph Tiger 800 XR.

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Triumph Tiger 800 XR.

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Triumph Tiger 800 XR.

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Triumph Tiger 800 XR.

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Triumph Tiger 800 XR.

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Triumph Tiger 800 XR.

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Triumph Tiger 800 XR.

Driving report Triumph Tiger 800 XC / XR (2018)

Middle-class enduro shows sharper claws

With many detailed changes, Triumph is sharpening the Tiger 800 for the 2018 model year. MOTORRAD drove the middle class enduro – on and off-road.

There is currently a strong wind in the middle-class travel enduros. Fanned by the success of the Honda Africa Twin, BMW continues with the F 850 ​​GS (driving presentation at the beginning of March), KTM with the 790 Enduro (model presentation 2019) and now also Triumph with the Tiger 800 the sails. The British technicians have changed a total of 200 parts on their big cat – even if this sum should certainly include every changed washer.

In two versions from 10,700 euros

The main changes:
Engine: Optimized responsiveness, first gear reduced

Landing gear: Fork adjustable in rebound and compression, handlebars mounted 10 mm further back, front brake from Brembo instead of Nissin, windshield lockable in 5 positions

Miscellaneous: TFT display, LED headlights, backlit handlebar switch, seat shape changed, silencer smaller

Technicians and designers also paid a lot of attention to the new bodywork, which was revised with high quality standards and more pleasing, yet still characteristic design.

The most important innovations, however, are of a technical nature: anti-lock braking system and traction control (both can be switched off) as well as an electronic throttle with cruise control form a complete package for a smooth and safe driving experience, according to the manufacturer. Cruise control, heated grips, height-adjustable bench and on-board sockets (USB and 12V) ensure travel comfort.

The spread of the offer should cover all customer requirements. Triumph offers the Tiger 800 in an XC version with wire-spoke wheels (21-inch front wheel, spoke wheels and WP Suspension spring elements with 40 mm longer spring travel), i.e. an off-road attitude. In addition, an XR version with cast wheels (19-inch front wheel, cast rims and Showa suspension), optimized for road use, is available.

The prices: XR models: 10,700 – 14,050 euros; XC models 13,150 – 14,550 euros; each plus 450 euros for additional costs

On the road with the XR

The sleek three-cylinder engine, comfortably tuned suspension and good wind protection – those were the strengths of the Tiger 800 so far. And they will be after the facelift. Only connoisseurs will notice the livelier response in a direct comparison. The character-defining treble remains as before, which is easy to control even in the sharpest of the five driving modes. After accentuated – but hardly louder – the triplet hisses from the newly built silencer.

With a lot of pressure on the front, the British built in Thailand draws a sparkling clean line on asphalt. Better than before: the Showa fork, which can now be adjusted in rebound and compression, with a sufficiently wide adjustment range that has the right set-up for every taste. Also better: The enlarged windshield, which can be varied in five stages with one hand while driving and offers very good wind protection even at high speed. And the new Brembo brake? Fits the gentle character of the tiger. The pads pinch the disc gently and easily adjustable, but require a bit more force on the hand lever when the pace is sharper. The bottom line: the tiger’s teeth have become a bit sharper, but the big cat’s character has remained true to itself. OK then.

In the field with the XC

Has the Tiger had a weakness so far? Yes. With a heavy front and moderate handling, the 800s were less of a terrain trip. And now? The Volkswanderer didn’t become a free climber either. Despite the 21-inch front wheel, the front still pushes towards the outside of the curve in the deep terrain, allowing the pilot to handle the machine, which weighs around 240 kilograms with a full tank, with respect. After all: On medium-difficult terrain – certainly the playing field for occasional off-road detours – the Triumph does its job properly. First, because the gentle motor in the Geholper can be dosed first-class. But above all because, secondly, the fork and shock absorber from WP Suspension not only respond finely but also put away hard edges without punching through and offer plenty of reserves. A clear improvement. And thirdly, because electronics give the trainer a free choice. In off-road mode, the ABS in the front wheel remains activated; in the new off-road pro setting, all electronic assistance systems are on vacation.

Incidentally, the Tiger XC also performs excellently on the road. With the 21-inch front wheel, it looks less front-heavy, with the said sensitive WP chassis, it springs more comfortably. The bottom line is that it is the true all-rounder – and ultimately the better choice.

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