Driving report Triumph Tiger 800 XCx and XRx

Driving report Triumph Tiger 800 XCx and XRx
triumph

Driving report Triumph Tiger 800 XCx and XRx

Driving report Triumph Tiger 800 XCx and XRx

Driving report Triumph Tiger 800 XCx and XRx

Driving report Triumph Tiger 800 XCx and XRx

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Driving report Triumph Tiger 800 XCx and XRx
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Triumph Tiger 800 XC [XR].

Driving report Triumph Tiger 800 XCx and XRx
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On the left at the end of the handlebars, the switches for the extended on-board menu of the x version, which shows, for example, driving time, fuel consumption or remaining range; …

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… the cruise control is operated on the right.

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Tidy display, some ads a bit small; the driving modes are switched to the left of the display.

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WP fork with separate setting wheels for rebound and compression; Handlebar can be screwed on in two positions.

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Triumph Tiger 800 XRx.

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The road tiger: cast wheels, 19 inches at the front and simple suspension.

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Triumph Tiger 800 XCx and XRx in the driving report

Technical updates and nice features

After four years on the market, the Triumph Tiger 800 was no longer completely up to date. Triumph has therefore given her a technological upgrade in the form of modern electronics and helpful assistance systems.

A.Car experts know the game: New models arouse desire and lure most customers straight away, but some buyers have to pay for the typical teething problems of the first series. Connoisseurs with patience wait a little until the first facelift, when initial errors and weak points have been eliminated and the manufacturer donated a few goodies to boost sales.

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Driving report Triumph Tiger 800 XCx and XRx

Triumph Tiger 800 XCx and XRx in the driving report
Technical updates and nice features

Traction control, engine mappings, cruise control

The appearance of the Triumph Tiger 800 has hardly changed, delicate retouching of the plastic dress changes the familiar appearance only a little. Technically, however, there are greater differences. This begins with the now electronically controlled actuation of the throttle valve instead of the previously mechanical Bowden cable. Ride-by-wire opens up new possibilities for engine tuning and assistance systems. Variable traction control, various engine mappings, cruise control: all no problem and now on board as standard in the more expensive x versions.

Let’s first look at the Triumph Tiger 800 XCx, the top model, for which Triumph costs around 11,800 euros, which is at least 2,800 euros more than for the base model. As before, Triumph splits the 800 series into the offroad-oriented XC with a 21-inch front wheel and the more street-oriented machine with a 19-inch front wheel and trimmed suspension travel, which has now been christened the Triumph Tiger 800 XR. The surcharge for the XC of 900 euros results, for example, from more expensive spoked wheels, but primarily from high-quality WP spring elements, which are fully adjustable in rebound and compression. 

Driving report Triumph Tiger 800 XCx and XRx

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Triumph Tiger 800 XCx precisely on course

And they work extremely well, as it quickly turns out during an entertaining test round in Marbella, Spain. The fork in particular impresses with its wide adjustment range, excellent response and successful basic set-up. The shock absorber also brings good driving comfort. The adjustable traction damping has to be turned off almost completely for sporty locomotion alone, so little reserves remain. The good suspension comfort contributes significantly to the harmonious driving impression on winding roads. The Triumph Tiger 800 XCx, fitted with Bridgestone Battle Wing tires, works completely neutrally in curves, steers itself loosely and stays precisely on course even on undulating slopes. When you fold it down for the first time, you build up an enormous amount of trust, so that you can really let it fly after a few turns on the grippy bend in the direction of Ronda.

The three-cylinder, which is now controlled by e-gas, plays a major role in this easy-going driving style of the new Triumph Tiger 800. It runs even more cultivated than its already hand-tame predecessor, impresses with extremely smooth, practically backlash-free load changes and extremely fine controllability. Incidentally, this applies to all variants of the motor mapping, whether “Sport”, “Road”, “Offroad” or “Rain”. It couldn’t be better.

Small modifications to the transmission, which has been upgraded with parts of the Daytona 675, are rather insignificant, as there has been little cause for complaint in this regard. Shifting is almost superfluous anyway thanks to the linear torque curve. On the country road you usually have the choice between three gears, none of which is better or worse than another. This has already been the case so far, the nominal values ​​for power and torque are unchanged. 95 perfectly healthy horsepower are certainly sufficient for a mid-range enduro.

Torque-oriented design of the 800 three-cylinder

However, the uniform design also has its downside. If you are in a hurry, you will find when loading through that the Triumph Tiger 800 does little to move the gearbox. There is a little lack of liveliness in the upper area, as demonstrated by a Yamaha MT-09, for example. Tourists and enduro riders, on the other hand, like the torque-focused design of the 800 three-cylinder.

Especially since they have an ergonomically optimized workplace on long tours and off-road. The handlebar has been repositioned and finally bent in such a way that it is widely accepted by the driving staff. The test machine had the optional comfort seat, which is only standard on the Triumph Tiger 800 XRx, extremely comfortable and, like the standard seat, variable in height in two stages. Despite the long spring travel, the seat height remains at a moderate level. The higher accessory seat for very long was unfortunately removed from the range due to lack of demand. 

Off-road insert with the Triumph Tiger 800 XCx

A small off-road insert showed that the Triumph Tiger 800 XCx does quite well here despite a ready-to-drive weight of over 220 kilograms. Before doing this, the driver should switch the driving mode to “Offroad”, which activates the off-road ABS and adjusts traction control and throttle response. It’s just a shame that it doesn’t work on the handlebar end, but only with a fiddly button on the display. The ABS then only works at the front and with increased slip and only rarely intervenes, even with an ambitious driving style. The traction control regulates later and allows controlled drifts on slippery gravel and propulsion even on greasy ground.  

Tourists will enjoy the reduced fuel consumption. The new three-cylinder should approve 17 percent less, which should result in a range of 375 kilometers with an unchanged 19 liter tank volume. MOTORRAD will soon check this in a detailed test.

In general, it will be interesting to see how the significantly upgraded, but also slightly more expensive Triumph Tiger 800 will perform in the upcoming comparison tests. She will definitely be a tough opponent. The Olle was already good, the new one is awesome.

Triumph Tiger 800 XRx

Simpler Showa elements with reduced suspension travel and cast wheels – 19 inches at the front – these are the main features of the lower-priced Triumph Tiger 800 XR. It can be upgraded with the x package with electronic goodies and additional equipment hardware. With the Triumph Tiger 800 XRx, too, this smooth drive with its rich, linear torque defines the character, rounded off by the practical assistance systems.

Many interested parties will certainly welcome the lower seat height, which can be reduced even further with an accessory seat. The reduced spring travel ensures a little less riding comfort, especially since the heavily damped, non-adjustable fork is not particularly delicate. But there is less movement in the framework at a brisk pace. Anyone who tears the cable too hard – sorry: turn the potentiometer – will be punished immediately with sparks spraying, nothing has changed.

The handling is also quite good, but the Triumph Tiger 800 XR requires more steering forces and corrections in an inclined position and does not work as well as the always completely neutral Triumph Tiger 800 XC, especially on bumpy surfaces.

Additional equipment x version

XCx and XRx: Extended on-board computer, four engine mappings (Sport / Road / Offroad / Rain, three driving modes (Road / Offroad / freely configurable), including off-road ABS and off-road traction control, cruise control, self-resetting indicators, main stand, hand protectors, additional on-board socket

only XCx: Aluminum oil pan protection, engine protection bar

only XRx: Comfort seats, adjustable windshield

Technical data Tiger 800 XC [XR]

Engine: Water-cooled three-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, 3 x Ø 44 mm, regulated catalytic converter, alternator 645 W, battery 12 V / 14 Ah, mechanically operated multiple discs – Oil bath clutch, six-speed gearbox, x-ring chain, secondary ratio 3.125.

Bore x stroke: 74.0 x 61.9 mm
Displacement: 799 cm³
Compression ratio: 11.3: 1
Rated output: 70.0 kW (95 hp) at 9250 rpm
Max. Torque: 79 Nm at 7850 rpm

Landing gear: Steel tubular frame, upside-down fork, Ø 43 mm, adjustable rebound and compression damping [without adjustment], two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping [adjustable spring base], double disc brake at the front, Ø 308 mm, double piston Floating calipers, rear disc brake, Ø 255 mm, single-piston floating caliper, traction control, ABS.

Spoked wheels with aluminum rims [cast aluminum wheels]: 2.15 x 21 [2.50 x 19]; 4.25 x 17
Tires: 90/90 21 [100 / 90-19]; 150/70 R 17

Dimensions + weights: Wheelbase 1545 [1530] mm, steering head angle 65.7 [66.1] degrees, caster 95 mm, spring travel f / r 220/215 [180/170] mm, seat height 840–860 [810–830] mm, weight with a full tank 218 [213] kg, permissible total weight 438 [435] kg, tank volume 19.0 l.
Guarantee: two years
Colors: blue *, black, white
Price: XC: 1.0890 (XCx: 11.790) euros, XR: 9990 (XRx: 10.890) euros
Additional costs: 350 euros

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