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• X for offense …
• 2 Triumph Tiger 800 XC clearly works better on the road
• 3 Triumph Tiger 800 XR hops over edges with less sensitivity

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A small step for mankind, a big step for the Tiger 800…

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The electronic upgrade and detail improvements make the small three-cylinder enduro a tough opponent in the competitive adventure middle class.

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The more harmonious model is certainly the XC, especially thanks to high-quality spring elements, ideally upgraded with the sensible x equipment package.

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But the XR can also add this sleek and powerful drive unit.

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The preload of the Showa Monoshock shock absorber can be adjusted to the respective load.

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Left XC with 21-inch spoked wheel and WP suspension, XR with 19-inch cast wheel and Showa fork.

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The modes are changed using a switch in the cockpit, the rider mode is freely programmable. The off-road ABS only affects the front wheel.

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The Triumph Tiger 800 XCx in its element.

Driving report Triumph Tiger 800 XR, XC, XRx and XCX

X for offense …

Content of

No offense, but who should see through? Triumph is launching four new Tiger 800 variants in 2015: XR, XC, XRx and XCX. PS brings order into the thicket of abbreviations.

It’s actually not that complicated: there is basically the street tiger, which is now triumphant TThe other is the iger 800 XR, the Terrain Tiger, which continues to run under the name XC. The x equipment packages are new, albeit with different scope for both. Ergo four variants.

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Driving report Triumph Tiger 800 XR, XC, XRx and XCX
X for offense …

Tiger 800 XC have to get along without driving modes, at least have a single-stage traction control and an ABS that can be switched off.

Enduro

Endurance test interim result: Triumph Tiger 800

Triumph’s mid-range enduro endurance test

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Enduro

Triumph Tiger 800 XC in the long-term test

Final balance after 50,000 kilometers

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2 Triumph Tiger 800 XC clearly works better on the road

These modes are great, especially when the road suddenly runs out and it ends on a slippery gravel path. Unfortunately, the driving program can be changed while driving, but not at the end of the handlebars, but only at the push of a button in the cockpit.

What remains is the 95 hp three-cylinder with the unbelievably linear torque curve, which practically pushes from idle and does not even hint at any speed range or load condition. Shifting becomes a pure luxury, it always progresses with a lot of thrust. The current gear doesn’t really matter. There is only one thing the broadband three-cylinder of the Triumph Tiger 800 cannot do: screech its power above, as the smaller 675 Triple does in Daytona and Street Triple.

But he inspires with almost perfect manners. The electronic throttle valve lets it hang on the gas even more, the buttery load changes not only inspire gross motorists. A wonderful engine for almost all operating conditions. Which both basic versions can share without restriction. With the chassis, however, the Triumph Tiger 800 XR and XC go different ways. The street version has the simple Showa chassis and cast wheels, the off-road version shows off fully adjustable WP suspension elements and pretty spoked wheels.

3 Triumph Tiger 800 XR hops over edges with less sensitivity

The configuration of the Triumph Tiger 800 XC also works clearly better on the road, the suspension responds fine, swallows unpleasant jolts and has a wide adjustment range.

The Triumph Tiger 800 XR, on the other hand, hops over edges and holes with less sensitivity, and requires more work on the tiller in an inclined position. Theoretically, the stiffer sprung street version with its wider front 19-inch model could be tackled harder, but the moderate lean angle stands in the way. The long nipples on the notches are quickly shaved off, and then the main and side stands threaten. So it’s better to slow down a bit, then the fun won’t get scratched. With the higher, more neutral and more precise rolling XC, things look much better with ground clearance.

Otherwise, Triumph has refined the Tiger 800 with a lot of fine-tuning and detailed work. The ergonomics have been optimized by changing the handlebar positions and the workmanship has been further improved. It can also be individually refurbished with a wide range of accessories.

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Pictures: Driving report Triumph Tiger 800 XR, XC, XRx and XCX

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Technical data Triumph Tiger 800 XR (XC)

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Pictures: Driving report Triumph Tiger 800 XR, XC, XRx and XCX

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Landing gear: Bridge frame made of steel, steering head angle: 66.1 (65.7) degrees, caster: 92.4 (95.3) mm, wheelbase: 1530 (1545) mm, Ø inner fork tube: 43 mm, spring travel v./h .: 180 / 170 (220/215) mm.

Wheels and brakes: Front tires: 100 / 90-19 (90 / 90-21), rear: 150/70 R 17, 308 mm double disc brakes with two-piston floating calipers at the front, 255 mm single discs with single-piston floating calipers at the rear, ABS.

Weight
(full tank) 213 (218) kg *
Tank capacity: 19 liters super

Base price
XR 9990 euros, XC 10,890 euros (plus ancillary costs) *,
XRx 10,890 euros, XCx 11,790 euros (plus ancillary costs) *

* Manufacturer information

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