Menus
- The English pocket knife
- Discovery
- In the saddle
- In the city
- Motorway and expressways
- Departmental
- Off road
- Part-cycle
- Braking
- Comfort / Duo
- Consumption
- Conclusion
- Colors
The English pocket knife
A pendant to the road version, the Tiger 800 XC is a trail full of good surprises. Its optimized non-bitumen capacities, a very successful design and the vigor of its three cylinders make it a sparkling everyday tool. More comfortable and in line with the requirements of possible adventures, this Triumph can take you far.
The manufacturer of Hinkley already had a road trail in its range, the Tiger 1050, which appeared in 2007. At the end of 2010, the English firm expanded its menagerie with two new beasts. One rather dedicated to roads, the Tiger 800 and the other displaying the best all-terrain inclinations, giving its name the suffix XC. The procedure will be the same for the Tiger Explorer 1200 and XC at the start of 2012. The brand from across the Channel is thus reviving part of its offroad history of the 50s and 60s, written with its 650cc machines. It also follows a sharply rising market for these versatile medium-displacement machines with the BMW F 800 GS in its sights..
Discovery
For 2013, the British adventurer made available to us notably sports a particularly attractive matt shade of Khaki Green..
Graceful and elegant, the Triumph can count on its aesthetic volumes to charm from the first meeting. Resolutely sporty, its style contrasts with its all-terrain vocation. Its sharp double optic, capped with a short bubble, gives it an unequivocal look, enticing its pilot. Under the lights, the Tiger points an angular beak extending around the fork shaft by perforated supports. Supporting these uprights, multiplying the elements, large scoops with complex surfaces, mixing curves and taut lines, enclose a prominent 19-liter tank. Well-sized, the two-part seat stretches the forms of the trail on a thin and slender stern. Two large handles, with a somewhat subtle design, a luggage carrier and a double row LED lights finish off the rear loop trim. Note that this is welded to the main structure.
Delicately curved in its lower part before spinning towards the steering column, covered with a mat black coating, the spine of the frame in steel tubes with split spar seems to run on the engine. Suspended from these nervous arms, the 799 cm3 boiler, double ACT and 4 valves per cylinder, takes center stage. However, its correct finish and a coating of its qualitative casings is diminished by the presence of too marked a few hoses. Based on the block of Street Triple and Daytona, the three-cylinder saw its stroke lengthened (report 74 × 61.9 mm). This limits its maximum speed and power to 94 hp at 9,300 rpm (against 128 hp for its cousins) in favor of torque (7.9 da.Nm at 7,850 rpm) and availability..
A profile that is actually more suited to her aspirations as an off-asphalt traveler.
The breath of the triple heart flows, on the right side, into a profiled silencer furnished with a large anti-burn protection.
Under the three-in-one exhaust, the cleverly designed aluminum swing arm pleasantly extends the sought-after aesthetics of the English trail and supports a chain transmission. Its movements are managed by a shock absorber mounted on rods, adjustable in preload and rebound. We regret a positioning of its cylinder almost contiguous to the engine, hardly facilitating the cooling of the fluid. The travel of the handset is greater than that of the road version (215 mm against 170 mm). The differences with the false twin are also numerous. Inverted type, the Showa 45 mm fork (41 mm for the Tiger 800) follows this offroad trend, being able to slide over 220 mm (180 mm). It is, however, devoid of hydraulic adjustment. The adventurer’s hunting angle increases by 0.6 °, or 23.7 °, as does its wheelbase: 1568 mm (1565 mm). The XC also has aluminum spoked wheels with a very distinctive 21 "front (against a 17" pair for the civilized version). Finally, an engine guard protects the collectors.
The braking equipment is identical to both models. Our Tiger therefore incorporates 308mm discs on the steering gear pinched by Nissin 4-piston radial calipers. The opposing retarder bites a 255mm element via a 2-piston caliper. A disconnectable ABS (option) monitors the decelerations of our test machine.
In the saddle
Despite its apparent height and a high saddle, the seat seems very accessible. Its narrowness largely attenuates a high altitude, providing a reassuring control of the balance for the youngest. The Tiger 800 XC also offers two settings, 845 and 865 mm, again different from the road model (810 – 830 mm), which requires offroad. However, make no mistake, the English is comfortable although it looks spartan. Stalled on the large pad of foam, the pilot enjoys pleasant ergonomics. The variable-diameter handlebar, 70 units wider (865 mm) and attached to longer saddles, accommodates the hands without straining the shoulders. The same goes for the limited flexion of the legs of the crew, whose feet rest on rubberized elements of good size. Small structural problem concerning the accompanying: the plates of these supports are welded to the rear frame, itself fixed identically on the main spars. Although made of steel (less expensive to repair), it would be better to avoid the heavy fall ….
With plastic protections, the levers are adjustable in spacing but the commodos have no controls on the handlebars that can scroll through the functions of the dashboard. This one, embellished with a typical "adventure" bezel, takes up the usual and efficient aesthetics of the Hinkley brand. A large analog tachometer stands alongside an equally generous digital window. This includes a readable tachometer, fuel gauge, gear indicator engaged, access to disconnectable ABS, clock and on-board computer. The latter displays odometer, double partials each grouping average and instantaneous consumption, journey time as well as a passage count in reserve..
Underneath this set, the neat but unadorned top tee accommodates a 12 V outlet to the side of the transponder switch. The inside of the fork crown, well streamlined, does not reveal any unsightly wires or other forgotten lugs. A rocker makes it possible to modify the inclination of the headlight in the event of a significant load, but the warnings are missing. We also regret the absence in series of a central stand supporting the long side support. It will be found as an option alongside the high screen, heated handles or other suitcases and long-range lights.
In the city
Starting quickly, the unit gives off the characteristic whistle of the English mid-size triple. Another point similar with its common origins to the roadster, its ease of taking turns is intact. But the exhaust also knows how to bark more in accordance with the vocalizations of off-road machines.
The slender feline dashes forward with a low growl. Its 220 kg ready to jump are now a distant memory. Because taming the Tiger, engine off, is more difficult. Its masses placed in height, particularly its tank, does not facilitate the maneuvers. On the contrary, as soon as it is set in motion, we benefit from a lively and efficient geometry in the city. The finesse of the machine and an excellent balance make it possible to play with lines of vehicles. In addition, its insolent and illegitimate turning radius in view of its genetics, is a pleasure in urban areas. The engine approval is not to be outdone, rewarding the pilot with muscular acceleration between each fire. Add to that a proverbial flexibility and a particularly soft selection and the XC would border on faultless. Nevertheless, some details annoy in the long run between the walls. The impression of hearing a snake’s nest and riding a "rocking stove" dampens the beautiful picture a little. If the appreciation of the melody can be subjective, the mass transfers are quite marked but even more objective, the feeling of the calories released in the summer, in an urban environment, is very real. On the other hand, driving in winter will be more pleasant.
The beautiful aspires anyway to freer horizons than her conception calls for. It’s time to leave the cage and go make the beast roar.
Motorway and expressways
Storming the tachometer, the Field Tiger swallows the ribbons of asphalt with long strides. Less alert after 8,500 laps and exceeding 200 at the limit of the red zone, the trail stabilizes at the legal level at 6,000 revolutions / minute. This value is suitable for dynamic reminders, even on the last report..
Although narrow, the standard screen provides adequate protection for the bust and head. Turbulence nevertheless hit the top of the helmet and the shoulders. At a faster pace, it will be necessary to bow down or invest in a more efficient windshield. Despite an adventurer’s physique, the heading remains good, without luggage, at more than 180 km / h. The carrying of suitcases and top case is likely to affect this maximum.
Although slightly perfectible, the overall comfort easily ensures long motorway stages without fatigue. Free from annoying vibrations, the Tiger 800 XC is well trained, usefully serving its master and also provided with wide-field lighting. Docile and gentle, would the Englishwoman be just a nice company machine? Certainly not !
Departmental
The secondary network ideally reveals the wild character of the XC. On the intermediates and at mid-speed, the pick-ups are aggressive and precipitate the pack of its 94 horses in the hunt for curves of all kinds. Stable in large curves and remarkably manoeuvrable in the tight ferrule, the Triumph leaves no respite course which it makes its prey. Its wide handlebars and the narrowness of its Pirelli Scorpion Trail 90/90 and 150/70 mounts make it a model of liveliness. Catapulted by its inertia-free boiler, the Tiger now roars, obscuring its shrill whisper of low revs and leaping towards its new target..
Precise, natural, the steering ensures faultless placement of the machine, aided by a frame of great rigidity. Going from one angle to another effortlessly, we will still note a slight blur of the front, most logical, during manly entries in turns, a corollary of long-travel stilts. However, the behavior is greatly improved by braking the relaxation of the rear combined. The trail becomes even more incisive and it is then the ground clearance that will limit your enthusiasm. Anyway, when the footrests rub, the rhythm is already well removed ….
Available, the three-cylinder gives the best of itself after 5,000 revs, always more angry when revving. Before this limit, its character remains more linear. Carving out the road more calmly, the crew then benefited from a reliable and efficient companion but always ready to play. Its suspensions give it first-rate damping, swallowing any defect in the road with mastery while the thick seat adds to the comfort on board..
The Tiger 800 XC proves a very strong dynamic heritage that the road version would highlight all the more. Braking is of the same type, progressive, enduring. The effective ABS, however, does not completely control the rear wheel locks when the latter is relieved on too strong decelerations. The associated caliper, however, well supports the front elements. No problem for the steering gear or the action of assistance, transparent, ensures the required safety, even off the bitumen where we are attempting an incursion.
Off road
Tires with a rather road profile, the Triumph quickly finds its limits, particularly on soft ground, in narrow passages. Its ergonomics do not allow an optimal position, with the handlebars too far from the pilot. Ditto for the high tank, accentuating the mass effect. In addition, the beautiful mechanical smoothness here strikes the slow evolutions. Even in first gear, it is difficult to manage the throttle as the block is indecisive, almost seeming to struggle in its search for downforce from the rear tire. On a more rolling zone, the Tiger regains his ease and makes his muscles speak, not hesitating to make his stern drift on frank acceleration. We will then try to keep our size in mind otherwise they will encounter perilous situations..
Part-cycle
Rigid frame, lively geometry, efficient suspensions, the Tiger 800 XC displays a formidable homogeneity. Imperturbable on any occasion, the trail can do almost anything, from the committed arsenal to the bucolic walk, from the crowded urban daily to the comfortable duo on a rolling track. Its agility is one of its major assets.
Braking
Powerful and progressive, especially since we have braked the rear hydraulics, the braking is up to the dynamic potential of the English. Engaging the brakes at the angle does not lift the Tiger XC in any way or cause the steering to lock. Another reason to attack with serenity ….
Comfort / Duo
The eventual passenger will find the Tiger 800 XC a pleasant ride. As much by the softness of the seat, the efficiency of the grab handles or the flexibility of the engine, thus avoiding jolts and collisions with the pilot, the wader from across the Channel invites to combine the ballads in duet. Only the high bubble option appears to be the essential accessory for long trips..
Consumption
Particularly variable, the appetite of the Triumph oscillates between less than 6 liters and a maximum raised of 7.5 liters, according to the style of piloting. Fairly correct value because the competition does better. However, its 19 liters on board allow stages of almost 300 km on average..
Conclusion
This Triumph has many faces. Consensual and useful during the week, it will be sassy and captivating during your sporting trips or compact and adventurous GT, solo or duo. Particularly attractive with its neat style and flawless finish, the Tiger 800 XC displays a versatile and distinguished personality. The set justifies a price of 10,250 € without brake assist and 10,850 € with ABS. Its more road-going twin will charge for the same versions € 9,250 and € 9,850. Finally, both benefit from a motorization giving them that extra soul and pleasure that charms over the kilometers..
The high-performance BMW F 800 GS, priced at € 10,370 and 11,085 with ABS, asserts other arguments. Less elegant, the German is much more efficient in all terrain thanks to a more agile and light cycle part. Its twin-cylinder is also more suitable for the most improbable crossroads. But in the long run, the roundness of the triple heart can make the difference.
Finally, we can mention the Suzuki V-Strom 650 ABS Urban claiming only € 8,399. Comfortable, the Japanese is however well below the dynamic performance of the other two.
Truly different from the Tiger 800, the XC traces its own destiny on the roads heavily used in the segment. In search of a versatile trail with assertive aesthetics, therefore track the wilder of the two English. The start of a great adventure may surprise you.
Strong points
- True trail
- Engine character and availability
- Agility of the chassis
- Sleek aesthetics
- Sound from mid-revs
- Comfort
Weak points
- Consumption in absolute terms
- Whistling of distribution in town
- Weight distribution when stationary and in slow offroad
The technical sheet of the trail Triumph Tiger 800
Colors
- Matt Khaki Green, Phantom Black, Crystal White.
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