Top test: Triumph Tiger 800

Top test: Triumph Tiger 800
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Top test: Triumph Tiger 800

Top test: Triumph Tiger 800

Top test: Triumph Tiger 800

Top test: Triumph Tiger 800

24 photos

Top test: Triumph Tiger 800
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Triumph Tiger 800: The three-cylinder engine generates 95 hp at 9300 rpm from 799 cubic meters.

Top test: Triumph Tiger 800
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Triumph Tiger 800 XC

Top test: Triumph Tiger 800
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Triumph Tiger 800 XC with accessories: exhaust from Arrow.

Top test: Triumph Tiger 800
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Triumph Tiger 800

Top test: Triumph Tiger 800
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Triumph Tiger 800

Top test: Triumph Tiger 800
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Triumph Tiger 800 XC

Top test: Triumph Tiger 800
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The off-road version of the Triumph Tiger 800 bears the suffix XC and, compared to the road version, has more suspension travel and a 21-inch wire-spoke front wheel.

Top test: Triumph Tiger 800
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Triumph Tiger 800 XC

Top test: Triumph Tiger 800
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Triumph Tiger 800: Triumph specifies 79 Newton meters at 7850 rpm as the maximum torque.

Top test: Triumph Tiger 800
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Triumph Tiger 800 XC: What both models have in common is an optional ABS that can be switched off.

Top test: Triumph Tiger 800
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Triumph Tiger 800 XC

Top test: Triumph Tiger 800
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Triumph officially presented the new Tiger 800 travel enduro at the Eicma.

Top test: Triumph Tiger 800
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Triumph Tiger 800

Top test: Triumph Tiger 800
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Triumph Tiger 800 XC

Top test: Triumph Tiger 800
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Triumph Tiger 800 XC – seat height: 845 to 865 millimeters.

Top test: Triumph Tiger 800
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Triumph Tiger 800 XC

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Triumph Tiger 800 – seat height: 810 to 830 millimeters.

Top test: Triumph Tiger 800
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Triumph Tiger 800 XC

Top test: Triumph Tiger 800
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Triumph Tiger 800: With a tank capacity of 19 liters, nothing stands in the way of the big tour with the (basically not that small) new Tigers.

Top test: Triumph Tiger 800
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Triumph Tiger 800 XC

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Triumph Tiger 800

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Triumph Tiger 800

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Triumph Tiger 800

Top test: Triumph Tiger 800
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Triumph unveiled the Tiger 800 travel enduro at Eicma in Milan.

Top test: Triumph Tiger 800

The new adventure bike from Triumph in the top test

Triumph’s newest breed, the Tiger 800, is poaching in the area of ​​medium-sized adventure bikes. Does the competition teach fear there, or is it just purring satisfied under all conditions? Maybe she can do both?

D.December 2010, somewhere in the south of France. The rest of the country is drowning in snow. But the sky here shines blue. Provence, that means endless avenues of plane trees and in the evening a pastis as an aperitif. But also pine trees and wild thyme. It smells of spring. And yet it’s freezing. White limestone cliffs contrast with red earth, evergreen holm oaks pass by like in the film. Small, winding roads wind up the hills and small mountains. Welcome to tiger land.

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Top test: Triumph Tiger 800

Top test: Triumph Tiger 800
The new adventure bike from Triumph in the top test


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Comfortable. Even tall guys ride the tiger comfortably. The knee angle on the large, somewhat hard back seat is really relaxed.

While all recent Triumph Triples were considered to be exemplary elastic, the 800 series sets new standards again. Right at the bottom he climbs in vigorously. At low speeds, there is always between ten and 15 Newton meters between the small and the larger triple. The torque plateau is extremely broad. Triumph has bred it for pulling power with a longer stroke than the 675.

Smooth, very smooth, the 800 comes from the clutch, which can be pulled as smooth as butter, which, however, is pushed to its limits and at some point no longer separates well. The three-cylinder hangs on the gas precisely and with little load change. Engage third gear at 30 km / h and fourth at 40 km / h. The downside of being good-natured: turning down is less fun – and makes sense – than with the 675 engine. He just kicks more, is much livelier. Wheelen like the little sister, just accelerating, the 800 doesn’t do that, keeping her front paw nicely on the ground. It does not develop any noticeable additional boost at the top. On the contrary, the three-chamber heart subjectively runs out of breath. The full 95 hp, measured 93, is almost never needed. Strength and weakness at the same time.

The 800 Tiger is more likely to extend its claws between 2000 and 6000 tours, while the 675 Street Triple does between 6000 and 10,000. That’s a good thing, because a sharp increase in performance would not have suited the off-road concept, which the second, high-quality tiger breed called the XC is even more committed to as a real enduro. But the standard version also benefits from the good manners of the three-cylinder. This includes low vibrations, in the lower half of the speed it never tingles annoyingly. The balancer shaft does a good job. And the software brings soft response and low consumption under one roof. compliment.

Those who respect traffic rules only burn 4.5 liters of premium gasoline per 100 kilometers. A lot of power, little fuel, good for the environment, your wallet and your conscience. The easily shiftable transmission also contributes to the economy. The ratio of the first gear is long, the following gears are closely spaced. According to Triumph, the long sixth gear reduces the engine speed by twelve percent compared to the 675 Street Triple at the same speed. However, the Tiger struggles to achieve the specified top speed of 210 km / h on the autobahn. With its large 19-liter tank, the Tiger has an impressive 422 kilometers of operating range on the country road.


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Wiry, technoid, the Tiger stands on 19 and 17 inchers. Colored areas are minimal, only the tank and front fenders are painted.

Great, because driving is a source of joy. Which is not least due to the sound. It hisses and roars like a big cat from the high-grade stainless steel damper. In addition, it purrs smokily in push mode. You never want to stay there again. Especially since the seating arrangement that is perfectly integrated into the motorcycle is tailor-made for the tiger trainer. The 81 centimeter wide, conically tapering aluminum handlebars are easy to hand. The thick, rotatable clamp looks solid. This allows the handlebar to be moved further forward in a second step. That relaxes even more and gives you more feeling for the front wheel.

The driver’s seat can be adjusted in height by two centimeters in two stages; Easy and quick to do by repositioning a pole. Makes a respectable 84 or 86 centimeters seat height. If that’s too much for you – after all, the cuddly cat should also beguile plenty of women – you can order a two centimeter flatter accessory seat. The compromise seems to have been successful, because even tall riders enjoy sufficient distance from the footrests. These carry a removable rubber pad and serrated steel underneath for the terrain. The knee angle is even more comfortable for the passenger. The handles are well shaped, only the back seat got a little hard.

Break at a baguette stall. Time to look the tiger in the cat’s eyes again. Bright twin headlights that shine as a group are a brand-specific distinguishing feature of Triumph. They can be adjusted, praiseworthy, praiseworthy in the light range. Furthermore, the Tiger 800 carries various typical characteristics. For example the well-stocked cockpit with temperature and gear display, clock and information on consumption and remaining range. More technoid than animalistic, the kitten leans on its side stand, a main stand costs extra (199 euros). Likewise an adjustable clutch lever for 33 euros.


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Smoke signals from a velvet paw. As long as the Tiger goes stalking without ABS, it smokes when braking hard.

Few paint surfaces allow a clear view of the cage of the frame grille. In terms of style, the repair-friendly tubular frame made of steel is based on the typical appearance of Triumph light metal frames à la Speed ​​Triple. The course of the frame over the engine and the double-pull design appear jagged. But there are plenty of lashing options for luggage. A marginal aspect, more important is that the Tiger builds narrow between the legs of the seated driver, when standing and when driving while standing. The Tiger is easy to control and direct on unpaved terrain, such as a gravel path. Trial-like passages are a pleasure because the balance and interaction of all components is right.

If you really want to complain, please: The large turning circle makes it difficult to turn around on the smallest of streets. And in long drawn-out, very brisk corners, the neutrality is over. Then light counter-pressure on the inside of the handlebars is necessary to keep the 800 on course. Otherwise, the tiger tends to look for a larger radius. But beware. In very deep inclines, the front sometimes suddenly folds down. So be on the lookout for a sporty driving style, don’t overdo it. Especially since the side stand mounts on the left. And quite early if you haven’t fully preloaded the central spring strut.

Otherwise, the chassis does not offer any setting options. Too bad. Because the 43 mm upside-down fork does not respond well in the cold. Its extremely high breakaway torque and overdamped set-up are already noticeable when the vehicle is stationary. When you try to push the front in, precious little happens. Then it bucks a little on furrowed sections. You can rely on the grip of the tires, Pirelli Scorpion Sync. You will not be disturbed by wet sections. The brakes lack the last bit of bite. You should be a little more vehement. So it is a difficult matter to feel your way up to the blocking limit with the somewhat blunt layers of the discs. The optional ABS was still missing on the test machine, it will only go into production from February 2011 and will cost 600 euros.

The bottom line is that Triumph has put a great all-rounder on the wheels with the Tiger 800. Anyone looking for a good-natured, comfortable and well-equipped adventure motorcycle for everyday use will definitely be happy with the cuddly Tiger 800.

Click here for the video of the driving report:

Rating & Conclusion


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With this cat you can go into the sunset with joy.

The Triumph Tiger 800 is an easy-to-handle, everyday strong and comfortable all-round motorcycle. Well equipped, cleverly designed. Despite simple brakes and simply knitted spring elements, it is highly functional. This promises successful forays into the territory of the new middle class. Important for Triumph fans: The 800 triple does not replace the livelier 675. It complements it perfectly.

MOTORCYCLE scoring

Category engine:
Lamb pious. The Tiger is as strong as a bear in the speed basement, but around the top she runs out of breath during the sprint. It’s just not a cheetah, but shines up to a speed of 140 with good torque in sixth gear. Almost atypical for Triumph, the gearbox shifts very smoothly. The clutch is also easy to operate. However, it separates worse after repeated hard acceleration. Vibrations and load change reactions are low.
(Total: 162 of 250 points)

Category chassis:
Simply good. The rather simply knitted chassis works great: New top test reference for enduros! The handiness inspires, steering precision and stability in curves are perfectly fine. The Tiger runs well straight on the alien autobahn. The setting options for the chassis are low; only the spring base at the back is adjustable. In cool weather, the upside-down fork should respond more finely. And generally put on the side stand later.
(Total: 163 of 250 points)

Category everyday life:
The tiger sweeps through the everyday jungle with confidence. Bed your driver well, a passenger decent and saddles an enormous 215 kilograms payload. On the country road, she doesn’t have to go back to the water until after 422 kilometers. Well equipped, it shines brightly at home at night. What is she missing? Hazard warning lights, adjustable clutch lever and center stand. The turning circle should be smaller, the not always high-quality workmanship a tad better.
(Total: 171 of 250 points)

Category Security:
Braking effect and dosage could be better. When looking for the maximum possible braking force, the optional ABS will certainly help at 600 euros. Hardly against a decreasing bite with frequent braking. When braking in an inclined position, the Tiger remains unimpressed in low flight.
(Total: 90 of 150 points)

Category costs:
Cheap. Moderate fuel consumption, advantageous insurance class and, above all, low inspection costs (10,000 maintenance intervals!) Leave the overdraft facility untouched.
(Total: 66 out of 100 points)

Overall rating: 652 out of 1000 points

Price-performance rating: 1.3
A great note. For a base price of 9140 euros, the little Tiger offers a lot. Except for ABS – you should definitely add this 600 Euro surcharge.

Technical specifications


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The tubular steel frame (here the XC) holds the triple in place; the stern is welded.

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 Ø 44 mm, regulated catalytic converter, alternator 645 W, battery 12 V / 14 Ah, mechanically operated multi-disc oil bath clutch, Six-speed gearbox, X-ring chain, secondary ratio 50:16.
Bore x stroke 74.0 x 61.9 mm
Displacement 799 cc
Compression ratio 11.1: 1
rated capacity 70.0 kW (95 PS) at 9300 rpm
Max. Torque 79 Nm at 7850 rpm

Landing gear:
Steel tubular frame, upside-down fork, Ø 43 mm, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, double disc brake at the front, Ø 308 mm, double-piston floating calipers, disc brake at the rear, Ø 255 mm, single-piston floating caliper.
Cast aluminum wheels 2.50 x 19; 4.25 x 17
Tires 100 / 90-19; 150/70 R 17
Tires in the Pirelli Scorpion Trail test

Mass and weight:
Wheelbase 1555 mm, steering head angle 66.3 degrees, caster 86 mm, spring travel f / r 180/170 mm, permissible total weight 435 kg, tank capacity 19.0 liters.

Service data:
Service intervals every 10000 km
Oil and filter change every 10000 km / 3.7 liters
Engine oil SAE 10W40 or 15W50
Front fork oil Showa SS8 (SAE 10)
Spark plugs NGK CR9EK
Idle speed 1200 ± 50 / min
Tire air pressure v / h 2.5 / 2.9 bar
guarantee two years
Colours White, black, yellow
price 8790 euros
Price test motorcycle* 8918 euros
Additional costs around 350 euros

*Incl. adjustable clutch lever (33 euros) and hand protectors (95 euros).

MOTORCYCLE measurements & Performance chart


Drawing: archive

The performance diagram of the Triumph Tiger 800.

Balanced character. The power increases linearly with the speed. Always predictable, but without a particular kick and only moderately easy to turn. No wonder: between 2500 and 8000 revolutions per minute, the torque increases by just five Newton meters. A torque curve is otherwise only so flat with electric motors.

Performance:
Top speed*: 210 km / h

acceleration:
0-100 km / h 3.7 sec
0-140 km / h 6.6 sec
0-200 km / h 22.0 sec

Draft:
60-100 km / h 3.9 sec
100-140 km / h 4.7 sec
140-180 km / h 8.3 sec

Speedometer deviation:
Effective (display 50/100) 48/97 km / h

Tachometer deviation:
Display red area 10000 / min
Effective 9900 rpm

consumption:
Country road 4.5 l / 000 km
Theor. Range of the country road 422 km
Fuel type super

Mass and weight:
L / W / H 2220/900/1350 mm
Seat height 840/860 mm
Handlebar height 1120 mm
Turning circle 6540 mm
Weight with a full tank 220 kg
Payload 215 kg
Wheel load distribution v / h 50/50%


Driving dynamics

Handling course I (fast slalom):

Lap time  19.8 sec
Reference Ducati Multistrada 1200 S  19.9 sec
Vmax at the measuring point  114.4 km / h
Reference Ducati Multistrada 1200 S  108.0 km / h

Wide handlebars, a high seating position and narrow tires make the Tigers very easy to navigate through the pylon course. The gentle and even use of power at the turning point gives good feedback. The righting moment when braking in an inclined position is low. All of this makes the moderately heavy Mini-Tiger the new reference for broad-shouldered, enduro-like motorcycles.


Drawing: archive

The brake measurement diagram of the Triumph Tiger 800.

The ABS-free Tiger requires a high level of concentration when measuring the brakes. There is a fine line between maximum deceleration and a stationary front wheel. This is due to the insensitive, appealing fork, somewhat bluntly adjustable double-piston floating saddles and the narrow enduro tire.

Brake measurement from 100 km / h:

Braking distance  42.5 m
Reference BMW K 1200 GS
 39.4 m

* Manufacturer information; 1MOTORRAD test course, values ​​from the brake test from the three best driving tests averaged; Reference: motorcycle from the respective category with
the previous best values

Noticed

positive

  • Cranked tire valves at the front and rear make checking the air pressure child’s play
  • Unlike most other Triumph three-cylinder engines, the little Tiger has a (large) sight glass for reading the oil level instead of a cumbersome dipstick
  • By turning the handlebar clamp, the wide aluminum handlebar can be locked in two positions, further forwards or backwards, depending on the stature
  • Immobilizer offers theft protection in unsafe areas
  • The complete exhaust system is made of stainless steel – rustproof

negative

  • If the strut is tilted and the strut is not pre-tensioned, the side stand and its arm touch down to the left – risk of being levered out
  • The brake pedal is made from the cheapest stamped material. Otherwise, some detailed solutions are of a rustic nature, make plastic parts heavy on metal, the shock absorber is fully in the spray area

The 800 triple in detail


Drawing: archive

The large air filter box of the 800 three-cylinder engine correlates with the voluminous silencer.

From the beginning, two different Tiger versions were in the specifications: The road-oriented Tiger has a 19-inch front wheel and shorter suspension travel. The more off-road XC version, which is shown stripped below, has wire-spoke wheels instead of cast rims, a 21-inch front and longer-stroke suspension elements – including a 45 instead of 43 upside-down fork. Furthermore, a wider handlebar, duckbill mud flaps and hand protectors as standard. Either way, for stress-free travel on and off the asphalt, the new engine should offer even more pressure from below than the fine 675 three-cylinder of the Street Triple.


Drawing: archive

The 14 Ah battery and powerful alternator should serve a large number of (optional) consumers.

For this torque-oriented characteristic the triple of the new 800 tigers is not a drilled out 675. Instead, the increase in displacement to exactly 799 cm3 with the 74 bore unchanged results from an increase in the stroke from 52.3 to 61.9 millimeters. At the same time, there was new software for the ignition / injection system and a limitation of maximum output such as rated speed to 95 hp at only 9300 rpm. A 34 hp throttle kit can be found in the accessories program for 41 euros. The combustion chambers, in which the mixture is compressed to 11.1, are ventilated by two 30.5 millimeter inlet valves and 25.5 millimeter outlet valves. Throttle valve bodies with a diameter of 44 millimeters are used, the same as on the Daytona 675 super sports car. The Tiger exhales through a three-in-one stainless steel system with a high-grade stainless steel silencer. The voluminous catalytic converter sits close to the engine. This is why very hot exhaust gas flows through it, which means that a secondary air system can be dispensed with thanks to good catalysis rates.

Top test: Triumph Tiger 800

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