Trail – Tiger 800 XRx test: the little roadster of Triumph – MNC on the back of the little Tiger Triumph

Posted on by admin

Tiger 800 XRx test: the little roadster from Triumph

Trail - Tiger 800 XRx test: the little roadster of Triumph - MNC on the back of the little Tiger Triumph

Successfully launched in 2010, the Triumph Tiger 800 are updated for 2015. Site has tested the new and high-end models of the English trails, here is the test of the road version, the new Triumph Tiger 800 XRx.

MNC on the back of the little Tiger Triumph

While climbing on the new Tiger 800 XRx, Site notes that the handlebars do indeed seem a bit higher (not particularly further away, however) and that the arms naturally extend to grab it. The legs, for their part, remain pleasantly "relaxed".

The general position therefore remains very appreciable in town – as on the road – because the driver has the reassuring impression of dominating the traffic. The comfort saddle delivered as standard on the XRx is welcoming: not too high (810 or 830 mm always), it is quite thick and soft.

Particularly "soft" too, the three-legged allows the Triumph trail to circulate quietly in the city center on the third report. The connection – wireless – between the throttle and the rear wheel is impeccable. Ditto for the gearbox, even more pleasant to handle than the old one thanks to its new super fast selection.

In "Road" mode, small rotations of the right grip result in somewhat timid acceleration. But beware: by frankly opening the throttle and past 4000 rpm, the Tiger 800 leaps quickly, even more than a Street Triple 675.

Despite – or thanks to ?! – the multitude of small touches made to the engine, the 2015 model – announced not to consume much fuel – shows the same character as that of 2010: muscular for some, bland for others, linear or considerate, a little disappointing or perfectly suited … It all depends on the pilot and his expectations !

At Site, we appreciate above all the phenomenal availability of the English watermill. The Tigress is perfectly domesticated: she always accepts to cross the villages at walking pace in sixth gear – less than 35 km / h at idle – then sets off again at a gallop without flinching.

The cycle part goes hand in hand with the engine: the 19-inch front wheel is easily steered thanks to the wide handlebars, while the smoothness of the two tires makes the bets on the angle obvious and reassuring. Even bikers who have never put their butt on a trail will feel comfortable.

We spin from one street to another with disconcerting ease: for a motorcycle announced at 213 kg all full, the Triumph is damn agile. Confidence being quickly installed, Site therefore moves on to the following subject: the ABS and TTC test on the ice rink roundabouts (!) Of Marbella.

The Pirelli Scorpion Trail which fit the Tiger "of road" (Bridgestone Battle Wing equip the XC and XCx) may well be excellent tires, the excessively reduced grip of the dusty Spanish streets allows us to analyze the work of electronic assistance…

By braking sharply, the pilot feels the ABS intervene quite early on the rear wheel. The mass transfer on the front is not brutal but it is enough to lose the rear grip. The brake pedal hardens while the central ABS takes over and avoids everything. Good job, so.

By brutally gripping the right lever only, we in turn surprise the front tire but the result is always satisfactory: the control does not hit the fingers while the motorcycle brakes in line and runs … Much shorter than a motorcycle lying on her side !

At the exit of these dirty roundabouts – and without even going to look for the white stripes – a strong acceleration in second gear invariably leads to an intervention of the traction control, also installed as standard on all Tiger 800s..

Here again, the observation is very positive for the new Triumph since it does not drift by a centimeter. Everything goes smoothly: the engine speed decreases rapidly but not violently, then gradually increases in the following second.

The "Rain" setting of the handle – which can only be selected in Rider driving mode (personalized mode, read our technical point) – makes the engine smoother when opening the throttle. But it seems quite futile, as the Tiger 800 is docile in "Normal" setting..

Even in "Sport" setting, the Triumph beast responds wisely to the orders of the tightrope walker on two wheels. There is therefore no risk of the latter falling, even when inadvertently driving on a puddle of diesel or on a banana peel, since the TTC is watching. !

The suspensions did not change in 2015, and that’s good: in town, the Showa fork and shock absorber swallow speed bumps and potholes with impressive efficiency. On the road, small imperfections in the tarmac are carefully absorbed … just like heavy braking!

The X Factor UK 2015

The magnificent roads leading to Ronda have indeed allowed us to exploit the full potential of the small Triumph trail. The opportunity to (re) check the very good behavior of the front axle, which does not sink excessively around the pins.

In the curves more open this time – but which can close suddenly … -, the Tiger 800 XRx allows you to improvise. Take back the right lever a little, put on a hint of gas – smoothly -, add – again and again – from the angle: anything is possible.

By driving in a smooth way – but not "cool" for all that! -, it is possible to maintain a rhythm … impressive, if we are to believe the dumbfounded looks of the biker gang as we pass in front of their cafe-restaurant posted in the middle of a superb curve !

Solo and without luggage, the ground clearance of the Tiger in the middle of a turn remains largely satisfactory. Only bikers who are used to breaking their trajectories may possibly have their footrests scraped..

The rear end of the Tiger is at least as good as the front end. The compromise between comfort and rigor is excellent: the motorcycle erases all of a sudden the ugly connections and transmits without more rebound all the power of the engine to the ground.

It can be tempting to make the 3-cylinder roar above 9,000 rpm, but it’s not very useful. Keeping the tachometer needle between 4,500 and 7,000 rpm already gives access to hairy pickups … and saves gasoline !

This is how the on-board computer of the motorcycle tested by Site showed at the end of the route (180 km of small and large roads still twisty!) An average consumption of 5.4 l / 100km, against more than 6 l / 100km for many colleagues (up to 6.6).

MNC, however, did not twiddle his thumbs and followed like all his little comrades the excellent pace of the opener Triumph. Le Journal moto du Net also tested the "Sport" mode of the handle, in which the motor is a bit more responsive on the first degrees of opening but is not more demonstrative thereafter.

Nois readers who hoped to benefit on the new Tiger 800 2015 from the services of a "big 675" will remain hungry … and on their Street Triple, more angry but more hollow and much less suitable for long journeys !

With an impressive list of equipment, the XRx version does not disappoint in use. The portion of the motorway taken during this press launch was too short to really take advantage of it, but the “cruise control” system turned out to be simple to trigger and precise..

Fixed in the high position, the bubble deflects the air just above the pilot’s head (1.80m in this case). The headset is no longer tossed about by the wind and the sound level inside drops instantly. The shoulders are always protected, as are the hands. What to chain the terminals while whistling happily…

Unfortunately, the 3-cylinder also whistles, and too loud … Covered during acceleration by the roar of the pot and the rattle of the air box above 7000 rpm, the whistle is too present when the Tigress gallops at 130 km / h, set at 6000 rpm on the last gear.

This is where the main flaw of this Tiger 800 lies: the turbine sound, which can be appreciated on a sporty roadster, becomes boring and tiring in the long run on a trail that plays the role of midsize road in the range. Triumph

Undoubtedly less incisive and explosive than would be a "Sprint ST 675" (or 800?!), The Tiger 800 XRx offers in the meantime a remarkable compromise allowing to link the pins in mountain without tiring itself or to worry big curves in the plain without fear.

The rollers-always-and-in-all-weather will be able to reproach him for not having a gimbal, but the Tiger 800 XRx makes up for it by taking on board a central stand which greatly facilitates the maintenance of its chain..

An important point for this motorcycle which represents 70% of Tiger 800 sales in France (30% for the XC therefore, against a 50/50 mix in all the markets covered by Triumph) and which will be appreciated over the miles, not only on the road but also in town. Word of MNC !

The Tiger 800 XRx will arrive early next year – maybe Christmas for the wiser! – in the price of 11 390 €, ie 1200 euros more than the "basic" Tiger 800 XR without central stand, handguards, adjustable screen, cruise control and comfort saddle.

For comparison, the current Tiger 800 ABS is displayed on the Triumph site at € 9,890. It is 300 euros less than the XR certainly, but the fuel savings will quickly have closed the gap … Not to mention the cost of a possible loss of the rear on a nasty white strip (no traction-control on older Tiger 800s!).

Related articles

Leave a Reply

Your email address will not be published. Required fields are marked *