Triumph Tiger 800
Triumph’s all-rounder in the test
Robert Lembke and his advice team would have had fun finding out whose brainchild the little Triumph Tiger with ABS is.
Triumph Tiger 800.
First of all, the Tiger succeeds not only in disguising its character, but also its origin, because you have to look very carefully to see no BMW F 800 GS in it. Which would already set the direction: a joy-giving universal genius.
This impression is underlined when you press the button on the right end of the wide, butted tubular handlebar. As it rightly says in the music scene: Only Dylan sings Dylan like Dylan, one has to confirm, only a triple sounds like a triple. This snotty, throaty growl, which changes towards a circular saw at higher speeds, is worth the purchase for some pilots. So musical talent is there. But if it was only about that, a Street Triple could do better. Because it turns much higher, pushes 108 hp at 11800 rpm and 69 Nm at 10100 rpm. The Tiger leaves it at 93 hp at a moderate 9800 rpm, but counters with 75 Nm, which is already applied at 7700 rpm.
The reason for this characteristic of the Tiger, which is better suited for cruising on country roads, lies in the massive increase in displacement. With the bore unchanged, the stroke grew from 52.3 millimeters by 9.6 millimeters to its 61.9. Together with modifications to the cylinder head and an adapted mapping, the increased displacement ensures textbook-like power and torque curves. Small delicacy on the side: -One of the programmers, obviously of Italian origin, smuggled the Fiat 127 sound app into the mapping, there is no other way of explaining the wonderful chatter and chatter when pushing from the stainless steel exhaust in the Euro 3 age.
In contrast to the 1050 triples, the six-speed switch box can be operated easily and precisely in both directions. The often criticized bonyness is missing. This is a good thing, because when you are moving quickly, the gear pairs often have to be re-sorted. A tribute to the long overall ratio and the slowed-down revving in the upper third of the speed. But the triple runs without annoying vibrations, gently accelerates and holds back with a test consumption of 5.3 liters. In combination with the 19 liter tank, the little Tiger can be ridden for a long time. This not only pleases reason-oriented contemporaries.
A pillion passenger also likes to ride with you, because both seats offer Europeans enough space, but the man behind constantly slides forward when braking and also complains about hard edges in the upholstery. The fact that two-man operation was not right at the front of the specification sheet can also be seen from the fact that even with the strut fully pre-tensioned – by the way, the only adjustment option for the chassis – the Tiger touches down quite early and roughly to the left with the side stand and the associated frame arm. If things go very badly, the side stand switch is even operated and the engine cuts out briefly. There is an urgent need for action here, especially since neither a driving license nor a life-negating driving style is required for this effect. The problem is of course not that big in single operation, but it is not out of the world.
Until then, however, the little tiger hisses exuberantly and precisely from radius to radius and the trainer would have nothing to complain about if he had not sat on the Honda Crossrunner, who was also present at the photo production. Like the Triumph, it covers the “somehow-so-adventure-crossover-like” market segment. Despite the significantly wider tires, it shows the Englishwoman where the hammer hangs in terms of handiness and steering precision. Likewise in terms of braking feeling. Not that the Tiger does its job badly, no, the ABS, available for 600 euros, works just as inconspicuously as it does well. There are neither pulsating levers, nor rising rear wheels, nor adequately long control intervals on bumpy terrain. But the brakes with their cheap double-piston floating calipers at the front just feels dull. Sport is definitely different.
In terms of chassis, the end of the flagpole has not yet been reached. As already mentioned, the setup options are limited to adjusting the rear spring base. The rather tight set-up is made for the speedy ride on third-class country roads, in dump mode, which cannot always be avoided, the fork and shock absorber tend to be reluctant to respond, which ensures constant pitching movements. There is also a little kid in the Tiger. The non-adjustable windshield also nods, in this case approving. It takes the pressure off the upper body, does not annoy you with undue volume and leaves the visor open at the lowest level even at high speeds. The pragmatist enjoys the adjustable hand levers, the well-equipped cockpit, which only lacks an outdoor thermometer and, oh yes, the shift light from the Street Triple would be nice too. Just as practical: the bright street lighting and the angled valves in the cast wheels. But he also wonders why both the rear frame and the pillion footrest are welded instead of screwed, why no straps can be threaded through the luggage rack and where the main stand is? At least it’s available for 199 euros extra.
At the end of a long day, you finally discover the secret of the tigers. For people who like to take the route, she is the good friend for every day, goes with everything, be it the motorway or gravel pass, strolling or burning, alone or with someone. Gives a lot, takes little. And to close with Robert Lembke: Which Tigerl would you like? Answer: Preferably one with an “R” – as Triumph has already done with the Speedy and Streety. May she soon enrich the market.
Technical data / HP rating
The Triple is not exactly a feast for the eyes, but it convinces with a velvety run, linear power output and a unique sound.
Three-cylinder in-line engine, four valves / cylinder, 70 kW (95 PS) at 9300 rpm *, 79 Nm at 7850 rpm *, 799 cm³, bore / stroke: 74.0 / 61.9 mm, compression ratio: 11.1 : 1, ignition / injection system, 44 mm throttle valves, mechanically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat, chain
Steel tubular space frame, steering head angle: 66.3 degrees, caster: 86 mm, wheelbase: 1555 mm, upside-down fork, Ø fork inner tube: 43 mm. Central spring strut with deflection, adjustable spring base. Suspension travel front / rear: 180/170 mm
Wheels and brakes
Light alloy cast wheels, 2.50 x 19 / 4.25 x 17, front tires: 100 / 90-19, rear: 150/70 R 17, first tires: Pirelli Scorpion Trail, 308 mm double disc brakes with double-piston floating calipers at the front, 255 mm Single disc with single-piston floating caliper at the rear, ABS
measurements and weight
Length / width / height: 2220/900/1350 mm *, seat / handlebar height: 840-860/1120 mm, handlebar width: 775 mm, 220 kg fully fueled, v./h .: 49.5 / 50.5%
Rear wheel power in last gear
62 kW (84 PS) at 200 km / h
Fuel type: Super unleaded. Average test consumption: 5.3 liters / 100 km, tank capacity: 19 liters, range: 350 km
Base price 9390 Euro (plus additional costs)
Well roared lion, uh tiger. Apart from the look, which is strongly reminiscent of the main Bavarian competitor, the Englishwoman is an independent appearance. The unique triple, which appears very reserved and like an electric motor, is style and character-forming. A little more aggressiveness should be. We’re waiting for the Tiger R. Otherwise, hats off.
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