encourages plenty of revs even if it’s so strong lower down that working it that hard brings no great advantage. The Triumph is good for a genuine 130mph although a more relevant statistic is perhaps that it cruises at an indicated 85mph with just 6000rpm on the clock, due to gearing 12 per cent taller than the Street Triple’s.
That long-legged character will help fuel economy and range, both of which promise to be good. I averaged 45mpg, which in combination with the respectably large, 19-litre tank would give a realistic range of about 175 miles. (Further evidence of Triumph’s thoughtful design is the plastic tank protector, which can be replaced relatively cheaply if damaged.) Equally importantly, the complete lack of twinges from my rear end suggested that the Tiger will prove comfortable enough to make long distances enjoyable. One aspect that wasn’t put to test was its suitability to be loaded up with luggage and even a pillion, and ridden the 1000 miles or so back to Hinckley. But the Tiger did enough to make me think it would have handled that trip equally well — and that Triumph’s new- generation triple is an outstanding all-rounder.
Tiger 800XC
After a memorable day on the XC, it’s difficult to decide which aspect of the dual-purpose Triumph’s personality is more impressive: its off-road ability, which has seen it devouring rough trails with nonchalant ease; or the enjoyably quick way it handled the smoothly surfaced roads en route to the dirt tracks. One thing that’s for sure is that potential Tiger owners who have an opportunity to ride off-road would do well to opt for the XC, then spend a bit more on spare wheels with knobbly rubber. That lesson was learned following the launch’s midday coffee stop, where we arrived with the Triumph’s standard Bridgestone Battlewing tyres warm to their sidewalls after a fast and enjoyable ride on the twisty, almost deserted roads. While we paused to catch breath and drink coffee, Triumph’s mechanics bolted on new wheels with knobbly Metzeler Karoos.
On the short stretch of road that followed, the softly inflated Karoos (which have a recommended maximum speed of only 100km/h) hummed loudly and gave the Tiger a very vague cornering feel. But once we reached the looser surface of gravel and sand, the knobblies came into their own. The Triumph immediately felt very confidence inspiring for what is a sizeable streetbike. Its three-cylinder engine’s effortless low-rev flexibility combined with the XC’s excellent chassis to make it impressively manageable off-road. All the features that distinguish the two Tiger 800 models are intended to boost its off-road suitability. Along with its hand guards and that front mudguard beak (which Triumph almost didn’t use, because they were worried it was too closely associated with BMW’s GS, although Suzuki’s DR Big had one years earlier), the XC gets a subtly different look from its wire-spoked, aluminium-rimmed, 21-inch Excel front wheel. Less obvious differences include extra trail and 13mm longer wheelbase
(due to longer forks and drive chain; the frames are identical), designed to increase stability. The XC replaces the standard model’s 43mm usd forks for thicker 45mm units that are made from higher grade aluminium for extra strength. It has extra suspension travel at both ends (220 and 215mm front and rear, instead of 180 and 170mm), and its rear Showa unit has a remote reservoir and is adjustable for damping as well as preload.
One of the key changes is that the longer suspension shifts the seat up by 35mm, giving a significantly taller seat height of 845mm in the lower position. Being tall I could get both feet on the ground quite easily, but this will be a concern (or possibly a deal-breaker) for shorter riders. At least the XC felt just as light and agile as the standard Tiger once it was rolling, as at 215kg wet it’s just 5kg heavier. Nor was I conscious of a significant difference in the riding position. The XC’s bar-to-seat height is unchanged, though its one-piece alloy handlebar is slightly further forward and 32mm wider.
On that first road ride the XC took very little time to confirm that it was just as well set-up as its more street-biased sibling. It soaked up road bumps, barely seeming to notice even when ridden over the traffic humps with which some village streets were littered. And when the pace rose on the smooth and dry back roads it was well up for some bend-swinging action.
the XCʼs off-road ability added a dimension that some riders will exploit with epic trips to far-off, inaccessible destinations
Inevitably the extra suspension travel was noticeable at times, with slightly more dive under hard braking and a touch more dip of the rear end under acceleration. But just as with the standard Tiger, both ends’ well chosen spring and damping rates combined to keep the Triumph feeling remarkably stable and controllable. The XC also adds the option of being able to adjust shock damping (one adjuster affects mostly rebound but also compression), which allowed slightly firmer settings for the return trip along the same twisty roads.
Some riders expressed a definite preference for the standard Tiger’s handling on the road, but personally I thought the two models’ roadgoing performance similar enough to be hardly worth worrying about. The XC with its larger diameter front wheel and slightly more trail (though its rake is a touch steeper) needs a slightly more deliberate rider input to lean it into a turn, and once there it doesn’t quite have the precision of the standard Tiger. But it still cornered well enough to be really good fun. And of course, the XC’s off-road ability added a dimension that some
30 The ROAD
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