Triumph Tiger 800 (Tiger 800XC) Engine type
Liquid-cooled transverse triple Valve arrangement DOHC, 12 valves Displacement 799cc
Bore x stroke 74 x 61.9mm
Compression ratio 11.1:1
Carburation
Digital fuel-injection Maximum power 94bhp @ 9300rpm Maximum torque 79N.m @ 7850rpm Clutch Wet multiplate Transmission 6-speed
Front suspension
43mm [45mm] telescopic usd Showa, 180mm [220mm] travel, no adjustment Rear suspension
Showa monoshock, 170mm [215mm] wheel travel, adjustments for preload [and rebound damping]
Front brake
2, twin-piston Nissin calipers, 308mm discs, optional ABS Rear brake
Single-piston Nissin caliper, 255mm disc, optional ABS Front wheel
2.50 x 19in [21in]; cast aluminium [wire spoked] Rear wheel
4.25 x 17in; cast aluminium [wire spoked] Front tyre 110/90 x 19in Pirelli Scorpion [90/90 x 21in Bridgestone Battlewing] Rear tyre
150/70 x 17in Pirelli Scorpion [Bridgestone Battlewing] Rake/trail
23.7 degrees/86.2mm [23.1 degrees/91.1mm] Wheelbase
1555mm [1568mm] Seat height
810/830mm [845/865mm] Fuel capacity 19 litres Wet weight 210kg [215kg]
frame that resembles that of the Speed Triple but is made from steel rather than aluminium, for improved durability and potential for repair in remote locations. Minimal bodywork was chosen following comment at styling clinics in Spain and Italy, and to facilitate attachment of luggage. Suspension is a key difference between the two Tigers, notably in travel where the standard model has 180mm front, 170mm rear compared to the XC’s 220 and 215mm. Both models get non- adjustable Showa usd forks, with the basic Tiger having 43mm legs and the XC getting thicker, 45mm units with sliders made from higher grade aluminium for extra strength. The XC’s shock is a more sophisticated, remote-reservoir unit that can be adjusted for damping as well as preload.
Wheels are 19-inch front for the
Tiger and 21-inch for the XC, with 17-inch rears for both models. The XC has aluminium-rimmed spoked
wheels instead of the standard model’s cast, ten-spoke design. Brake specification is identical: 308mm discs and twin-piston Nissin calipers up front, with 255mm disc and single-piston caliper at the rear. Production of non-ABS models has already begun, with ABS versions due in February.
Simon Warburton. Triumph Product Manager “We decided to make two bikes right from the start of the project, because we thought the long suspension and tall seat needed for an off-road model would compromise the bike as a roadster. As it turned out, the XC is a much better road bike than I thought it would be. We always planned to use a bigger capacity than 675cc. When the project started in April 2007 it was 770cc, then after a couple of months we knew BMW would come out with an 800GS so we decided
to go to 800cc to go head-to-head with them. It seemed silly not to, because above about 700cc we needed new crankcases anyway so going to 800cc didn’t make any difference to how many new parts were required. Regarding the specification, we had to bear in mind the price points we were aiming at and the competition we were up against. We could have thrown a lot at it: an adjustable screen, radial brakes, fully adjustable suspension and electric stuff. But that would have made the bike significantly more expensive to make, and it wouldn’t have needed all that against its competition. If the Tiger does well, a luxury version is something we’d consider. Did we consider a larger capacity model to compete with the R1200GS and Multistrada? When we did the Tiger 1050 the decision was to make it a fully road optimised model, and it’s a difficult challenge when you’ve done that
to then make an off-road version. Certainly on the Tiger 800 it was a big challenge to the chassis team to get a frame and swing-arm that would work on the two versions we have here. If we’d done a version with a 17-inch front wheel, that would have more heavily compromised one of the other options. We could do an off-road version of the Tiger 1050, but it wouldn’t be the best bike it could be. So we’d prefer to start again with a new chassis. That would take at least two years, and it’s not on the cards at the moment. The big enduro market is dominated by BMW, and our Tiger has now slipped to fourth behind the Multistrada and KTM’s SM990T. It’s a big and profitable market but we have to prioritise. We’re hiring engineers every month and will have 200 in the R&D department at Hinckley by next year. But we don’t have enough resources to develop everything at once.”
The ROAD Mar/Apr 31
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