2011 Triumph Tiger 800 Review — Riding Impressions of the 2011 Triumph…

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Triumph Tiger 800

2011 Triumph Tiger 800 XC My Take

2011 Triumph 800 XC Second Opinion Review: On the

The Triumph Tiger 800 XC, parked the lookout point overlooking the snake section of Mulholland

Photo © Basem Wasef

note that the on-road of the XC model ($10,999, $11,799 ABS) are affected by its dual-purpose tarmac-oriented riders will be served by the non-XC model $10,799 with ABS), is more of a sport touring as opposed to a hearty, ready-for-anything tourer. With 1.57 of added front suspension and 1.77 more inches of at the rear, the Tiger 800 XC offers compliance to cope with roads.

The front wheel has been to 21 inches, and both ends are in rugged Bridgestone Battlewing in contrast to the non-XC’s more Pirelli Scorpions. The resulting tweaks add 1.3 inches of seat for a total of 33.2 inches— more than my inseam. The XC gets a mudguard, radiator and handguards.

Step on the left and it’s easy to swing right leg over the Tiger’s section. Lifted off the side there’s a bit of natural suspension that allow your to reach pavement. Shorter may want to consider the pros and of taller seat heights. but five foot, eleven rider had no issues with the 800 XC, despite its tall and commanding at a standstill.

Triumph Tiger 800

The Tiger’s clutch requires effort and the shifter articulates easy clicks; once the 800 XC feels even lighter its 483 pound wet weight would Its mass sits low, translates to feathery steering and turning.

Merging onto the 405 freeway, a five lane interstate connects LA’s westside to the San Valley, the Tiger accelerates alacrity before settling in to a 70 mph its 94 horsepower triple humming at 5,500 rpm in top gear. At highway the Tiger’s small windscreen cut as much wind noise as I have hoped, but shoppers note that an adjustable windscreen is available from accessory catalog.

Onward to the the Tiger proved surprisingly of hanging with the significantly bikes in our group. despite its and height disadvantage. Though my bike’s adjustable handlebar was set a somewhat faraway reach, the welcomed aggressive canyon Turn-in was instant, and though was a bit of mid-corner suspension movement, the managed to handle the most of canyon roads with flickability.

Not surprisingly, the dual purpose-biased Battlewing tires created a few of uncertainty, especially up front iffy footing resulted bumps and cracks were big. Again, let’s that the XC’s mission is not focused, and those interested in single-minded abilities should the non-XC model. The Nissin worked well with feel and strong stops, I wouldn’t have minded an ABS-equipped model, especially threshold braking in the canyons.

Following an afternoon of slicing and stretches like Mulholland and Canyon, I hit the freeway and slogged my way through thick traffic. The tall posture made it to peer past cars and while its narrow profile an expeditious way to duck in and out of lanes. I a bit of soreness in my tailbone from the after a nearly full day of but long distance motorcyclists likely rummage the aftermarket for a cushier perch.

Triumph Tiger 800
Triumph Tiger 800
Triumph Tiger 800
Triumph Tiger 800

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