Triumph Tiger 800 — Bike Reviews & News — Bikesales Mobi

17 Май 2015 | Author: | Комментарии к записи Triumph Tiger 800 — Bike Reviews & News — Bikesales Mobi отключены
Triumph Tiger 800

Triumph Tiger 800

The more version of the middleweight adventure follows the same script as the – effortless to ride yet extremely

Torquey engine



Non-adjustable front

Pants-melting exhaust

Unlike its namesake, the Triumph Tiger 800 is an It’s true that it regularly … bitumen in its search for something meaty but also happy devouring roads, unsealed and the even the odd surface.

Content grazing or Triumph’s all-new Tiger 800 bike makes a very impression, due in large part to the Simply put, it’s a

This is the kind of motorcycle effortless to ride, but rewarding at the time and boasts the kind of that could take you one side of this giant continent to the other.

Spending time astride the Triumph’s adventure bike, the second is one of refinement. The bike feels bolted together, the engine is smooth yet has a significant mid-range and it handles remarkably well so well in fact that I stop grinning after an blast through the hills.

And a few days in the saddle it was smaller that began to stand the adjustable seat height, the headlight angle, the powerful and AUX power socket. It was these features along with like several tie-down points beneath the pillion that make the bike appealing in the long run.


Released in with the Triumph Tiger 800 XC, or Country, the Triumph Tiger 800 is of a road-biased machine, featuring alloy wheels in lieu of rims, and a smaller 19-inch wheel as opposed to the XC’s jobbie. Firmer and shorter front and rear suspension suits the Tiger 800s

If you’re torn between the 800 and the Tiger 800 XC, I don’t envy you it’s a tough choice. My would be the road-biased Tiger 800 as I do off-road riding by and large and scratching.

Priced at $14,390, the Triumph Tiger 800 represents value for money, as does the model which costs grand at $15,390. The 800cc BMW F 650 GS is cheaper at $13,990, but it could be argued that the Triumph more equipment, more and a better chassis.

Triumph’s 800 is easy to ride; it’s not or overly complex in any way.

The seating position and cushy presented no problems for all-day and the slightly raised bars are toward the rider slightly, them in easy reach. The posture is fairly upright, and for the part weather protection is good, but I did notice some buffeting around my head.

The are straightforward and uncluttered, and the clutch is light. The gearbox snicks gears whether under or just cruising, while response and fuelling are excellent, for precise, well measured


Punting straight highways, the Triumph 800 delivers a smooth ride and manoeuvres are effortless thanks the glut of mid-range torque. You can leave in sixth gear and on the throttle to pass slower trucks and cars, such is the of the triple.

With a 19-litre the Tiger 800 could probably to around 400km if ridden which isn’t too shabby. the 43mm upside-down Showa forks are non-adjustable, they are sorted for a range of different

When push comes to on tight and twisting bitumen the Tiger responds with The nicely spaced 795mm handlebars make the transition upright to tipping into a seamless and, although bumps will upset the composure, there’s enough in the front end to carry on unscathed.

At the is a Showa monoshock with adjustable preload, and it’s a little unit that the rear wheel in steady with the road, and even full throttle the rear feels steadfast.

The bike has different geometry than the 800 XC model, with a slightly wheelbase that is more to road riding.

As such it keenly through corners; apt of feedback are felt through the and, after a few hours of riding through the hills, I was getting my head around the 800’s performance threshold. is best described as significant!

You can just keep pushing and harder into corners and the almost flippantly responds: we can do that. What’s next?

So is the chassis that through one the side stand scraped the (a centrestand is optional), showering the behind me with sparks. My But even in this high situation the bike didn’t buck and thrash around kissing the asphalt — it kept to its rhythm and off we went, the next apex.

The Pirelli tyres are good all-rounders providing scads of grip and average feel when up the tempo. The brakes also do a job of decelerating the Tiger’s 210kg mass; twin 308mm discs cuddled by floating Nissin calipers.

There’s a of a front end dive if you hammer the hard (it can sometimes happen heading into a corner a too hot. ), but it’s not chronic and is par for the for an adventure bike.

When it time to explore the bike’s aptitude, it was clear that the 800’s Pirelli Scorpion were not as adept as the Bridgestone Wing items fitted to the Tiger 800 XC models. But that’s not to say not up to the task. By and large it was predictable and on the dirt; it was just that mid grip wasn’t as pointed.

Long story short, the Scorpion tyres do a very job on sealed roads, and are above on graded dirt roads.

So the is surprisingly capable in a range of but it’s the engine that the Tiger 800 its personality.

Outputting at 9300rpm, the Tiger has a 10,000rpm rev while peak torque of hits the crank at 7850rpm, but in you feel a massive surge of building from as low as 5000rpm.

Triumph Tiger 800

has installed the catalytic convertor low in the system, and it heats up unburnt on the overrun which results in a pop-crackle when using the to decelerate from higher Combine that with a torquey mid-range and you’ve got a engine that is as engaging as it is

One downside to the thermal intensity of the is that the exhaust plumbing quite hot, so much so it melted a hole through my enduro pants. Not a big hole, but the is now melted.

Nevertheless, Hinckley’s adventure bike pulls from 3000rpm in sixth and will hit well over Or so I’m reliably informed.

says the engine was the most part of the research and development of the new and was not simply an exercise of taking the engine stroking it out, only 20 percent of the old engine over.

Another aspect of the is equally impressive, with the Tiger 800‘s six-speed offering very direct and not too shifts.


There’s not much to complain here. Triumph has crafted a good motorcycle here, and is a four out of five proposition. And as earlier, the smaller touches to the fore after you’ve out the motorcycle is seriously rapid on and off the

Though manually adjustable, the has two positions, 810mm and 830mm, the being perfect for my 6’1 There’s even a little for the headlight position, which has two (normal and blinding I call and other features that go unnoticed, but come in very include a powerful 645W

This is the biggest and most alternator on the market, and was chosen to all the aftermarket equipment expected to be at the Tiger 800, such as sat heated handgrips, spotlights and so on. even and AUX power socket to things easy.

Underneath the is 2.75 litres of storage under which are also handles for passengers and heaps of anchorages for day packs and what

Providing the rider will all the travel data is a neat and instrument cluster comprising a presented analogue tachometer and speedo (the even-numbered — 2000, 4000, rpm etc — offers a point of from most makes and

The digital trip computer has of useful features to make journey a little easier, as time and distance ridden, a gauge, temperature, average economy and average speed, distance to empty.

Triumph has an accomplished motorcycle in the form of the Tiger 800, one that will BMW something to think about it looks at developing its next F 650 GS.

When bikes like are being built it’s no the adventure bike market is at a rapid rate. Whether you to hack through the twisties at a clip or explore fire out the back of Woop-woop, the Tiger take your there. As one of the tenacious omnivores in the motorcycle the Triumph Tiger 800 may not be king of the but it sure comes close.

where’s the big-bore Tiger adventure bike we keep rumours about?




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


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