triumph tiger 800 tft display factory

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Every bike in the Tiger family is born with the true spirit of adventure. It"s been in our bloodline ever since the very first Triumph Tigers won three gold medals in the 1936 International Six Days Trial, and this started the first chapter of the world"s longest-running adventure motorbike story.

With their trademark agile handling, commanding riding position, purposeful silhouette and premium equipment specification, every Tiger delivers the highest standard of style, comfort and control.

Since its inception in 2010, the Tiger 800 has continually been changing the face of the middle-weight class. ADVMoto spent a few months on the 2011 gen-one models. There was a lot to like about the Tiger even in its first go-round. With more than 68,000 units sold to date, it’s gathered quite a following in the seven years it’s been on the market. For 2018 the model received a host of improvements, making the riding experience even better. Triumph claims their bikes have more character and charm than most brands, and after spending a few days playing around the Atlas Mountains of Morocco with the beloved triple, it’s easy to see why the little Tiger is so addicting!

A big effort went into mass optimization of the engine and, in the process, backlash gears have been removed to create an overall more free-flowing engine with fewer moving parts. With 94 horsepower on tap and max torque of 58 ft.-lb. being produced at just 2,000 rpm, this creates an incredibly linear power band all the way to redline. Most ADV bikes have a tall first gear, which for some riders makes navigating technical off-road trails challenging. Triumph made first gear shorter by 10 percent, which makes riding slower, technical off-road terrain much easier.

The engineers continued on the less-is-more track. They took a good look at an area most manufacturers overlook—the exhaust. Over the last 10 years, motorcycle exhausts have become humongous because of strict emission laws. Triumph wanted to drop some additional weight so the engineers did a total redesign of the exhaust system, creating a more free-flowing, better sounding, and visually smaller system that sounds incredible right off the showroom floor.

WP suspension front and rear on the XC line really make the new Tiger shine no matter what terrain you find yourself on. Fully adjustable rebound and compression on the front allow for quick fine tuning adjustments based on the conditions at hand.

Handling is surprisingly nimble even with the 21/17 combo on the XCA mounted with Pirelli Scorpion Rally tires, while the XRT runs 19/17 fitted with Metzeler Tourance rubber. Due to inclement weather we didn’t get to drag knees on the road day. But, like most Triumphs I’ve ridden you become one with the bike and it does what you want it to do.

The little Tiger felt confident in the air, but I wasn"t sure how the landing was going to play out. Coming up short, I hit the face of the landing. The WP suspension soaked up everything. There was no clanking of the suspension bottoming-out, and I was able to keep on cruising. The compliant chassis and excellent suspension did very well to keep the 470 lbs. bike with a 200 lbs. rider in control.

Triumph uses a new 3D Net Foam technology for added comfort while riding long stints in the saddle. I can tell you it works nicely since we were in the saddle for the better part of five-plus hours. Seat height is adjustable in two positions by moving a bar up or down on the front of the seat to either the low (33") or the standard position (33.8").

For 2018 Triumph decided to move the bars back 10mm which makes for a more comfortable riding position. Being 5’8", I found the bar height acceptable for my size. Taller riders may benefit from a small riser if you plan to ride mostly off road.

Brand new for 2018 is the five-inch TFT display with a choice of two themes with both high and low contrast options, and a total of six different screen configurations (XCA and XRT only). Permanently on display are the speedometer, rpm, riding mode, gear position, fuel level, clock, and ambient temperature. You can customize the display with additional information like fuel consumption, trips, service information and coolant temperature. It also has an auto mode that switches between night and day modes for perfect viewing in all light conditions.

Controls are thoughtfully laid out for ease of navigation while in motion. The left-hand switch cube (back-lit on the top-spec XCA and XRT) controls the TFT display via a five-position joystick allowing you to scroll left, right, up and down through all six riding modes: Road, Sport, Off-Road, Off-Road Pro, Rain and Custom. Once the desired mode is found, simply roll off the throttle and push the mode button to select and that’s it. The Off-Road and Off Road Pro modes can only be selected when the bike is completely stopped. An updated electronic cruise control is easily accessed via the right-hand switch cube which features a home button for accessing and exiting the main menu.

The Tiger 800 XC has longer-travel suspension at the front and rear, with 45 mm forks, compared with 43 mm on the Tiger 800 XR. The Tiger 800 XR has a motorcycle saddle adjustable from 810 to 830 millimetres (32 to 33 in), while the Tiger 800 XC saddle is taller at 845 to 865 millimetres (33.3 to 34.1 in). The XC has more aggressive off-road looks, including a small beak-like high-level mudguard at the front, similar to the BMW F800GS, a bike the Tiger is designed to compete against.

The first generation came in 2 models, 800 and 800XC. Both bikes share the same frame and 799 cubic centimetres (48.8 cu in) inline-three engine, which is derived from the smaller Triumph Daytona 675.

For the 2015 model year, the Tiger 800 used a second generation 800 cc engine with drive-by-wire throttle which Triumph claimed improved fuel economy by 17%. Traction control was also added. Optional versions of the Tiger 800 included various combinations of cruise control, auto-cancel indicators, an advanced trip computer, multiple driving modes. Hardware in some versions included engine-protection bars, an aluminum sump guard, a center stand, and WP suspension, which included adjustable front forks.

All version have switchable ABS, twin 305 mm front brake discs and single 255 mm disc, LCD screens with digital instruments. The top version add features like led lights, more ride modes, Brembo front brakes, color TFT screen and heated grips and seat. The weight of the base XR version is 199 kg dry, while the top range XCA version is 208 kg.

If you purchased a 2017 Street Triple or Tiger 800 and are upset about missing out on riding the whole ‘smartphone connectivity wave’, Triumph has a solution for you. As of December 21st, 2020, the company will offer a package to retrofit the Triumph Connectivity System to your older model Triumph motorcycles.

As of right now, this upgrade will be available to 2017-2019 Street Triples and 2018-2019 Tiger 800s (that feature TFT displays). If you own one of the larger bikes (i.e. Speed Triple and Tiger 1200), expect your package to land later next year.

The package brings some sweet features to your TFT display to make your riding safer and more convenient. The My Triumph Connectivity System allows for your phone to be paired with the motorcycle as many OEMs are currently shifting to smartphone compatibility with their new models.

Google paired up with Triumph to bring the same intuitive navigation system from your smartphone to your motorcycle’s TFT display in seamless integration. Your display will also allow for full control of your GoPro unit, and you will have phone calls and music selection operated right from your motorcycle handlebars. The final feature is the ‘My Garage’ feature that keeps track of your motorcycles services and will let you know when your next service is.

It’s surprising how adventure bikes in the upper-middle class don’t get nearly as much attention as their counterparts in the liter-plus category. Bikes around the 800cc range slot right into that Goldilocks Zone with enough power and acceleration to cruise effortlessly on the highway, but in a smaller, more-maneuverable package that makes venturing off-road even more accessible.

Striking a balance between versatility and capability on the trail is what Triumph had in mind when they first introduced the Tiger 800 in 2010. While somewhat overshadowed by its main competition, the BMW F800GS, the Tiger 800’s distinctive styling and powerful triple engine have always set it apart. And Triumph has continued to refine and perfect the model over the years to distinguish it further. This year was more of a leap than a step forward, with over 200 engine and chassis upgrades. Updates covered everything from enhanced comfort and rider aids, to safety and performance improvements.

We got our chance to test the 2018 Triumph Tiger 800 at the International Press Launch in Morocco. Specifically, the range-topping XCa model with wire-spoke wheels, long-travel suspension and more technology and creature comforts than you might expect from a Middleweight Adventure Bike.

Thoughts of a warm winter retreat and riding in the footsteps of the old Paris Dakar Rally had us counting the days. What was unexpected was a freak storm with freezing rain and snow. The challenging conditions and exotic backdrop made for a dramatic adventure on two wheels. And after two days and more than a few hundred miles of testing, we got a chance to explore the bike’s capabilities both on- and off-road. Read on to find out the key insights we came home with after our 2018 Triumph Tiger 800 XCa test.

For 2018, the Triumph engineers focused their attention on mass optimization, which included removal of the backlash gears, reducing mass of the cooling system and lightening the alternator. The Tiger’s exhaust silencer has also been reduced in size and weight, and now offers a more aggressive exhaust note. Refinements to the fueling make the Tiger 800 more responsive on the low end, while a shorter first gear gives improved control, acceleration and climbing capability. A new ‘Off-Road Pro’ Ride Mode offers more control in the dirt and stopping power is even better with higher-spec Brembo front brakes.

Comfort and convenience were increased with a 5-position windscreen, along with new side-screen aero deflectors. Additional touches include illuminated hand switches, optimized handlebar geometry, and an updated cruise control and seat foam compound. Visual appearance has been enhanced with new bodywork and graphics, plus distinctive LED headlights and a full-color TFT display that give the Tiger 800 a more modern look. With all the updates across the engine and chassis, the new Tiger 800 XCa lost 15.4 pounds (7 kg) and gained just $150 on the price.

With its new adjustable windscreen, upgraded seat and new handlebar geometry, Triumph definitely had an eye on improving the touring comfort of the Tiger 800 XCa. And the new seat foam compound seemed to do the trick. I never once felt sore during our two days of testing. In fact, I enjoyed the comfort of the seat so much that I found myself sitting down more off-road than I should have.

While the Tiger’s 800cc triple engine doesn’t have the same down-low punch as a twin, the acceleration is smooth, constant and just keeps pulling into the higher revs. It will easily get the front wheel up with a little clutch action (and traction control off) in first gear. With 94 horsepower on tap, it has the acceleration to surprise some Adventure Bikes in the liter class (check your mirror Africa Twin) and its flat torque curve means there’s always power on tap when you come out of a corner. The sound of the triple engine going through the gears is also music to the ears.

Everything about the Tiger 800 seems to be designed to make it more accessible to a wide range of riders. Seat height on the Tiger 800 XCa is a reasonable 33.1 inches in the low setting, and for those looking for an even lower seat, Triumph makes a ‘Low Ride Height’ model that gets you down to 29.9 inches. The triple engine offers smooth, tractable power and an almost completely flat torque curve makes it easy to control the bike at slower speeds or on loose terrain. ‘Rain’ Mode turns the Tiger into a pussycat and even a bout of whiskey throttle won’t upset traction.

Weighing in at 459 pounds dry, the Tiger 800 XC is by no means a lightweight but it does offer significant weight advantages over many of the Adventure Bikes in the liter class. For some, that could mean the difference in being able to pick up your own bike on the trail or requiring assistance. The Tiger also feels highly maneuverable everywhere, thanks to a short 60.8″ wheelbase. It makes u-turns on a dime and doesn’t feel top heavy when you are changing directions at slow speeds. Generally speaking, the bike gives you the feeling that you have more control over it than it does over you.

The new shorter first gear made quick work of chunky river beds and steep inclines. Although, the bike was almost as happy chugging up hills in third. With a super-flat torque curve and refined fueling, the Tiger 800 pulls up hills with resilient power. Where a V-Twin might start lurching, the third cylinder of the Triple fills in the gap to help prevent bogging.

The Tiger 800 XCa comes equipped from the factory with several enhancements for off-road use including large serrated CNC-machined foot pegs, stout crash bars, a beefy skid plate and more.

For more advanced riders, the new ‘Off-Road Pro’ mode turns Traction Control and ABS off completely. Yet, the Tiger 800 still feels manageable in this mode on the slick trails (bikes were fitted with Pirelli Scorpion Rally knobby tires for our dirt test). The triple engine is surprisingly tractable in low-grip conditions and the twin Brembo brakes have good feel. On choppy terrain, XCa’s WP suspension feels plush and remains stable over rough terrain at speed. The long-travel suspension didn’t let us down either, with enough stiffness to avoid bottoming out on the deep ruts and jumps.

It used to be that the Tiger 800 only had to worry about the BMW F800GS as its primary competition. But with the release of the Honda Africa Twin and KTM 1090 Adventure R, there are now two other off-road-capable adventure bikes in roughly the same weight class. With the XCa’s MSRP of $15,850, potential owners will have to acknowledge they could save $1,150 on a 1090R or $2,550 on an Africa Twin. Although, when you consider the heated grips, heated seats, adjustable windscreen, cruise control, center stand, premium off-road protection, plush seating and other top-shelf components on the Tiger, those two bikes look comparatively stripped down.

Alternatively, you might consider the Triumph XCx at $14,450. That puts you inside the price range of the 1090 and Africa Twin. What you give up for a $1,400 savings is: two ride modes (Off-Road Pro and Rider), backlighting on hand switches, heated seats, LED lighting, additional TFT themes, a center stand and off-road pegs. The XCx is also 7 pounds lighter than the XCa.

Another threat on the horizon is the all-new 2018 BMW F850GS (Price TBD). The new Beemer now has the power to match the Tiger, although it gained 27 pounds, lost some of its front suspension travel and it appears there will be no cruise control. Even more menacing from an off-road perspective, are the new Dakar Rally-inspired prototypes in the middleweight category — the Yamaha Ténéré 700 and KTM 790 Adventure R — expected to be released as 2019 models. Things are heating up quickly in this category!

Overall, the 2018 Triumph Tiger 800 XCa impressed us far more than it let us down and didn’t make it easy for us to find fault. With all of its factory equipment and premium components, this really is a bike you can just load with luggage and drive off the showroom floor to your next big adventure. But we do have a few nits to pick.

For one, we were a little underwhelmed with the wind protection compared to the Tiger 1200. With its large windscreen and side deflectors, we would have expected a bit more. Strangely, it was hard to feel a difference between the highest and lowest setting on the adjustable screen.

Whether it’s the premium components, long-range comfort, quality suspension, signature triple sound or its distinctive styling, the Tiger clearly stands out as unique in its class. During our test, we got a good sense of how versatile and capable the bike is, but it left us still craving more seat time.

We’d like to see how sporty the Tiger can get on dry asphalt and how well it matches up with other ‘Big Bikes’ on more-technical off-road terrain. And with all of its touring equipment, we are eager to get it out on some longer journeys too. For those of you who are ready to do your own testing, the 2018 Tiger 800’s should be hitting US dealership floors at the end of February.

In the early 2000’s, other than the KTM 950, most big adventure bikes were over 1,000cc. Around 2008, things began to change as BMW introduced the F800GS, and Triumph introduced the Tiger 800 a couple years later in 2010. Today, either V-twin or parallel-twin bikes dominate this sector, the Triumph being the outlier with its in-line triple powerplant. With recent updates to the Triumph Tiger 800 XCa and the release of the all-new BMW F850GS, we decided to take a fresh look at these long-term rivals. Read on to see how their latest iterations match up.

Aesthetics between these two bikes are left up to the eye of the beholder. Attempting to break down design aspects of each bike in a logical way, the Triumph has more symmetrical lines, where asymmetry has been built into BMW’s design philosophy for years. Svelte frame and crashbar bends on the Triumph meld together resulting in the Tiger looking like something Ducati might have built. The familiar “raised eyebrow” headlight arrangement on the BMW is echoed by a trapezoidal pipe and header arrangement, connected by a somewhat voluminous catalytic converter when viewed from the right side.

On the surface, both bikes were similarly equipped with color-TFT display, ABS, 21″/17″ wire-spoke wheel combo, heated grips, hand guards, sump protection, cruise control, center stand, and traction control with multiple riding modes, yet several key differences exist. And while Cagiva wasn’t involved in this test, there was an elephant in the room: Price. As tested, the Tiger comes in at $1,400 less than the F850GS. But that doesn’t mean the Tiger lacks features compared to the BMW. Let’s take a closer look…

The Tiger 800 XCa model gets a larger windscreen than the BMW which is also adjustable. Also larger footpegs, one gallon more fuel (5.0 vs 4.0 gallons), aluminum radiator guard, crash bars, heated driver and passenger seats, LED fog lights, and fully-adjustable WP suspension (except front preload). Our F850GS was loaded with BMW’s Premium, Comfort, Touring, Dynamic, and ‘Exclusive Style’ packages. Stand out features on the BMW included Keyless Ride (ignition fob), Gear Shift Assist Pro (i.e. quick shifter), Dynamic ESA Electronically adjustable rear shock, a TPMS on tubeless rims, and lean angle sensing for ABS and Traction Control.

While both bikes are stacked to the brim with technology, the Tiger gets some additional off-road and touring equipment the F850GS doesn’t. Yet the BMW receives a more-advanced electronics package that helps to justify the premium price.

While the feature set in each of the two builds is a glaring contrast based on price, the experience behind the bars brings up other nuances. Given the Triumph is unique in this category by virtue of adding an extra cylinder to the mix, the familiar grunt of the BMW’s parallel twin is a welcome feature while on the trail. Wanting empirical verification of the riding experience between the two bikes, we rode them over to Rottweiler Performance in Newport Beach, California, for testing in their state-of-the-art dyno room.

While the BMW has the grunt advantage, the Tiger offers smooth, consistent torque that is available right off idle and doesn’t drop off until after 8,000 rpm. | Dyno test courtesy of Rottweiler Performance.

Dyno tests bear out the additional power and torque provided by the higher-displacement motor of the BMW, and distinctly illustrate the perceived smoothness of the Triumph’s triple-cylinder powerplant. While the BMW has an advantage in grunt, the Tiger offers smooth, consistent torque that is available right off idle and really only drops off after 8,000 rpm.

Just as comparing a single to a twin results in numerous caveats, comparing a twin to a triple presents certain challenges as well. Both engines produce great power, but they do so very differently. Having both sound and feel that seems borrowed from a road race bike, the Tiger produces its best power in each gear around 1,000 rpm higher than the GS. That addicting quickness comes at the price of the familiar “hit” of a twin. Carrying this train of thought down to thumpers, where the low-end torque can be even more readily apparent, highlights the idea. In slower, more technical conditions, the GS powerplant felt more predictable with a bit more pop where the Triumph’s soft-hitting, tractable power was a little distracting at first.

While using the subtle buzz of a triple takes some getting used to on the trails, the learning curve on the tarmac is much shorter. With almost no perceptible kinks in the torque curve, the Triumph offers up whatever power is desired, in whatever gear, at whatever speed. Those more oriented to off-road riding just have to get used to hearing the scream of a three cylinder motor moving them along.

Extensive road miles in pre-dawn freezing temperatures proved the Triumph to be the clear winner in the touring category. While both bikes were equipped with heated grips, Triumph’s inclusion of heated seats and a larger, adjustable windscreen were key features to improve the riding experience in less-than-desirable weather. The uniquely simple adjustment mechanism for the Tiger’s large windscreen is likely the easiest to work with while riding of any bike in this category. Once moved to the desired detent, helmet buffeting was minimal.

Off-road, the cockpit arrangement of both bikes inspired confidence. Bar and peg arrangement of either machine agreed with my 5’ 11” frame. The Tiger’s larger footpegs, and fully-adjustable WP suspension resulted in noticeably better handling when the desert roads turned to whooped out, rocky trails. Wheel travel between the two bikes is very close in the rear, with the Tiger having about 2/3” more suspension up front (8.7″ vs 8.0″).

One of the first things noticed on tight, rocky trails where muscling the bike through was required, was the greater amount of leverage and more solid boot contact provided by the Tiger’s comparatively larger footpegs. Simply having a bigger and more grippy platform to work from allowed the WP suspension to shine. Other than on a couple high-speed boosts over steep sections of dirt road, we didn’t notice either the front or rear bottom out once during the entire trip. Even fully loaded with camping gear, both the front and rear suspension on the Triumph maintained a solid progressive feel. Damping tuned for rough desert conditions allowed the Tiger to walk up and down steep, rocky obstacles like a large three cylinder mountain goat.

Nearly two inches longer than the Tiger, the BMW’s 62.7 inch wheelbase gave the bike a more stable feel in many situations. The longer chassis had a more open cockpit feel as well, which helped to compensate for the F850’s unusually tiny footpegs. Relatively soft forks compromised that stability as conditions became more challenging, and the front end could be felt diving and wandering into sandy whoops as speeds increased. The torquey parallel twin helped overcome some of the front-end vagueness by offering up corrective blips of power when needed, even at lower rpms.

At 504 pounds wet, the F850GS’s claimed weight is roughly 10 pounds heavier than the Tiger 800 XCa fully fueled. On paper, this would tip the scales in favor of the Triumph being the more nimble machine. Behind the bars, however, the BMW uniquely carries this weight in a way that provides a strangely lighter feel in many situations. Overall, initial impressions of the F850GS’s handling, both on-road an off, is preferable to the older F800GS. Despite this latest iteration of the model line carrying 25 pounds of additional weight over its predecessor, the 850 tracks better off-road, and has a more balanced feel on twisty pavement.

Like so many things, modern motorcycles have adopted aspects of the “device” era. Given that truth, menus become an integral component of the riding experience. While very difficult to determine a best practice in the arrangement of these various means for selection of desired features, the idea can perhaps be distilled down to a number of required steps. In this regard, both the Triumph and BMW came out ahead, and both behind.

In standard configuration, the Tiger comes with six riding modes: ‘Road’, ‘Off-road’, ‘Rain’, ‘Sport’, ‘Rider-Programmable’, and ‘Off-Road Pro’. Although the GS only comes with two standard riding modes, ‘Rain’ or ‘Road’, the available option of “Ride Modes Pro” adds two more, ‘Dynamic’ and ‘Enduro’, as well as a third, ‘Enduro Pro’, which is accessible when an optional dongle is installed under the seat. The F850GS also has a lean angle sensor which works in concert with adjustable dynamic traction control, and a cornering-optimized “ABS Pro” feature.

Triumph requires less button pushing from the rider to enter the “Off Road Pro” mode (preferred mode for the nature of the riding in this comparison test), where BMW requires more “clicks” to achieve the similar settings in the optional Ride Modes Pro package. BMW, however, features the ability to store one’s settings indefinitely when the optional Enduro Pro dongle is installed. Having the ability to simply fire up the bike and roll away without navigating through menus to enter the desired ride mode, however brief, results in a significant difference to the overall experience during the course of a multi-day adventure ride. Although BMW’s optional dongle overrides the F850GS’s slightly more complex menu arrangement and mode selection process, Triumph’s computer is more direct in that “Off Road Pro” not only adjusts the power delivery, but also disengages both ABS and traction control in one fell swoop. Which system wins out is entirely a matter of rider preference.

With fork settings remaining unchanged through ESA selections, frequent adjustments to the rear shock seem intended for urban settings where payload changes might be likely to occur multiple times a day. Off-road, suspension is generally set for what the terrain requires, or based on the payload weight involved in a multi-day adventure ride. While the Triumph requires tools for the conventional adjustment of the WP forks and shock, it becomes a “set it and forget it” exercise in most cases.

In spite of its greater weight, the larger BMW chassis and torquey parallel twin initially feel more at home on smooth gravel roads than the Triumph. A smallish, non-adjustable windscreen further lends itself to the GS having an “enduro” feel. Yet its tiny footpegs and a comparatively soft front end undermine the off-road characteristics of the GS when the going gets rough, giving the advantage to the Tiger in more difficult terrain. Advanced features such as Gear Shift Assist Pro, lean angle sensors,and electronic suspension speak to the BMW being a more street-oriented machine.

Features such as a high-revving triple power plant, large adjustable windscreen, and heated seats on the Triumph all sound like specs of a sport-touring bike. However, slightly taller and adjustable WP suspension, followed by a long list of trail-friendly accessories typically reserved for the aftermarket realm, pushes the Tiger firmly back over to the off-road side of things.

By the numbers, the Tiger provides the most bang for the buck with its inclusion of many features normally seen as optional in this bike class. Triumph’s list of standard accessories covers a wide range of elements, meeting the needs of both on-road and off-road performance. BMW’s numerous electronics package options bring a trick futuristic element to the mix, and possibly make the GS a more road-friendly machine, especially for a newer rider. Numbers and build sheet roster aside, these two machines have different enough characters that aesthetics, riding style, and simply “which one turns your key” will likely become prominent deciding factors. Unless, of course, one chooses Keyless Ride. In that case “which one pockets your fob” could be said, but that sounds weird.

If the air filter is clean and your still having issues with the bike stalling, take it to your local certifiedTriumph dealer. Many Tiger 800 owners have reported that their dealership created a custom or installed an aftermarket mapping system.

The bike can also overheat if the coolant level is low. The liquid-cooled engine of the Triumph Tiger 800 has an inbuilt radiator that is responsible for circulating the coolant around the engine for active cooling. When the correct coolant is filled to the appropriate level, the engine will be cooled well.

Between the weight of this bike and the option for a different seat makes the Triumph Tiger 800 a desirable bike for a wide variety of riders while it also gives a smooth riding experience.

The Triumph Tiger 800 comes with an off-road riding ability with an active suspension system. Also, the height of the seat is lower than other models.

Additionally, these bikes are lightweight. That gives the rider a hitch-free ride. The Triumph Tiger models combine a couple of big brands such as Pirelli Scorpion, Bridgestone Battlewings as well as Metzeler’s Karoo to provide enhanced tire delivery to riders.

Conclusively, the Triumph Company builds bikes with advanced and continuously progressive technology to satisfy the needs of experienced customers. Also, the prices of these bike models are in line with the value it gives to riders.

The Triumph Tiger history goes back a long way, before the company we know as Triumph Motorcycles even existed. The Triumph Tiger started being manufactured by a company under the name of Triumph Engineering in 1939. From that moment until the third decade of the 21st Century much has happened and changed. In this post, you are about to read you’ll find all the info about the current three sizes offered by Triumph for the Tiger. Also, we will tell you everything about each bike with complete detail of specs and a little review. Finally, we added a couple of accessories that blew our minds and you should definitely try out. Eighty years went by and the tiger is still roaring loud and clear, put on your helmet and let´s jump right into the action!

The Triumph Tiger is the smallest incarnation we will review, and it is the most city-friendly of them all. The Triumph Tiger standard is also known as Triumph Tiger XC and is a dire machine. Also, it features

As we anticipated before, the Triumph Tiger 800 XC is a dire machine. Along with the XRx, XRx LOW and XRT make the road-oriented leg of the Triumph Tiger 800. This third generation of the bike has 200 updates and modifications from the 2015 second generation. Also, to introduce all these changes, the company had to take two models and turn them into six. Moreover, the XC is the base model, and as such, it is the most versatile of them all with a slightly smaller body that works perfectly on the streets. You can do some eventual off-road fun with it, but it is not the model designed for it in the line.

The Triumph Tiger 800 XCx is the most off-road oriented bike the Triumph Tiger 800 line ever had. The looks are more menacing, forks have a more extended trip, and the first gear is short and explosive. The initial traction of the XCx off-road is super durable and could outdo more than one off-road specific bike in the market. The TFT display, 21-inch front wheel, and optimized engine also make this bike seem lighter than it is, especially when you leave the pavement. For the occasional off-road enthusiast, the XC model is a better option, but if you are going to do it often, this is the bike.

The moment we have been waiting for (at least I´ll speak for myself that got to jump on this beauty) is here. The testing of the Triumph Tiger 800 XC took me to all three roads but started in a parking lot next to an avenue.

Rolling the motorcycle slowly into the pavement, I could feel the first gear being reactive and powerful with a little shorter ratio. The improved exhaust system along with the more responsive triple engine of the Triumph Tiger 800 makes it seem lighter than it is. Also, the adjustable suspension works wonders on and off the road, and if you set it a little stiffer, it works great in the city. Hence, giving the ride-by-wire throttle a little juice was quite an experience that the factory-standard ABS could control easily. However, this harmonious pair works even better with the front 19” aluminium-cast wheel with Metzler Tourance tires.

The idea behind the Triumph Tiger 900 Rally is to create the ultimate dual-purpose bike that will excel in any scenario. According to Triumph, the Tiger 900 Rally will be able to handle off-road just as well as longer trips, which will end the annoyance of big dirt bikes that are unusable on the road and big cruisers that can´t handle mud.

Marketed for the first time as the Triumph Tiger Explorer, this 1215cc version of the 800 is indeed a bigger brother. The 94 horsepower of the Tiger 800 and 900 go up to be 139 in the Tiger 1200, and you can tell the extra push of the bike right away. That short, spicy first gear is still there to take us forward like a shooting cannon. All this power is handled correctly by the factory-provided ABS brakes and the three riding modes. Yes, it is a big bike, but it is also a perfect example of how big doesn´t mean unmanageable. The line includes eight bikes with a very distinct profile that embodies all the personalities this versatile motorcycle can have.

This writer is a fortunate guy that got to test drive the last two generations of this fantastic bike. According to the company, the Triumph Tiger 1200 is 4.4lbs lighter than its predecessor, and it tells. This weight-loss makes it a very road-friendly motorcycle that can take you through a traffic jam without busting any mirrors. The entire machine is lighter, but you can accurately tell when taking off in the first gear that is explosive and very short.

The city was not a tough endeavour and rolling off into the pavement on this bike didn´t seem to be a problem. When you roll a big motorcycle (1000cc+) into the roadway to a city street, sometimes you feel awkward, out of place. This didn´t happen to me with this bike because despite its real size it has the feel of a medium-size bike. Yes, the 800 feels smaller, but this one doesn´t feel like too much either. It is

Although traffic lights, car swerving, and speeding up to get to the end of the street were fun, highway promised much more. When you are on board a big bike, all you want is to feed that throttle with some adventures. So, I did, and there is one thing that this bike has and is a lot of torque and low-end power, but it also works well in the mid-high segment. I was able to go pretty quick on the fast lane and with the stiffened-up suspension, it was an enjoyable experience. It was to expect that riding on the open road was a delight and again that riding position improved the experience. Triumph made little tweaks here and there that make this a more current powerhouse that is a joy to ride.

The third part of the testing was to be off-road. I loosened the suspension a little and went full-on. The handlebar is 20mm closer to the rider, and the comfy, improved seat worked wonderfully well out of the pavement. Also, the amount of power is just correct, and you can take this bike through any situations with confidence. Moreover, the Triumph Tiger 1200 is for those who want a superb bike with a lot of power that can handle the city and is manoeuvrable.

To conclude, the Triumph Tiger line is, without a doubt, a line of beautiful motorcycles that will make more than one rider a pleased man or woman. Each of them has a distinct attitude and you can get an off-road ride as much as a close-to-cruiser one. What is a fact is that all of them do what they do flawlessly?

Triumph Motorcycles has launched the brand new Tiger 800 XC and XR line-up – one of its best-loved and most critically acclaimed motorcycles ever. The longest running adventure story, with a bloodline that began with the gold-medal winning Tigers of the 1936 International Six Day Trial, continues with a new generation that incorporates all of the trademark Tiger spirit and takes capability to a whole new level.

The new, significantly updated Tiger 800 XC and XR family has once again pushed the boundaries of this world-renowned range with over 200 chassis and engine upgrades. These are complemented by a suite of major off-road improvements that work hand-in-hand with carefully crafted on-road enhancements.

Triumph has specifically targeted improvements to technology, comfort, and style alongside the introduction of a new generation engine that maximizes the rider experience. As a result, the new Tiger 800 is better in every way — both on the road and off road.

Major technology advances: Every new Tiger 800 represents a huge step-up in rider technology with improvements including full-color TFT instruments, up to six riding modes, high-specification Brembo front brakes, optimized suspension configurations, handlebar-mounted switchcubes incorporating elegant backlit buttons, distinctive signature all-LED lighting, updated cruise control, enhanced chassis, and premium bodywork.

Next generation engine: A mass-optimized 800cc Triple engine now gives more immediate power delivery and a peak power output of 95PS. It has even more character and a lighter exhaust system with a sportier soundtrack that together transform the new generation engine. There is a new, shorter ratio first gear to enhance off-road traction, all-road low speed responsiveness, and more immediate acceleration that gives the rider a truly thrilling feel. In addition, the new Off- Road Pro riding mode on the XC models allows an advanced rider to take complete control off road.

An added dimension to comfort: Triumph has enhanced the rider ergonomics across the whole Tiger 800 range. This includes moving the handlebars back by 10mm for a more commanding riding position, higher specification Brembo front brakes and Showa adjustable suspension, new handbook- approved off-road tire specification fitment, new five-position adjustable windscreen and aero diffusers for segment-leading aero protection, and a new seat compound giving all-day riding comfort.

Premium style: Tiger signature styling is now even stronger across the latest 800 range. New premium bodywork includes high quality painted finishes with updated side panel designs, along with higher quality badges, graphics and detailing to deliver real presence. This also gives each Tiger a more contemporary and dynamic stance that highlights the on and off-road bias of each model, while retaining the distinctive and instantly recognizable Tiger 800 silhouette.

Tiger 800 core technology: The Tiger 800’s trademark handling and category-defining core technologies are the foundation of this bike"s superb riding experience. All the Tigers" essential adventure standards are maintained with ABS, traction control, ride-by-wire throttle, cruise control, heated seats and grips, power sockets, and a two-position seat height (810-830mm on XR models, 840-860mm on XC models) adjustable by 20mm to suite riding style and terrain, and a low ride height XRx model variant that at 760 mm is 50mm lower than the standard XR range of seats.

Tiger 800 models: From the road-focused Tiger XR, mid spec XRX and range topping XRT, to the off-road hungry Tiger XCX and fully-loaded XCA — not forgetting the XRx low ride height model – there is a Tiger 800 for every person, every ride and every adventure.

Paul Stroud, chief commercial officer for Triumph Motorcycles said, "We"ve developed a host of major new technology and performance updates designed to enhance the new Tiger 800"s capability both on and off-road. With developments that complement the Tiger"s accessible and agile, easy riding style, as well as its existing distinctive Tiger poise and presence, the new 800 line-up is built for maximum adventure — every single day."

Triumph Motorcycles has launched the brand new 2018 Tiger 1200 XC and XR line-up, the most advanced Tiger models ever. The all-new range is the latest addition to a legendary bloodline that began 80 years ago and has been purpose-built to handle the ultimate in on-road adventures and off-road challenges, with every single new technological innovation, engine enhancement, premium specification, and style update designed specifically to help deliver a perfect ride.

Triumph"s brand-new Tiger 1200 range has taken major steps forward with significant engineering and technological updates – the result is an even more responsive adventure bike that combines both maximum enjoyment on the road with complete confidence off-road.

Purposeful, muscular and distinctive, the legendary 80-year Triumph Tiger bloodline is unmistakable. The 1200"s silhouette now carries even more style with new premium bodywork details and finish, so there"s a Tiger for every road, every rider and every adventure.

Paul Stroud, Chief Commercial Officer for Triumph Motorcycles said; "The new Tiger 1200 range is so advanced it has taken a full four years to develop, and today we"re proud to launch a family of motorcycles that altogether boasts significant class-leading engine characteristics, rider-focused technological innovations and premium styling; all in the name of first-class riding enjoyment. These are by far the most adventure-ready Tigers ever built."

Significantly lighter by up to 22lbs (10 kgs): The new Tiger 1200 range sees a substantial weight reduction of up to an incredible 10kg compared to the previous generation thanks to a range of developments across the engine, chassis and exhaust system. This has improved each model"s responsiveness and dynamic capability even further, while significantly enhancing its agility and manoeuvrability – both on and off-road. The result is an engine that delivers all the power needed for complete freedom to ride anywhere and everywhere, with a high first major service interval of 10,000 miles (16,000 km).

Technological advancements: Now even more fully loaded, no other Tiger range has ever boasted this level of state-of-the-art technology. Both XR & XC models include all-new innovative Triumph Adaptive Cornering Lighting for active enhanced visibility when cornering, updated cruise control, new adjustable full-colour TFT display screen, all-new LED lighting, new ergonomically sculpted backlit switchgear and heated grip function, new Triumph Shift Assist for smooth clutchless changes up and down the gearbox, rider-friendly keyless ignition on higher spec models, and an all-new "Off-Road Pro" riding mode on the XC models.

New generation engine: Maintaining its position as the most powerful shaft-driven engine in its class with an impressive 139HP, a significant new engine update gives the Tiger 1200 a more immediate power delivery lower down the rev range and an even better soundtrack. The new torque-laden 1200cc engine enables a breathtakingly smooth reliable delivery through the torque-assist clutch, helping rider control on all surfaces. Complementing these updates are silencer developments offering the same thrilling Tiger Triple sound through an even lighter system. This new generation of Tiger is single-mindedly bred to push every adventure further, in first-class comfort.

Premium style: New elegant sculpted bodywork and stylish wheel specifications enhance the presence and muscular style of the new model, while new metallic badges, signature LED lighting and contemporary graphics create eye-catching points of interest. The Tiger 1200’s even higher quality finish includes wet-painted engine covers that contrast with the black crinkle-effect crank cases and titanium coloured powder-coated frame.

Tiger 1200 core specifications Core technology: On top of the new generation state-of-the-art technology, the new Tiger 1200 range offers a huge choice of "core" features, innovations and benefits to deliver a superior riding experience; fully integrated management systems controlled by an Inertial Measurement Unit (IMU), integrated braking system (developed with Continental), optimised cornering ABS & traction control, hill hold, ride-by-wire throttle, and up to six riding modes to configure the motorcycle to suit its terrain at the press of a button. An electrically-adjustable windscreen, heated equipment, and power sockets make every journey even more comfortable.

High specification: The new Tiger also maintains its premium levels of finesse with high specification Brembo brakes, adjustable WP suspension controlled by Triumph"s Semi-Active Suspension technology, a two-position seat height (32.8 – 33.6in), adjustable to suit riding style and terrain, and a Low Ride Height XRx model variant that at 32-32.8 in is 0.8in (20 mm) lower than the standard seat.

Set-up and ready to go: In addition, the entire Tiger 1200 line-up is also backed by an extensive range of dedicated accessories including all-purpose aluminum luggage giving you the load capacity for any trip and to take you anywhere, any time.

The new XR line-up is tailor-made to deliver the ultimate on-road/off-road adventure; from the base model XR, to the mid-specification XRx and the highest specification XRT. An XRx Low Ride Height model is also available, making the Tiger 1200 even more accessible to every adventurer.

With Triumph"s auto contrast system, the screen is able to adapt to the bright and dark situation. Furthermore, there are also 3 different stylings on the XCX and XRX. No other manufacturer is capable to produce such technology!