2011 Triumph Tiger 800 XC Second Opinion Review: Introduction
I'll admit to getting a little jealous when Jason Fogelson submitted his Triumph Tiger 800 XC review-- because I was up to my ears in writing, I didn't have the time to put in enough miles for a proper writeup, and so I handed the keys over to him.
Several weeks later, I found myself with two bikes begging to be ridden: that Tiger 800 XC and our brand new long term test bike, the Harley-Davidson Fat Boy Lo.
Several of you commented, and I eventually chose the Triumph to accompany me along some of the most delicious stretches of canyon that cut from Hollywood to the coastal town of Malibu, California.
Here's my take.
>>Click here to read Jason Fogelson's Triumph Tiger 800 XC Review
First, note that the on-road dynamics of the XC model ($10,999, $11,799 with ABS) are affected by its dual-purpose setup: tarmac-oriented riders will be better served by the non-XC model ($9,999, $10,799 with ABS), which is more of a sport touring bike as opposed to a hearty, ready-for-anything adventure tourer. With 1.57 inches of added front suspension travel and 1.77 more inches of movement at the rear, the Tiger 800 XC offers increased compliance to cope with bumpy roads.
The front wheel has been enlarged to 21 inches, and both ends are wrapped in rugged Bridgestone Battlewing rubber, in contrast to the non-XC's more road-oriented Pirelli Scorpions. The resulting offroad tweaks add 1.3 inches of seat height, for a total of 33.2 inches-- incrementally more than my inseam. The XC also gets a mudguard, radiator guards, and handguards.
Step on the left footpeg, and it's easy to swing your right leg over the Tiger's rear section. Lifted off the side stand, there's a bit of natural suspension compression that allow your boots to reach pavement. Shorter riders may want to consider the pros and cons of taller seat heights, but this five foot, eleven inch rider had no issues with the Tiger 800 XC, despite its tall and commanding stance at a standstill.
The Tiger's clutch requires medium effort and the shifter articulates with easy clicks; once moving, the 800 XC feels even lighter than its 483 pound wet weight would suggest. Its mass sits low, which translates to feathery steering and effortless turning.
Merging onto the 405 freeway, a massive five lane interstate that connects LA's westside to the San Fernando Valley, the Tiger accelerates with alacrity before settling in to a 70 mph cruise, its 94 horsepower triple humming along at 5,500 rpm in top gear. At highway speeds, the Tiger's small windscreen doesn't cut as much wind noise as I would have hoped, but shoppers should note that an adjustable tall windscreen is available from Triumph's accessory catalog.
Onward to the twisties, the Tiger proved surprisingly capable of hanging with the significantly sportier bikes in our group, despite its horsepower and height disadvantage. Though my test bike's adjustable handlebar was set with a somewhat faraway reach, the posture welcomed aggressive canyon carving. Turn-in was instant, and though there was a bit of mid-corner suspension movement, the Tiger managed to handle the most challenging of canyon roads with easy flickability. Not surprisingly, the dual purpose-biased Bridgestone Battlewing tires created a few moments of uncertainty, especially up front where iffy footing resulted when bumps and cracks were particularly big. Again, let's stipulate that the XC's mission is not road focused, and those interested in more single-minded abilities should consider the non-XC model. The Nissin brakes worked well with good feel and strong stops, though I wouldn't have minded testing an ABS-equipped model, especially when threshold braking in the canyons.
Following an afternoon of slicing and dicing stretches like Mulholland and Latigo Canyon, I hit the freeway and slogged my way home through thick traffic. The Tiger's tall posture made it easy to peer past cars and trucks, while its narrow profile offered an expeditious way to duck in and out of lanes. I felt a bit of soreness in my tailbone from the saddle after a nearly full day of riding, but long distance motorcyclists would likely rummage the aftermarket arena for a cushier perch.
>>Click here to read Jason Fogelson's Triumph Tiger 800 XC Review
Does the Tiger 800 XC fulfill its intent of offering a smaller, lighter and nimbler alternative to the 1050 model without sacrificing fun? I'd give a resounding yes, based on my experiences poking through LA freeways and some of its most extreme roads. The Tiger 800 XC satisfied my most juvenile boot dragging, lane-splitting desires, and its unassuming enduro looks didn't draw much attention to itself.
In a good way.
But unless you're passionate about trails and offroading, I'd suggest opting for the lower riding (and cheaper) Tiger 800; you'll get more secure handling on tarmac, 11 fewer pounds to haul around, and more sure-footed handling with which to claw yourself around bends.
>>Click here to read Jason Fogelson's Triumph Tiger 800 XC Review
I'll admit to getting a little jealous when Jason Fogelson submitted his Triumph Tiger 800 XC review-- because I was up to my ears in writing, I didn't have the time to put in enough miles for a proper writeup, and so I handed the keys over to him.
Several weeks later, I found myself with two bikes begging to be ridden: that Tiger 800 XC and our brand new long term test bike, the Harley-Davidson Fat Boy Lo.
Several of you commented, and I eventually chose the Triumph to accompany me along some of the most delicious stretches of canyon that cut from Hollywood to the coastal town of Malibu, California.
Here's my take.
>>Click here to read Jason Fogelson's Triumph Tiger 800 XC Review
First, note that the on-road dynamics of the XC model ($10,999, $11,799 with ABS) are affected by its dual-purpose setup: tarmac-oriented riders will be better served by the non-XC model ($9,999, $10,799 with ABS), which is more of a sport touring bike as opposed to a hearty, ready-for-anything adventure tourer. With 1.57 inches of added front suspension travel and 1.77 more inches of movement at the rear, the Tiger 800 XC offers increased compliance to cope with bumpy roads.
The front wheel has been enlarged to 21 inches, and both ends are wrapped in rugged Bridgestone Battlewing rubber, in contrast to the non-XC's more road-oriented Pirelli Scorpions. The resulting offroad tweaks add 1.3 inches of seat height, for a total of 33.2 inches-- incrementally more than my inseam. The XC also gets a mudguard, radiator guards, and handguards.
Step on the left footpeg, and it's easy to swing your right leg over the Tiger's rear section. Lifted off the side stand, there's a bit of natural suspension compression that allow your boots to reach pavement. Shorter riders may want to consider the pros and cons of taller seat heights, but this five foot, eleven inch rider had no issues with the Tiger 800 XC, despite its tall and commanding stance at a standstill.
The Tiger's clutch requires medium effort and the shifter articulates with easy clicks; once moving, the 800 XC feels even lighter than its 483 pound wet weight would suggest. Its mass sits low, which translates to feathery steering and effortless turning.
Merging onto the 405 freeway, a massive five lane interstate that connects LA's westside to the San Fernando Valley, the Tiger accelerates with alacrity before settling in to a 70 mph cruise, its 94 horsepower triple humming along at 5,500 rpm in top gear. At highway speeds, the Tiger's small windscreen doesn't cut as much wind noise as I would have hoped, but shoppers should note that an adjustable tall windscreen is available from Triumph's accessory catalog.
Onward to the twisties, the Tiger proved surprisingly capable of hanging with the significantly sportier bikes in our group, despite its horsepower and height disadvantage. Though my test bike's adjustable handlebar was set with a somewhat faraway reach, the posture welcomed aggressive canyon carving. Turn-in was instant, and though there was a bit of mid-corner suspension movement, the Tiger managed to handle the most challenging of canyon roads with easy flickability. Not surprisingly, the dual purpose-biased Bridgestone Battlewing tires created a few moments of uncertainty, especially up front where iffy footing resulted when bumps and cracks were particularly big. Again, let's stipulate that the XC's mission is not road focused, and those interested in more single-minded abilities should consider the non-XC model. The Nissin brakes worked well with good feel and strong stops, though I wouldn't have minded testing an ABS-equipped model, especially when threshold braking in the canyons.
Following an afternoon of slicing and dicing stretches like Mulholland and Latigo Canyon, I hit the freeway and slogged my way home through thick traffic. The Tiger's tall posture made it easy to peer past cars and trucks, while its narrow profile offered an expeditious way to duck in and out of lanes. I felt a bit of soreness in my tailbone from the saddle after a nearly full day of riding, but long distance motorcyclists would likely rummage the aftermarket arena for a cushier perch.
>>Click here to read Jason Fogelson's Triumph Tiger 800 XC Review
Does the Tiger 800 XC fulfill its intent of offering a smaller, lighter and nimbler alternative to the 1050 model without sacrificing fun? I'd give a resounding yes, based on my experiences poking through LA freeways and some of its most extreme roads. The Tiger 800 XC satisfied my most juvenile boot dragging, lane-splitting desires, and its unassuming enduro looks didn't draw much attention to itself.
In a good way.
But unless you're passionate about trails and offroading, I'd suggest opting for the lower riding (and cheaper) Tiger 800; you'll get more secure handling on tarmac, 11 fewer pounds to haul around, and more sure-footed handling with which to claw yourself around bends.
>>Click here to read Jason Fogelson's Triumph Tiger 800 XC Review
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