triumph tiger 800 tft display quotation

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 XCX is a ride with real off-road poise and capability, featuring both an improved riding position and Tiger 800 contemporary style. The more responsive, mass-optimised, Triumph 800 Triple engine, 21-inch front wheel, and TFT instrument display, are just three of the many features, innovations and modifications that have been designed into the latest generation of this thrilling off-road adventurer.

The thrilling new generation, mass-optimized 800cc Triple engine delivers 94HP featuring even more responsiveness, acceleration and character.SHORTER RATIO FIRST GEAR

Packed with rider-focused technology, including Triumph’s signature Daytime Running Light (DRL) system, new full-color TFT Instruments, new ergonomically designed switchcubes and a 5-way joystick, updated cruise control, five riding modes, and heated grips.NEW BREMBO FRONT BRAKES

The XCx features a more off-road focussed set-up inspiring confidence and control with a 21” front wheel and Bridgestone Battlewing tires. For even more capability, there is now a handbook approved Pirelli’s Scorpion rally tire for both Triumph Tiger 800 XC models.ADJUSTABLE SEAT HEIGHT

The Tiger 800 XCx features an adjustable ‘2 position’ seat mechanism allowing the rider to lower seat height by 0.85inches from 33.85inches to 33inches to suit their individual riding style preferred position.ERGONOMIC IMPROVEMENTS

The selection process for that bike is a story in itself, with the first test ride starting from a Benelli 300 moving gradually up via the Ninja 650 and Street Twin till I finally reached the Street Triple as the first bike I’d like to buy. But even when I finally zeroed in and bought the Striple though, it was its larger more imposing sibling that had stolen my heart. Despite getting back on the saddle after several years, the Tiger during my brief test ride, was not as intimidating on the move as I felt seeing it from the sideline. Mind you, these were the observations of a rider who’d never owned anything larger than a Royal Enfield. The head prevailed over the heart however - and while there was a 2000 km run nearly new Tiger 800 XRx to be had for just a little more than a new Street Triple, I just felt more confident plonking a million plus greenbacks on the more accessibly sized Striple.

But it was clearly not enough. The heart still skipped a beat every time I saw Tigers and other big ADVs roaring in on our rides. A little over one year, a grand 2800 kms and many Sunday “breakfast rides” later, I was happenchance out on a Sunday ride with an all ADV group. For the uninitiated, ADV riders are the blooming sods flying nonchalantly over invisible potholes and speed breakers on village back roads, while you urgently brake your way, pussyfooting your sexy street bike to navigate these ball busters - sorry speed breakers.

Pic below from a Triumph group ride - for representative purpose only of one such blooming sod who we have to watch in envy as we navigate at drop dead speed

That ride, it would turn out, was the proverbial final nail in the coffin. I returned home with the remote intent of owning an ADV fast turning into an immediate want, and the immediate want, fast turning into immediate action. Timing wasn’t on my side though. I wanted an ADV. I wanted the Tiger! And I wanted it right away!! I loved my Street Triple to bits but I knew if I was to ride more, and to ride long, only an ADV was really going to cut it for me.

This was Sunday. Made a few calls to Triumph over Monday and Tuesday. By Thursday (sometime in mid to late October 2018), the Striple was parked at Shaman Triumph and a downpayment cheque was being processed for a brand new Tiger 800. The only hitch, this time around - I was already a month past my birthday, (in itself, an unremarkable 41 as magical number birthdays go).

Me: You know how I always wanted an ADV. It seems that is the one bike that will really unlock the kind of riding I want to do. And its best that we sell the Street Triple asap so it doesn’t depreciate further and buy a Tiger right away. No point waiting longer.

Finally it was through. The Striple was out and the Tiger was in. I have to say while the kms may not speak much, I did dearly love my time for the Striple however much the above narrative may suggest otherwise. I"m dropping below some images of the beautiful red Street Triple on its last ride and some of the initial few pics of the Tiger.

The big cat on delivery day. Note the larger stock windscreen in these early pics (also the "absent" beak, which has to be added aftermarket). Most recent images will show the aftermarket shorter powerbronze windscreen that I installed sometime in the middle of life of my Tiger"s ownership.

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.

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.

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.

The 2020 Triumph Tiger 900 Rally and Rally Pro are the English marque’s brand-new off-road-focused adventure motorcycles. The pair are part of the all-new five-model Tiger 900 line that replaces the 10-year running Tiger 800 series.With a brand new, larger engine, upgraded suspension, and ride enhancing technology, the lighter, slimmer Tiger is more purpose-built for off-road adventures, while still being a comfortable mount on the pavement.I traveled to Morocco to test the flagship 2020 Triumph Tiger 900 Rally Pro on the unpredictable pavement and rugged natural desert terrain. Having ridden the Tiger 800 it replaces, the Rally Pro proved to be a muscular upgrade in a wide variety of ways.

The Triumph Tiger 800 XCx is priced from RM74,900 (basic selling price incl. 6% GST) but the road-centric and entry-level Tiger 800 XR is priced from just RM56,900 (basic selling price incl. 6% GST).

We were fortunate to ride the new Triumph Tiger 800 XCx prior to its launch at The Greatest Triumph Malaysia Grand Dinner at Bukit Tinggi recently and the early impressions bowled every motojournalist (including us) off their feet.

We missed the Tiger 800 XCx so much since that first ride. There was something about it that was so inviting and endearing. Could it be the confidence it exudes? The look? The sound?

The Tiger 800 XCx lineage is one of my personal favourite bikes, ever since riding the 2015 model to the Khao Sok National Park in Thailand with the RATPack. I just couldn’t believe how good it was at the time and even up until recently. I started to wonder how Triumph could ever better it with the new, fourth-generation model. In fact, I was worried if the Tiger 800 had reached its zenith.

For starters, Triumph did a great job of making the new bike look fresh and attractive without resorting to a Korean plastic surgery. It drew in admiring looks everywhere we parked. Although looking vastly similar to its predecessor, there were many differences throughout. There’s a huge and adjustable transparent windscreen, new 5-inch colour TFT screen adopted from the Street Triple RS along with the switchgear, updated cruise control (only one switch), LED Daytime Running Light (DRL), Brembo brakes, recalibrated WP suspension, Triumph Comfort seats, and a new exhaust.

The new Tiger 800 XCx seemed a little taller than before, possibly due to the thicker new seat. Nevertheless, reaching the ground wasn’t difficult as the bike has a narrow waist and the sidestand was easily within reach. The seating position was slightly more relaxed as the handlebar has been moved 10mm backwards to bring it nearer to the rider.

The reworked WP forks made the bike feel extremely stable when coupled to the the 21-inch front wheel. Because of that, the front wheel seems to create an invisible groove in the road. The bike not only goes where you point it, it follows that line to millimeter perfection. It made the previous edition’s front end feel “flighty.” However, due to my height which located my weight over the rear, the front felt a little heavy to turn in and stiff when hitting bumps. Decreasing the compression damping by just 3 clicks – not full turns, but just click, click, click – transformed the Tiger into a large super-flicklable and fluid trail bike. Despite of that, it remained supremely stable whether it was travelling in a straight line, or scratching its footpegs when on its sides. If there’s ever any doubt about having a bike with a 21-inch front wheel, the Tiger 800 XCx tears those doubts into ribbons.

I’ve never liked riding on the Karak Highway in the dark either, but the Tiger 800’s headlamps threw so much light down the road it startled even sleepy truck drivers. And I haven’t even touched the high beam and foglights yet! Rider confidence stems from the ability to see where he’s heading and those lights helped even through the thick fog as I headed up the mountain at 5.30am.

Anyone knows just how bumpy and treacherous the Genting road is. The Tiger 800 XCx didn’t care whether if there were bumps, potholes, some sand, damp surface, paint strips – it just kept going. The ability of doing these things was disconcerting at first, but once it sets in, all you need to do is to stop worrying and have fun.

What I truly appreciated, though, was Triumph’s emphasis on giving their bikes exceptionally smooth throttle response. I went through all the modes – SPORT, ROAD, RAIN, OFF-ROAD and OFF-ROAD PRO – none of them was snatchy from off-throttle, mid-throttle, rolling off the throttle and even snapping it shut. The engine is now more responsive, yet not abrupt. Amazing.

The throttle character is true for all Triumphs but it was extra special on the Tiger 800 as the engineers have removed the backlash gear in the transmission.

The previous Tiger 800 felt like it had a slipper clutch when it didn’t, giving it a good amount of engine braking together with smoothness as you go into in a corner with the throttle off. On the new Tiger 800, on the other hand, the mix of engine braking and “freewheeling” was spot-on, as if the transmission has a computer-controlled back-torque limiter. Only thing was it didn’t. Kudos, Triumph!

The updates to the engine gives the Tiger 800 the tiger’s gallop anywhere in the rev range, in any gear. The power was just smooth, linear, predictable. Never once did it threaten to charge ahead with the rider flailing behind. A predictable power delivery is the dream of every rider, including the pros (critical for the pros, actually), because how can one enjoy a bike that has its own mind when you crack the throttle open?

On handling, “The bike has a great balance and footing – somehow nimble and stable at the same time. That’s not something which is easy to achieve. Plus, the narrow waist gives you the ability to hold it with your knees.” It’s the testimony of Triumph’s emphasis on handling rather than outright power.

When you stand up on the pegs and look down, all you see is the TFT screen, while the tank and triple clamp disappear from sight. It means that the bike has placed your upper body over the tank hence weight onto the front tyre – that’s the ideal riding position for riding off-road. But while standing up is mainly done off-road, it should also be done on the road when you encounter obstructions or rough roads. This bike’s riding position is there to help you with that.

That’s the Triumph Tiger 800 XCx. It’s so good when you ride it on the road that you forget that it’s also very capable in the dirt; and it’s so capable off-road that you completely forget about how good it is as a road bike.

I’ve tested bikes that I just rode from A to B, plus a bit more for shooting duties and parked them up. The Tiger 800 XCx, conversely, due to the combination of a finely designed seating position, superb windscreen, awesomely comfortable seats, and confidence just keeps begging me to go out riding. We received the bike with 673km on the odometer. It read 1550km when we returned in after 5 days, 4 nights. I couldn’t help staring it for god knows how long when I do park it up, either.

I’d better stop here as I’d just keep heaping superlatives on the Triumph Tiger 800 XCx, if I continue. I’m really tempted to call it “The Best Adventure Motorcycle” but the only thing keeping me from doing so is its brother and bigger cat: The Tiger 1200, which we’ve yet to test. At this moment, though, it is the best middleweight adventure motorcycle, bar none.

Wait, how’s that relevant since the Triumph Tiger 800 XCx is very Earthly in origin? It’s so good it’s almost magical that it might as well had been made by an advanced alien civilization.

More Responsive Engine: The thrilling new generation, mass-optimized 800cc Triple engine delivers 95PS featuring even more responsiveness, acceleration and character.

State-Of-The-Art Technology: Packed with rider-focused technology, including Triumph’s signature Daytime Running Light (DRL) system, new full-color TFT Instruments, new ergonomically designed switchcubes and a 5-way joystick, updated cruise control, five riding modes, and heated grips.

Wheels & Tires: The XCX features a more off-road focussed set-up inspiring confidence and control with a 21” front wheel and Bridgestone Battlewing tires . For even more capability, there is now a handbook approved Pirelli’s Scorpion rally tyre for both Triumph Tiger 800 XC models.

Adjustable Seat Height: The Tiger 800 XCX features an adjustable ‘2 position’ seat mechanism allowing the rider to lower seat height by 20mm from 860mm to 840mm to suit their individual riding style preferred position.

At the heart of this bike is a brand new 888cc liquid-cooled motor that produces 94bhp at 8750rpm and good peak torque of 87Nm at 7250rpm. The interesting bit here is that the engine is lighter and more powerful than the Tiger 800. And that means the fun quotient has just increased.

Like the other triple in its family, the engine on the Tiger 900 Rally too is extremely refined and smooth, but at the same time, it has good amount of grunt. The throttle response is crisp and the fueling is accurate. The overall power deliver is linear but twist that throttle to see this ADV turn into a different animal. Plus, now with better low and mid-range the Tiger 900 Rally is extremely comfortable to ride in the city and on the highways. But one aspect that we loved the most about this Triumph is the tractability. The bike can do as low as 40kmph in sixth gear and that means you don’t have to do a lot of gear change while riding in the city. Plus, overtakes are also extremely easy. On the highways too, this aspect allows you to go from 50kmph to triple digit speeds all day long without the need of shifting gears more often and that reduces the overall fatigue. What we didn’t like about this engine is the vibe it generates post 130kmph. The buzz can be felt on the handlebar and the footpegs. It is negligible but it tends to bother a bit when you are continuously touring at high speed.

Firstly, I love the seating ergonomics of the new Tiger. The handlebar is placed a bit closer to the rider and now with the wider seat, the overall comfort has gone to a whole new level. And then there are these large footpegs that accommodate your entire feet while sitting or standing. For the pillion too, there’s ample amount of space to sit and also to adjust yourself during long day rides.

When it comes to riding in the city, the view from this saddle is incredible. You can see everything clearly even through this large windscreen which by the way works quite well. And then thanks to this wide handlebar, you have so much control while moving around tight city traffic. And then when you want to take it to the corners, this Tiger won’t disappoint you. I know there’s a large 21-inch wheel up front and it’s also a tall bike, but somehow this ADV manages to perform like a proper road bike.

Now coming to the most fun part – off-road. Can you actually have fun with a bike that weighs close to 200kgs? The answer is a big yes! In fact, we tested this bike on fast trails, off-road section and also did lots of jumps, and each time this bike came out with flying colours. The biggest credit goes to this top of the line Showa suspension system. It has lots of travel - 240mm at the front and 230mm at the rear and that allows you to take this Tiger to places that is impossible for other genre of motorcycles. And there’s this large ground clearance that allows you to ride through big stones and large boulders.

But the most interesting aspect here is the way the bike handles off-road and on trails. Due to the revised weight distribution and engine placement, the Tiger 900 feels extremely easy to handle. The top heaviness has disappeared making the bike less intimidating on trails.

A rare combination of lower weight and higher strength, the unique Tri-link swingarm offers durable all-road reliability with all the low-maintenance benefits of shaft drive.TRIUMPH SHIFT ASSIST

The new Tiger 1200’s advanced keyless ignition, steering lock and fuel filler cap come with an option to disable wireless functionality for even greater security when you are away from your bike.REVISED BAR AND PEG POSITIONS

In addition to the five riding modes found on the GT Pro, the Rally Pro comes with an extra ‘Off-Road Pro’ mode that fully disables the ABS and Traction Control for expert all-terrain riding.NEW 7” TFT INSTRUMENTS

Bonded for greater clarity in all light conditions, the user-friendly 7” multi-function TFT display comes with the My Triumph Connectivity System fitted as standard for phone, music, and navigation.

900CC TRIPLE ENGINE: A larger capacity 900cc triple engine brings improved performance to the Tiger 900. A firing order was incorporated for a more engaged Tiger riding experience giving up to 9% more power across the rev range and a high-overall-peak power of 94 HP @ 8,750 rpm, plus 10% more peak torque than the Tiger 800 predecessor. The Tiger 900’s T-plane triple crank and 1,3,2 firing order has improved the character, off-road feel and on road performance of the engine and gives a more aggressive and engaging T-plane triple soundtrack with a more distinctive triple bark. There’s also enhanced cooling performance from an twin radiator set-up which improves air-flow management to reduce the ambient heat levels felt by the rider and reduce the volume of coolant. For added convenience, the Tiger 900 range has a more easily accessible air filter.

CLASS-DEFINING CHASSIS: Maximum agility and capability with exceptional handling – The Tiger 900 is lighter overall by up to 11 pounds. The combination of lightweight modular frame, lighter weight engine, high-specification suspension and premium category-leading Brembo brakes delivers a significant improvement in agility and capability, ensuring exceptional handling in all riding scenarios. Each Tiger 900’s center of gravity was revised, moving 1.57 inches forward and 0.78 inches down compared with the predecessor 800 to deliver an enhanced weight distribution between the front and rear wheel and better low speed balance in all riding scenarios, all while maintaining the Tigers’ excellent ground clearance. Improved ergonomics – Narrower standover width improves rider comfort, particularly when stop-start riding. Handlebars are now 0.39 inches closer to the rider giving a more comfortable upright riding position, and dedicated footrest positions for each Tiger 900 model are optimized for the style of riding. Adjustable seat height – All models feature a built-in, easily adjustable two-position seat height mechanism which enables the rider to change the seat height by 0.78 inches to their preferred setup. The Tiger 900, Tiger 900 GT and Tiger 900 GT Pro have an 31.88 – 32.67-inch seat height; the Tiger 900 Rally and Tiger 900 Rally Pro have an 33.46 – 34.25-inch seat height; and the Tiger 900 GT Low Ride Height version has a 29.92 – 30.70-inch seat height.

TAILORED SUSPENSION AND BRAKES SETUPS: Tiger 900 and Tiger 900 GT - The models have a tailored suspension setup developed to deliver a ride that raises the bar in the middleweight Adventure segment. The 900 and GT models have Marzocchi 45mm upside down cartridge front forks that deliver 7.08-inches (180mm) wheel travel. On the GT and GT Pro models, these have manually adjustable compression and rebound damping. The Rear Suspension Unit delivers 6.69-inches (170mm) wheel travel, and is manually adjustable for preload and rebound damping on the GT model. The top-spec GT Pro RSU features a electronically adjustable suspension setup, developed in collaboration with Marzocchi.

STATE-OF-THE-ART TECHNOLOGY: A host of technology innovations were included on this Tiger 900 range of motorcycles. The mid- and top-spec Tiger 900 GT and Rally models feature full-color 7-inch TFT instruments which display comprehensive ride information, plus optimized cornering ABS and traction control for improved safety. The range offers up to six riding modes to tailor your ride depending on your needs, and core technology for all GT and Rally models is set at a high level, including all-LED lighting, heated grips, cruise control, handguards, and secure cell phone storage with charging. Top-spec technology for the GT Pro and Rally Pro models includes the integrated My Triumph connectivity system with Bluetooth® module fitted as standard, enabling phone and music operation, turn-by-turn navigation, and GoPro control via the switch cubes and displayed on the TFT instruments. There is also Triumph Shift Assist that allows up and down gear changes without the use of the clutch, and Tire Pressure Monitoring System for added rider safety and convenience. In addition, heated rider and pillion seats, and LED fog lights are fitted as standard.

AGGRESSIVE STYLE AND ATTITUDE: As well as an design, premium bodywork reflects revised finishes and cleaner lines that give the Tiger 900 a more distinctive and dominant adventure stance, with each model having enhanced details and touches that amplify their dual road and off-road bias. Emphasizing its all-road capability and exceptional agility, the Tiger 900 has a narrow standover width and is designed with a lighter front-end, reduced bodywork scale, more aggressively styled fuel tank and advanced, lightweight frame. The GT and Rally ranges come in three premium color schemes: Pure White, Sapphire Black and Korosi Red color options for the GT and GT Pro; and Pure White, Sapphire Black and Matte Khaki color options for the Rally and Rally Pro. The base Tiger 900 model is available in Pure White.