triumph tiger 800 tft display made in china

New for the 2022 model year (MY), Benelli also presented the TRK 800X adventure bike. Some of the TRK 800X’s highlights include a new 21-liter tank for extended fuel range, updated Trellis frame, 7-inch full-color TFT display, 19/17-inch front and rear wheels, and a 78 Ps parallel-twin 800cc engine.

Like KTM’s 790 Adventure R, the new CF Moto 800MT takes advantage of the 799cc parallel-twin LC8 engine that produces 95 Ps of power while the torque has been tamed a little bit at 77 Nm vs the Adventure R’s 88 Nm.

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The refreshed, 2018 Triumph Tiger 800 has been launched in India and prices begin from Rs 11.76 lakh (ex-showroom, Delhi) for the XR variant. Just like before, the 2018 Tiger 800 is on offer in three variants, including the XRX priced at Rs 13.13 lakh that sits above the XR, both of which are road-biased adventure tourers, while the XCX, priced at Rs 13.76 lakh (both prices ex-showroom, Delhi) is the more off-road capable version. More variants are expected to be launched later.

Interestingly, the 2018 Tiger 800 is not an all-new bike but is a midlife update for the motorcycle. But the changes to the design, powertrain, rider aids and suspension are extensive. While the road-focused XR family gets new Showa suspension upfront, the XC line-up gets a new, Off-road pro mode to help improve the bike"s off-road abilities.

All variants of the 2018 Tiger 800 feature LED DRLs and the XRT and XCA versions get all-LED headlamps too. Except for the base XR, all variants also feature the new, fully-digital 5-inch TFT display screen that has replaced the older bike"s analog-digital instrument cluster. The digital dashboard was first seen on the Street Triple RS and offers a plethora of information in a highly legible manner that"s easy to process on the go.

Triumph said that 2018 Tiger 800 features over 200 changes including significant ones to the engine and gearbox as well. Outputs for the 800cc triple cylinder engine remain unchanged at 95 PS and 79 Nm but the engine is smoother, while revised gearing means peak torque is available at lower speeds.

As far as the competition is concerned, the 2018 Triumph Tiger 800 faces off against machines like the BMW F 750 GS, BMW F 850 GS, Ducati Multistrada 950 as also the Honda Africa Twin CRF1000L.

We have been made aware that customers of the New Speed Triple 1200 RS with Apple iPhone handsets will initially have limited functionality using the My Triumph Connectivity System. This is to be rectified soon in a future instrument software update for this model expected in late July/early August.

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.

Back in 2021 we reported that Chinese manufacturing giant CFMoto was on the verge of releasing an 800cc bike with adventure bike aesthetics and KTM parts, including the Austrian maker’s 799cc liquid-cooled LC8c parallel twin. And out into the wider world this new bike went, as the 800MT Sport and 800MT Touring versions, with little word of when or if we might have access to it in North America.

Well, the word has officially arrived, and soon these CFMoto machines will follow, arriving at U.S. dealerships early next year as the 2023 model year 800 Adventura Street and Adventura Terrain — a name change in North America necessary to avoid stepping on Yamaha’s MT naked sport series.

While CFMoto has been working for many years with Kawasaki to create models with shared genetics, the 800 Adventura models mark its first physical manifestation of its joint venture with KTM to reach the states. Yet at the same time, the new bike doesn’t look much like a KTM at all. There’s the engine, of course, purposely handed off in 2021 just as KTM moved to the current 890cc mill for its North American Adventure series, and a familiar steel tube frame, though the Adventura does use a unique aluminum swing arm system.

The silhouette of the CFMoto 800 Adventura says I’m an Adventure Bike, though it’s clear these models are more street focused rather than dirt- oriented machines. Power from the LC8c engine puts forth a very useful 95 horsepower @ 9000 rpm and 56.8 ft.-lbs. of torque @ 7500 rpm.

Motorcycle.com had a chance to ride the new 800 Adventura Terrain on a closed, paved course ahead of its official launch in the U.S. and came away with good feelings. There’s loads of sophisticated technology, including standard ABS and Bosch cornering ABS to regulate the J.Juan dual front 320mm discs w/ opposed 4-piston radial calipers and single 260mm disc w/floating 2-piston caliper out back.

Cruise control is also standard, as well as traction control and two electronic ride modes (Rain and Sport), which are switched via a 7-inch color TFT display. Both models also provide USB and 12V DC outlets and feature LED lighting and fog lights. The medium-height windscreens above the pinched beaks look to be the same size on both machines and a gnarled plastic hand knob suggests adjustability.

No one needs to remind us how strongly adventure bikes are trending these days. Just open your computer and bam! there’s another new model to consider. The latest player on the bustling field is CFMoto’s 800MT, officially unveiled last week at the Auto Shanghai show.

But the 800MT doesn’t look anything like a KTM adventure bike either, that is, unless you hone in on the 799cc LC8c parallel twin adopted from the 790 Adventure, which, as you know, has been upgraded in 2021 to 889cc for the Western market, leaving the LC8c version to stand alone in this, and likely other new models from CFMoto.

The 800MT is notably the first dedicated model to come out of the joint venture of these two manufacturing giants. It’s a handsome machine, with aggressive looks more inline with Honda’s Africa Twin than KTM’s more usual vibe, especially the pinched fairing, headlamp and screen grouping. The split and dropped fuel cell was nixed by a more traditional touring-style top mounted tank, for example.

The details we know so far are that the 800MT will be one of the highest performing motorcycles to ever wear badging from a Chinese builder, with the LC8c delivering a claimed 94 hp and 57 ft-lbs of torque. It will come with Bosch’s cornering ABS, as well as traction control and luxurious amenities like keyless start, built-in GPS, heated grips and seat and KTM’s rich suite of electronics, all accessed on a bright 7-inch TFT display.

What is all CFMoto’s choosing is implementation of Japanese KYB suspension over KTM-owned WP, and brakes from Spain’s J Juan, likely a move to keep the price low. While the 800MT uses a steel tube frame we’re used to seeing on the KTMs, it does have a unique aluminum swing arm system.

According to Cycle World, the 800MT will weigh 509 pounds without luggage or 547 pounds with the aluminum side cases, top box and mounting system. Wheels are 19-inch front/17-inch rear cast as stock, with spoked rims as an upgrade, while other add-ons would be the skid plate and crash bars we see in the photos, though it’s likely CFMoto will offer a special edition outfitted for the dirtier side of adventure riding.

With production slated for “Q2 of 2021” there should be 800MTs rolling off the line any minute. Pricing is rumored to be on the low side of ADV bikes in this category: Somewhere between 50,000 and 70,000 yuan, which comes out to something around $7,700–$10,700 usd.

Of course this particular adventure bike will be introduced in the Asian markets before we see it in other parts of the world. No doubt CFMoto hopes the borrowed KTM performance and technology will add cache to the model, raising the bar for further in-country manufacturing. But with more Chinese imports making the scene in the U.S. each year, it’s not so far-fetched to think we’ll see the 800MT and other bikes like it on — and off — roads here in the U.S. sometime in the near future.

The 2020 Triumph Tiger 800 XR model range consists of the XR base model, the XRx and XRx Low, and the range topping XRt. The XR models are the more road and urban focused adventure bikes, however they are certainly still able to handle light off-road duty.

The Tiger 800 XR model features a tubular steel trellis frame, with Showa upside down forks at the front and a Showa semi-adjustable rear monoshock for suspension. Front and rear brakes are Nissin, and have standard ABS paired with traction control. One of the best features is that the ergonomics are adjustable, with seat height, handlebar, brake, and clutch lever positions all being customizable.

The Tiger 800 XRx switches out the LCD panel of the XR for a 5 inch TFT panel. A Brembo monoblock brake replaces the Nissin, and a taller, 5 position adjustable windscreen is fitted. Handguards are also fitted as standard, along with heated grips. Cruise control is also available.

The Tiger 800 XRx Low features all the same items as the XRx, but has a 2 inch lower seat height at 30 inches, and bespoke suspension adjustments to make it comfortable.

The Tiger 800 XRt is the top of the line for the XR models, and features fully adjustable front and rear Showa suspension, LED lighting all around, heated seats, and an easy to use center stand.

Higher spec Tiger 800s include new angle-adjustable, full color 5’’ TFT instruments for access to all rider-focused technology via new ergonomically designed switchcubes and 5-way joystick with premium illuminated backlit buttons.

The thrilling new generation mass-optimized 800cc Triple engine delivers 94 HP with even more responsiveness and acceleration, and a new shorter ratio first gear delivers more low-speed traction and instant responsiveness.

LED lights and fog lights are included on high specification models, as well as Triumph’s signature Daytime Running Light (DRL) system for maximum safety and minimal maintenance.

For superior wind protection the mid and top specification Tigers come with an all-new five-position adjustable screen, and new aero diffusers delivering greater rider and pillion comfort.

More premium bodywork and the highest-ever level of finish and detailing gives each Tiger 800 a more dynamic stance that reflects the road and off-road bias of each model.

Having recently reviewed the 2018 Tiger 1200, Alun Davies heads to the thrilling terrain of Morocco to see what its brother, the Triumph Tiger 800, has on offer…

With each passing year, it strikes me that the term ‘birthday celebration’ takes a step closer to being a marvellous description for the word oxymoron. And these days the ‘celebration’ would probably be better taken with a pipe, slippers and a nice cup of tea rather than sitting atop the new Tiger 800 deep in the Moroccan bush with a manically steep and rocky climb just ahead. I jest, of course, it’s no secret that tea plays havoc with the aging bladder.

I’ve returned to Morocco many a time under my own steam, but this visit was as a guest of Triumph for the launch of the new Tiger 800. In 1978 my first night in the North African country was spent in a dark and smelly mud hut with a straw roof and no door whereas tonight was to be spent in the Movenpick Marrakech which sported a spa centre and a bathroom larger than a small village. There was also a flat-screen TV, bathrobe, slippers and free toiletries. On reflection, I can say with complete certainty, life gets better with age.

Following a night of fine food and wine, the launch epicentre moved out of town and went deep native at the Couleurs Berberes tented village. About 45 minutes south of Marrakech, in the foothills of the Atlas Mountains and within sight of the snow-capped 4,165m Mount Toubkal, Triumph had decided to deprive us of flat-screen TVs and complimentary grooming products.

The Triumph Tiger has a history stretching back to 1936 where the launch competition bike took gold medal at the International Six Day Trial. Over the years the bike has morphed through various guises, taking in the Tiger 100 on which Ted Simon famously completed a round the world trip in 1973, and the 1993 Tiger 885 which coincided with the re-birth of the brand under Bloor ownership.

Mark one of the 800cc version was launched in 2010 with the updated mark two arriving in 2014. And now, with more than 68,000 Tiger 800s sold since the bike’s conception, I was roughing it in Morocco at the world press launch of the highly anticipated mark three. Launches usually kick off with a presentation where the brand manager and engineers detail the overall objectives of the bike and specific improvements in parts and performance respectively. It’s a great opportunity for journalists to get a flavour of the company’s thoughts, aspirations and ambitions for a new bike from senior executives.

In the case of the Tiger, we were told the company’s objective was to make a great bike even better and to offer a more focused performance for each style of adventure, be that on or off-road. The main thrusts of improvement would be via performance, technology, versatility and premium quality of finish. Continuing with Triumph’s style of offering a bewildering variety of models, the company also confirmed it would be offering six different flavours of the Tiger 800 with an XR prefix signifying a more on-road bias and the XC favouring the dirt.

If you’re a regular reader of my reviews, then you’ll know it’s at this stage I come clean and state my dreamy-eyed state of nostalgia for all things Tiger – I was riding an 885 when I thought a magazine by the name of Adventure Bike Rider might not be such a bad idea – and my enthusiasm for the performance and character of a triple engine. It also goes without saying that I can’t be bought, but a free trip to Morocco goes a long way. And so, to the ride…

The Moroccan weather had decided to play its part to help launch a new adventure bike which translates into a re-drafting of routes as our planned ride was cut off with snow. So we set off north, through the village of Lalla Takerkoust instead of south through the Atlas Mountains. With the temperature just above freezing and a late start I had neither the time nor inclination to check out the finer details of the new Tiger other than to head straight for the heated grips and seat. Full marks for both though, I wouldn’t mind the grips being a touch warmer or failing that a launch relocation to South Africa.

Being an adventure bike, the stance on the 800 is just about spot on if you like sitting upright. Triumph claims that the bars have been moved slightly back from the previous version which was not something I’d have noticed unless told, though can confirm that, as with the previous model, the ergonomics are spot-on for all-day comfort.

I’ve never thought there to be much wrong with previous versions of the 800 engine and drive train, which offered plenty enough torque, smooth linear power and well-spaced gearing. If forced into nitpicking, then the low-down grunt could have been tweaked and that’s precisely what Triumph have done along with shortening the first gear ratio. On the road, both of these changes offer marginal performance benefit though, as I would find out, on the off-road trails on day two they provide the rider with far better low-speed control.

To engage off-road modes, the Tiger needs to be stationary and the system will default back to road mode should you switch the engine off. Triumph have done this for safety reasons so that you don’t find yourself with no ABS and Traction control by chance. Triumph engineers have also worked on ‘mass optimisation’ which in lay man terms means reducing the weight of components and configuring them as close to the central core of the bike as possible. Apparently, there have been over 200 modifications to the engine and chassis, and the net effect of mass optimisation is a more all-round responsive feel to the bike, which was noticeable.

Despite the XCa coming with a 21in spoked front wheel I did not find that much of a difference between the two bikes on tarmac. Both the Showa (XR) and WP (XC) suspension are more than up for the job as are the excellent brakes. The handling on both bikes is typical of past Tigers and by that, I mean neutral, composed and confidence-inspiring. On a particularly twisty section of dry road where we did cut loose, the 800 proved it’s got more than enough power and poise for just about any purpose.

However, the biggest upgrade and refinement is the addition of a new TFT display which, I have to say, is one of the best currently fitted to a motorcycle. Full colour graphics, easy to read, user friendly and perfectly complimented by new switch cubes and directional joystick. All in all, scrolling through the variety of screens, information and controls is as intuitive and user friendly as it gets. Full marks here.

Anyone who takes pleasure from off-road riding on our ever-diminishing quota of green lanes will find Morocco a destination close to heaven. In just about every area of the country you can pick a spot on the horizon and ride without the fear of a woolly hatted rambler or NIMBY threatening Jihad. A great location then to check out the ability of the Tiger 800. It had rained overnight, which meant the normally hard-packed dusty trails had a top layer of slippery, gloopy mud. Good news then that the XCa came fitted with knobbly Pirelli Scorpion Rally tyres.

The first 30 minutes was, to put it mildly, scary. The wet and slippery top layer was a nightmare to ride at speed. I was never completely at ease and more than happy that the Triumph came with an off-road mode that included effective traction control and ABS. The good news was that, with clear skies and a stiff wind, the top layer was drying out fast and it wasn’t long before we were tamping along gravel and dirt trails at speeds of over 80mph, which I find both thrilling and terrifying at the same time.

The WP suspension is fully adjustable at the front and rear and offers 8.7in of travel at the forks and 8.5 inches at the aft. We were constantly hitting full flight jumps and deep perpendicular wash-out ruts at speed, and the suspension soaked it all up without bottoming or bending out of shape. I can tell you now, I doubt any purchaser (including me) would attempt riding at the speeds and over the terrain we were riding. But if they did, the Triumph would be at home. On slower, more technical sections the new shorter first gear showed its worth. It proved perfect for slow speed control without having to continually slip the clutch, spot-on for controlling steep, tricky descents and, when combined with the upgraded low down tractable torque, the 800 chugged away up steep, twisty and slippery ascents.

Speaking to a Triumph technician at the launch, he explained how algorithms controlling the electronics are improving all the time in the same way that mechanical features do. The net result is that they are becoming more precise and in tune with conditions and riding style. Trust me when I say doing a controlled, hero style drift around a gravel corner at 70mph in off-road mode is achievable by mortals, should you have a mind to.

Triumph have taken what was already a great adventure bike and made it better. And if that sounds like an all endorsing compliment then yes, it is. Given the choice, I’d go for the XCa; I found it just as capable on the tarmac as the XRt and it’s leaps ahead when it comes to off-road ability.

In short, the Tiger 800 would make a great all-round purchase, performing well as a commuter, long-distance tourer plus there’s enough oomph on tap to accommodate any red mist moments. I can think of only one practical reason you may be better suited with a larger capacity adventure bike and that’s if a pillion is a constant rather than occasional companion.

As a weekend tourer: Over the years, I’ve spent many enjoyable long weekends away on a Triumph 800 and can’t think of any reason why this mark three model would prove any different.

As an RTW overlander:There’s plenty of documented accounts of riders travelling around the world on Triumph 800s. Given the time and opportunity I wouldn’t think twice about doing so myself.

Triumph’s Tiger 800 was a very capable tourer, but it had plenty of room for improvement. As a tourer it could have worked with better ergonomics; as an adventure motorcycle it needed more grit and balance. Let’s see what makes the Tiger 900 the better motorcycle, if at all.

The new engine on the Tiger 900 has more displacement to help it meet Euro V emission norms. But the T-shaped crank and the resulting uneven firing order (1-3-2)has made for a punchier power delivery. While peak power is unchanged, the new motor delivers 8Nm more peak torque a little lower in the rev range than before. More importantly, you get more torque and power than before across the rev range. So much so that you will have to make fewer downshifts while commuting or touring because of the chunk of torque available from low revs. Along with the chatter from the engine, it almost feels like a V-twin!

The torque from the engine will be a boon when covering long distances too. It will make fewer demands from the rider whenever a change of pace is required. Also, the added punch will make it more enjoyable and rewarding to ride. While displacement has gone up Triumph claims fuel efficiency hasn’t been affected. Along with the taller gearing for the 5th and 6th gears (up 3 and 7 percent, respectively), and a larger 20-litre tank, the range between refills should be more than before. In our previous tests the Tiger 800 lagged behind its competitors on this front so any improvement will be welcome.

The change in gearing also lets you cruise more comfortably as the engine sits at an easy 4700rpm at 120kmph. Interestingly, despite the taller gearing Triumph claims that the roll-on accelerations in these gears are faster than before!

Lighter clutch action because of the slip-and-assist clutch and the V-twin-like strong torque at low revs will simplify your commutes. A lighter feel from the chassis makes the Tiger 900 much easier to manoeuvre at low speeds too. The GT’s 810mm seat height (can be raised to 830mm) is low and the slimness of the chassis makes getting both feet on the ground really easy.

Ergonomics, performance, features and usability have all been improved, making the Tiger 900 a significantly better motorcycle to tour on. For starters, the Tiger also offers better ergonomics than before. The handlebar is 10mm closer to the rider, which gives you a more upright riding position and is definitely more relaxing for shorter riders like me (5’6”). The seat cushioning is also impeccable with no aches and pains after long days in the saddle. Change in suspension hardware offers a plusher and more consistent ride too. The GT family gets adjustable Marzocchis from the mid-spec variant. The GT Pro gets an electronically adjustable rear monoshock, which allows you to adjust the damping and also set the preload on the go.

To top it off the top spec Pro variants come with heated grips, riders seat and pillion seat as standard. The Tiger also packs better ergonomics for shorter riders, an impeccable seat, and greater features -- easily adjustable windscreen, heated grips and heated rider’s seat. To top it off, heated pillion seat is an option, while auxiliary lamps are standard on the Pro versions.

The Tiger 900 has key hardware updates that widen the safety net. Front brake discs are now larger, up from 305mm to 320mm. Along with it, Triumph is offering Brembo’s flagship Stylema monobloc calipers as standard! The effectiveness of these brakes is such that you might compare the feeling while braking hard to hitting a wall!

Slim and tight. And, tough. Thes best describe the Tiger 900’s look. The headlamp fairing, the radiator shrouds are all leaner and tighter. The brushed metallic effect on the panel that runs from the headlamps to the tank on the Rally adds to the sense of toughness. The Rally also packs an engine guard as standard. There’s also the added dash of sophistication thanks to the wing-shaped LED DRL in the headlamps, which are also packing an all-LED setup.

LED auxiliary lamps are offered on the Pro variants as standard while the LED turn indicators and tail lamp are offered in certain markets. Taking it up further is the 7” colour TFT display that packs in bluetooth connectivity for your phone and GoPros on the top spec Pro versions. These allow you to see navigation instructions and camera settings right on the dash. There are two very handy 12v charging sockets and a rather pointless 5v USB charging point under the seat.

.. the Tiger 900 is a new generation motorcycle and it certainly establishes itself as the better ride on every front. Comprehensively.Triumph has introduced the GT Pro, Rally and Rally Pro to India with prices ranging from Rs 13.7 lakh - 15.5 lakh.

Is the Triumph Tiger 900 too good to be true? Why don’t you read what’s not so good about it to get the full picture? Or if you are interested in off-road adventures, read about it here. Or head over to the Tiger 900 introduction page where we have links to all our stories from the Tiger 900 ride experience in Morocco.

The 2022 CFMOTO 800MT is a big deal for the Chinese manufacturer. Earmarked as the machine that will help the brand shake off the dreaded made-in-China stigma, the CFMOTO 800MT has a lot of expectation on its shoulders.

Fitted with a KTM-built engine and probably the most equipment seen on a CFMOTO to date, the 800MT has finally arrived in Australia and is hoping to capitalise on the increasing thirst for middleweight adventure bikes.

First, a quick recap. The 2022 CFMOTO 800MT’s genesis can be traced back to 2013, when the Chinese brand inked a game-changing deal with Austrian giant KTM. That deal initially focused on distribution of KTM bikes to the Chinese market, but it evolved into a fully-fledged joint venture in 2017.

But it was the CFMOTO 800MT that generated the most buzz, thanks to its 799cc parallel twin engine that was adopted from the award-winning KTM 790 Adventure.

Rumours of a KTM-based CFMOTO 800MT surfaced in 2020 before the bike was finally revealed in full in April 2021. The marketing imagery, which showed plenty of off-road action, suggested that the Chinese firm was out to make a statement with its new non-LAMS adventure tourer.

And, in many respects, it did make a statement…on paper at least. The 799cc parallel twin is a proven unit and puts out 95hp at 9000rpm and 77Nm at 7500rpm and, with KTM’s reputation behind it, no one doubted that it would meet expectations. Thrown in a TFT screen, a solid tubular steel chassis, J.Juan brakes, KYB suspension and loads of creature comforts, and it was clear that CFMOTO had its heart set on trying to pack as much as it could into a sub-$15,000 bike.

The 800MT comes in two variants – a Sport version ($12,990 ride away) and a Touring version ($14,490 ride away). The Touring version packs more standard equipment, but the only real performance differences are the addition of spoked wheels (for off-road use) and a quickshifter. Either way, the 800MT appears to be great value in either guise.

But while the 800MT certainly impressed on paper, putting it in the field presented a slightly different view. Don’t stop reading though, because there is still a lot to like about this machine.

The COVID-19 pandemic was responsible for delaying the Australian media launch of the 800MT, but after months of anticipation, we were finally invited out into the Victorian High Country to put it through its paces.

Interestingly, while the 800MT power plant packs the same horsepower as its KTM counterpart, it does give up about 12Nm of torque. Both peak torque and horsepower arrive later in the rev range too. But this certainly doesn’t play on your mind, because the 800MT still provides a fun and spirited ride.

When CFMOTO Australia divulged the launch route to us, it became clear that, despite the adventure tag, the 800MT is geared a little more towards tarmac use. This is especially true of the Sport variant, but the Touring version is really only boosted by spoked wheels.

And, to be honest, the 800MT wasn’t great off the tarmac. Now, this is coming from a bloke that rode exclusively off-road until the age of 28, so maybe I’m a little biased, but I just felt like the 800MT didn’t like the dirt all that much.

It is worth noting, however, that the Pirelli STR Rally hoops fitted to our test units were great and offered plenty of grip (sometimes when you least expected it), but both versions of the 800MT come standard with Maxxis tyres that are no so dirt-friendly.

Still, the 800MT probably batted above its average. At one point, we found some tricky hill climbs, erosion mounds and a creek crossing to play in, and I had an absolute blast. Yes, you need to keep 100% focus and exercise caution to ensure you don’t end up on the deck, but the bike can still overcome some fairly challenging terrain in the right hands.

To be fair, CFMOTO never promised a hardcore adventure off-roader. That notion probably comes from the KTM connection, as well as the ambitious marketing material. The 800MT is a sporty adventurer ‘tourer’ and it is most at home exploring the country via the road. But, like I found with the Norden, if you accept the bike’s limits and ride cautiously and methodically, the 800MT will go further than the spec sheet probably suggests.

Shortcomings aside, the 800MT really is great value. In terms of comfort and functionality, it ticks all the boxes of an adventurer tourer. The TFT display looks great (although it is a little fiddly) and the controls are all laid out well, while the bike is also fitted with bluetooth connectivity, navigation and CFMOTO’s T-Box sytem. The seat and ride positon are both super comfy on long rides, and the bike comes ready-made for a variety of luggage options.

The other thing that the next version of the 800MT will almost certainly have is keyless ignition. In fact, if not for a global microchip shortage, the bike would have a keyless system now.

When you look at the packed middleweight adventure field, it is clear that the CFMOTO 800MT has a place. It certainly doesn’t have the capability of off-road titans like the KTM 890 Adventure R, but it does offer a lot of comfort, functionality, and practicality for a very good price.

It is far from perfect, but CFMOTO has put together an exciting package that is teetering on the edge of greatness. When the firm does eventually update the 800MT, it won’t take many changes to turn it into a pretty special adventure tourer.

For now though, the 800MT would be a fine choice for first-time adventurer riders, or even commuters looking for a comfortable daily driver. The price tag is excellent value and the bike is capable enough to get you out there and exploring.

The 800MT might not yet be the bike that delivers CFMOTO to the promised land of motorcycling superpowers, but it the biggest hint yet that it is well on its way. I can’t wait to see what this exciting Chinese brand does next.

Triumph Motorcycles India has confirmed that it will launch the new Tiger 900 in the country by April 2020. The motorcycle would be available in two variants which are Tiger 900 GT and Tiger 900 Rally.

The Tiger 900 has big shoes to fill as according to NDTV, Triumph Motorcycle"s previous motorcycle Tiger 800 is one of the bestselling adventure (ADV) bikes in India. According to Triumph, the Tiger 900 has over 65 accessories.

The Tiger 900 is a big step up from the Tiger 800 in terms of performance, features and design. The motorcycle is a lot slimmer than its predecessor which gives it a sleek look. It has slim LED headlamps up front with a narrower face and a shorter beak.

The Tiger 900 comes with a lot of added features. The most prominent one is a new thin-film transistor (TFT) screen which comes bundled with a multitude of customisable options. The riders can now connect their phones to the bike using Bluetooth, enabling them to pick up incoming calls and receive messages.

The Tiger 900 has also stepped up its game in the engine department. The engine is now an 888 CC one and the weight has been decreased by 2.5 kilograms by using lightweight components. The engine offers 10 per cent more torque than the Tiger 800.