triumph tiger 800 tft display free sample

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 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.

Bikes like the Kawasaki Versys were more road-biased. Also, the parallel-twin engine would have been a meaningful step down from my Triumph Street Triple"s in-line 3.

The selection process for that bike is a story in itself, with the first test ride starting from a Benelli 300 and 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 S Triple 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 million-plus greenbacks on the more accessibly sized S Triple.

But it was clearly not enough. My 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 October 2018), the S Triple 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 the magical number of 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 it"s 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 with 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 the life of my Tiger"s ownership.

The Tiger 800 is arguably one of the most popular big ADVs out there in the Indian market with the Tiger moniker carrying a massive sub-brand identity in its own right. The 800 - 900 segment in itself is considered by many the sweet spot of ADV ownership. Its proper big bike territory unlike its 300-600 cc counterparts and not in the full fat 1200 cc weight class category to make itself needlessly unwieldy when out on tougher terrains. If you read and follow specific international owner groups, there are plenty of 1200 cc Tiger / ADV owners who’ve moved back to 800 / 900 Tigers from the 1200 cc segment or alternately made a conscious decision to stay in the 800/900 cc segment.

This particular model (MY 2018) is slightly unique. It followed on and made up to 200 changes from the MY 2014-2017/18 vintage bikes including notably moving on from analog to that glorious TFT screen paired with the user-friendly 5 way joystick controller, (previously seen on the Street Triple RS variant). This was sold till about 2020 before the all-new Tiger 900s were launched. If you absolutely love that sweet, true blue 800 cc inline 3 engine variant over the newer 900s with the revised firing order giving it a twin-like character - AND - you love your TFTs, then these 2018/2019 bikes are the only ones that will give you this combo. The creamy smooth and sporty inline 3 fun factor with the modern TFT screen to behold.

I was selling the Street Triple in order to make the purchase palatable. In a perfect world, I would have loved to keep the Striple too but there’s only so much that post facto “forgiveness” can deliver 14 months apart and I had every intention to remain married - at least for the foreseeable future. In any event, it was beyond budget and justification at that point to keep both. I had after all put in a mere 2800 kms in just over a year of ownership.

Coming to the choice of variant itself, for the uninitiated, the Tiger 800 basically comes in two families - the XR series denotes the 19" alloy wheel shod road-biased version while the XC series represents the more off-road biased version, complete with 21" spoke wheel keeping it true to its purpose. At this point, it must be said, that unlike many sports touring 17" front wheel ADVs, both series of the Tiger is equally accomplished across the range of riding spectrum. The road-biased XRx is tremendously capable in most off-road scenarios as well while I"ve seen accomplished riders throw around the XCx on tarmac the way one would treat a sportbike. For the shorter rider, the XRx is just that little bit more accessible from terra firma and that pretty much was an easy decision for me. If I were to buy a 900 Tiger today though, I"m pretty sure I"d opt for the Rally Pro (XCx equivalent in 2022 speak), having gained a little more confidence handling tall heavy adventure bikes over the last four years.

There’s not much I recall about the delivery itself but Shaman Triumph was as always uber-efficient with every aspect of the delivery process. At the time of purchase, there was the option of getting a cash discount of INR 45k or so (IIRC) or alternately the full three-set expedition pannier kit worth approximately Rs. 1.45 lakh. I wisely chose the latter, a decision I have ultimately not regretted considering just how much I have put the top box alone to use and also on the odd crucial occasion, the hard side panniers.

Atul at Shaman Mumbai is utterly reliable and I trust him completely with all matters concerned with my bike. I know a lot has been said of the negative experiences with several dealerships in other parts of the country, especially down south, but I have never had cause to complain about the quality, turnaround time or the general responsiveness of the Triumph teams - ever!

Other than that, the Tiger is built SOLID! I’ve had no out of the ordinary issues and this is despite using this ADV in every kind of condition. This bike has seen less of Starbucks at Horniman and a lot more coffee on the fly by lakesides & other wilderness. You can drop the bike, abuse it all you like, but you have that confidence that - IT WILL START and get going at the back of all of this.

In short, this is pretty much a FULLY KITTED OUT bike, ready for touring or adventure. I’m hard-pressed to think of a single “must-have” accessory that one would “need” to install on the bike for any kind of use - perhaps at best a side stand extender if I were to nitpick. It even has a Givi toolkit installed inside the left pannier mount. Saves regular luggage space while touring.Triumph OEM Beak

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.

The Tiger 800 XC and XR, known for their powerful 800cc triple engines, are part of a bloodline that began with gold-medal winning Tigers of the 1936 International Six Day Trial. Triumph was the motorcycle of choice for both the multiple winning British teams and famously Steve McQueen’s US ride entry in 1964. Decades later, the story continues with a new generation that takes the Tiger’s capability to a whole new level.

The new, significantly updated Tiger 800 XC and XR family has received 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 road and off.

“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.” – Paul Stroud, Chief Commercial Officer for Triumph Motorcycles.

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 switches incorporating elegant backlit buttons, distinctive signature all-LED lighting, updated cruise control, enhanced chassis, and premium bodywork. All of these add to the Tiger 800’s extensive core state of the art Technology

A mass-optimized 800cc Triple engine now gives more immediate power delivery and a peak power output of 94 HP. 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.

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, new Showa adjustable front suspension, new handbook-approved off-road tire specification fitment, new five-position single hand adjustable windscreen and aero diffusers for segment-leading aero protection, and a new seat compound giving all-day riding comfort.

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.

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.

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 – Triumph has aimed to make available a Tiger 800 for every person, every ride and every adventure.

Many people revel in the joyful qualities of the Triumph inline three-cylinder engine, a deliciously smooth, responsive, and powerful engine. The current triple engine design in the Triumph Tiger dates back to 2010 when it was derived from the Daytona 675 — and let’s just say, there’s a good reason that MotoGP’s Moto2 class races the triple.

In the summer of 2018, when a good friend suggested that we take a long motorcycle camping trip from Portland, Oregon up to Jasper National Park in Alberta Territory of Canada, I decided to make a go of it on my 2010 Triumph Street Triple (675cc capacity). This naked standard bike worked surprisingly well for the task, but literally the day after coming home from that 2,000-mile trip, I was shopping for a more well-suited and comfortable adventure touring/dual-sporting machine. And my eyes turned right towards the Triumph Tiger 800, the smaller of the two Triumph adventure bikes, sporting a 799cc engine.

I tend to buy my motor vehicles used, in the 2-4-year-old range, appreciating the nice discount one gets on MSRP while still benefiting from early, more maintenance-free years of the machine’s life. However, in this case, my personal stature worked against me. I’m a petite female, and although I’ve got a 32” inseam, most of the larger touring-style bikes are either too tall or too heavy for me to safely pilot.My late husband had a 2004 Triumph Tiger and I remember feeling it was too tall for me. However, I have come a long way in my riding since then!

One of the awesome features of the Tiger 800 is that Triumph produced some factory “Low” models (referred to by the company as “LRH,” Low Ride Height) with adjusted suspension settings and a different seat. Unfortunately, though, there were too few Low models available on the open market in the States for me to find a viable used example.

So, my feet took me into the dealership in July 2018 to check out some new motorcycles. My local Harley-Davidson/Triumph dealership (talk about a weird brand match-up!) had both varieties of the 2018 Triumph Tiger 800 on hand — the XC, a wire-wheeled and more off-road oriented version, and the XR, a cast-wheeled and more street-touring version. The third letter in each model denotes additional gear variations, ranging up from the XCX to a thoroughly-farkeled XCA, while the XR line offered the basic XR, plus a more full-featured XRX and the XRX Low, as well as the top-spec’d XRt. Unfortunately in 2018, Triumph did not offer a Low version of the off-road-oriented XCX so my eyes were set squarely on the XRX.

The third-generation Tiger 800 was updated extensively in 2018, with improvements including LED lighting, revised bodywork and ergonomics, and new electronics controlled by a bright and cutting-edge TFT (thin-film-transistor) dash. The bike’s exhaust flow and lower-end torque were also improved — its peak 58 ft-lbs of grunt are produced at just 2,000 rpm. Having just come off a long trip involving hours of slab, I was particularly interested in rider comfort aids like cruise control and heated grips, which are factory options on the more-featured Tiger 800 models. I was also intrigued by the riding modes, which are electronically-selectable between Road, Sport, Off-Road, Rain, and Custom. There’s also an Off-Road Pro mode on some machines, but perhaps you have to sign away your first-born for permission to use it?

I fell in love with this Crystal White 2018 Tiger 800 XRX Low at my dealership and ended up paying right around $14k for it, which included a $1,000 incentive credit for Triumph parts at the dealership to boot. As of today (April 2020), this exact same bike retails on the used market in the $9,000-11,500 price point, depending on mileage and condition as per usual. The XCX line, the more off-road oriented one, runs at a bit more of a premium but again, you can’t get a Low model in that configuration.

The XRX model didn’t have some of the off-road protections that I would have liked, such as an aluminum radiator guard and metal sump guard, and I also knew I wanted engine & tank guards. (If you’ve ever dropped a big bike, you know how important these are to help keep your trip going!) It was easy to settle on the Triumph brand for the sump & radiator guards, and they were a cinch to install.

The other major decision for equipping an adventure-touring bike was panniers. It’s a holy war between the soft-bag and the hard-case aficionados, but ultimately I went with aluminum panniers given my bike’s more road-oriented flavor and of course my personal preferences. (Which just happens to include the fact I was looking forward to stickering up my cases!) Triumph offers the Givi Expedition Panniers in a Triumph-branded version that was easily acquired — if a pretty penny at nearly $1,000. Each case is 37L capacity, and they come on and off the bike very easily. Plus, the locks are keyed to the ignition which makes them a snap to access and secure.

I have clearly stated that this review is deeply biased — basically, I love my Tiger and consider it a dream bike. Even while there are just so many great bikes on offer in the world that I might still lust after (have youseenthat 2020 Moto Guzzi V85TT?!), this one is a keeper in my stable.

Still, I’ve racked up a few small negative observations. I find the gas tank hard to fill, as a little bar that stops the nozzle from going in too deeply also frequently causes backsplash unless I carefully hunch over the tank and regulate the speed of the flow. Perhaps this is just a short person’s problem, though? Also, after the very first off-road riding I did, the left front fairing got a little crack in it. The hand guards are basic plastic and definitely will merit an aftermarket upgrade. That super-fancy TFT display can be totally unreadable in bright sunlight, and sometimes its shiny flat surface reflects sunlight into my eyes.

Soon, too, I will be equipping my Tiger with knobbier tires for more off-road traction. I am researching the relative merits of the Michelin Anakee Adventure, Continental TKC 70s (I have the excellent TKC 80s on my smaller dual-sport) or the Heidenau Scout K60. Lots of fun armchair planning ahead. It’s a good feeling to have a reliable moto that is all set up and ready to ride. Glad for that battery tender in the meantime…

Keep the dream alive out there, my motorcycle-riding friends! I hope you benefitted from reading this article. Please let Go By 2 Wheels know if you have any questions that we could help answer about the Tiger, or, well, whatever. Share this and like us if you feel inclined, too!

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?

This is Team Throttle’s very first comparison test and we couldn’t have picked a more appropriate duo than the Triumph Tiger 800 XCa and the BMW F 850 GS. Because both Jean and Jan F have a past with the predecessors of these two newcomers.

In 2015 Jan F bought a Tiger 800 XCa, which now has 37,000 km. The bike did an all-road trip to the Alps, a muddy weekend in the Ardennes and a week in the Sierra Nevada.

In 2016 Jean traded his BMW F 650 GS for a second-hand 800 GS. He added about 60,000 km to the odometer, during – amongst others, of course – that same dirty Ardennes weekend and more recently during Endurofun’s Midsummer Ride.

Jean: “BMW could certainly make progress. Don’t get me wrong. I like my 800 GS – I find it an excellent all-rounder – but it has some points that can be improved:

Jan: “The splendid engine, perfect gearbox and great WP suspension make my Tiger a wonderful bike. Only the wind protection has been annoying me for three years. Turbulence galore! An aftermarket solution helped a bit, but there’s still room for improvement. The brakes can also be enhanced, they are rather spongy. Some complained that in first gear the Tiger dares to stall, especially offroad. Isn’t it, Jean?”

Jan: “For those who are not familiar with the Tiger 800 range: it’s divided into two lines, the street-oriented XR models and the offroad oriented XC models. Each line has a number of equipment levels, of which the XCa has the highest (and the most expensive) level. In other words: with the XCa, the option list becomes pointless.”

Jan: “But let’s focus on the engine first. The 850 GS has a brand new 853 cc two-cylinder engine. With 95 hp it has ten ponies more than the 800 GS. There’s also more torque: 92 Nm at 6.250 rpm. An increase of nine compared to its predecessor, but more importantly: the Tiger 800 peaks later and less high: 79 Nm at 8.050 rpm.”

Jean: “That difference doesn’t go unnoticed. The 850 GS is a lot snappier than the 800 GS. More vivid in low revs, stronger in the middle zone and more power in the higher rev range. As a result, it feels al lot less small GS than the 800. The Tiger too seems less energetic in comparison.”

Jan: “You probably need thorough Tiger knowledge to notice it, but the Tiger 800 has a new windshield, new lights, a new dashboard and control buttons, new mirrors and a new sound. As a result, to me the new Tiger seemed like a totally different bike than my own Tiger: if you ride it, everything you see and hear is different.”

Jan: “Absolutely. The engine seems to breathe more freely and revs more rapidly compared to the previous triple engine. The BMW will indeed win the traffic light sprints, but since the Tiger’s rev limiter intervenes 2,000 rpm later than the GS, the difference is probably not that big.”

Jean: “When you park both bikes next to each other, the Tiger looks much bigger than the GS. The BMW has a slender shape, while the Triumph impresses with a higher and wider build.”

Jan: “Still, the Tiger has the lower seat. And the BMW is damn high. Our test GS was equipped with the optional rallye seat: 890 mm high. Fortunately, there are also lower choices: the comfort seat (875 mm), the standard seat (860 mm), the low seat (835 mm) and the OE suspension lowering kit (815 mm with standard seat, 790 mm with the low seat). The XCa has, like all Tigers, an adjustable seat: 840 – 860 mm. On the XR models, that’s 810 – 830 mm.”

Jean: “Nonetheless, the seat heights of the 850 GS are slightly lower than those of the 800 GS. The general seating position feels very familiar. And about that damn high: you’ll have to bend your knees in a less sharp angle. I don’t know if Jan was planning to tell it, but he installed extra footsteps on the engine guard of his own Tiger, so he can stretch his legs occasionally during long journeys.”

Jean: “Personally, I prefer the seating position of the BMW, but the wind protection on the 800 GS was better: the new windshield is smaller. The one on the 750 GS is so small that it makes you wonder why they’ve taken the trouble to install one. However, according to BMW, a larger windshield and an adjustable windshield mount are currently in the pipeline.”

Jan: “The wind protection on the XCa has greatly improved. It’s better than on the BMW and better than on the previous Tiger. The new windshield is higher and you can adjust it with one hand while you ride. The combination with the extra wind deflectors works well. In the lowest position, your upper body doesn’t catch the wind and your helmet is blown dry. In the highest position, your helmet is also wind-free without having a lot of turbulence.”

“These improvements show that Triumph listens to their customers. The strengths of the bike have remained and the pain points are eliminated one by one. You’ll also notice this when braking: the Brembo calipers, combined with thicker discs, clearly result in a better deceleration.”

Jean: “The 850 GS has the same calipers, making the troublesome braking of the 800 GS a thing of the past. The on-off disease is also cured thanks to the ride-by-wire. As a standard, the BMW has two riding modes: Rain and Road. These not only have a significant influence on the throttle response, but also on the ABS and the traction control.”

Jan: “The Tiger XCa comes with six riding modes: Road, Off-road, Off-road Pro, Sport, Track and Adjustable. Here too, you’ll feel the difference on the gas handle, the ABS and the traction control.”

Jean: “Fortunately, the sound of the GS doesn’t depend on those pops. The somewhat boring buzz of the 800 GS can be forgotten, the 850 sounds more like a V-twin. Raw, without becoming really loud. The roughness of the sound also looms in the character of the engine. It creates vibrations, which are more present than those on the 800 GS. You feel them in the handlebars and the footsteps, but fortunately they don’t become annoying.”

Jan: “On the preceding Tiger the typical three-cylinder intake sound ruled the soundtrack. The new Tiger has a much deeper exhaust sound, making it more prevalent. It even rattles when shifting down.”

Jan: “The buttons and switches on both bikes are of high quality. Especially the Tiger underwent a big improvement: on the previous XCa the controls for heating and fog lamps were literally just added, like aftermarket parts.”

Jean: “Triumph uses a 5-way joystick to navigate through the menus while the BMW has the familiar controller ring. All functions are nicely integrated in the dashboards, from the seat heating on the XCa to the ESA setting on the BMW.”

Jan: “Both the Tiger and the GS have digital dashboards. Standard on the Triumph, optional on the BMW. Triumph’s display is tiltable and has different layouts to choose from, while the BMW doesn’t offer layout choices nor tilting.”

Jean: “The Germans make up for that with smartphone connectivity: via Bluetooth, navigation instructions from your smartphone can be displayed on the dashboard, music can be selected and played via your Bluetooth connected helmet. Of course, the smartphone connectivity is an option.”

Jan: “The fuel tank under the seat was a 800 GS characteristic that’s gone on the 850. BMW wanted to bring the center of gravity forward, because a loaded 800 GS’s ass would be too heavy. The tank moved to the classic position: between seat and steering column.”

Jean: “Seems a logical move, but I have the impression that the center of gravity rose a bit. And the weight also increased. The 800 GS weighed 217 kg with full tank, the 850 GS weighs 229 kg. In any case, the 850 is less light-footed than its predecessor, while the Tiger is clearly more spontaneous in curves. Luckily you don’t have to give the BMW so much input that it becomes uncomfortable.”

Jean: “Still, that dive is a lot less violent than on the 800 GS. But it has improved less than I hoped for. A thicker front fork oil could be a solution. And that hardly sporty rear suspension makes me curious about the behavior of the 850 GS without ESA. ”

Jan: “The Tiger owes its excellent handling to the WP suspension. Provided you adjust it correctly, bumps will be smoothed out while the handling and feedback remain good. This feedback is sometimes crippled by the terribly outdated Bridgestone Battle Wing tires that Triumph still mounts as standard. A puzzling choice, Triumph mounts excellent tires on their other models.”

Jean: “BMW picks better rubber. On the the cross-spoked wheels, tubeless tires can be mounted. Our 850 GS had Bridgestone A41 tires, the successors of – indeed – the Battle Wings. Of the second generation even, the A40 was in between. The Tiger needs inner tubes, by the way.”

Jan: “I guess the choice has something to do with the homologation. In any case, I would be quick to replace the Battle Wings. Other tires transform the Tiger into a steady steering bike, both on dry and wet. I can speak from experience.”

Jan: “The Tiger’s first gear became shorter, mainly to improve offroad riding. At the same time the shorter first will please wheelie fans. A quickshifter is not on the option list but that’s no disadvantage, because shifting-up goes perfectly and very sleek, even without having to pull the clutch. The BMW on the other hand barks CLACK, CLACK, CLACK.”

Jan: “Comparing prices isn’t an easy task. The BMW F 850 GS starts from $13,195 (in the USA), which is considerably less than the $15,850 the Triumph Tiger 800 XCa starts from.”

Jean: “For that amount of money, the Tiger offers a much more extensive equipment pack than the BMW. Among other things, the adjustable windshield, the TFT display, cruise control, crash bars, aluminum skid plate, six riding modes, heated handles and seat, LED DRL and centerstand are included the XCa’s price. At BMW you’ll have to do some option list shopping.”

Jan: “A full-option 850 GS on the other hand is considerably more expensive than the XCa. But you’ll get technology that’s simply not available on the Triumph, like cornering ABS and traction control, quickshifter, semi-active suspension, emergency call system and smartphone connectivity.”

Jean: “At $12,000 there’s also a cheaper Tiger 800 on the market, the XR to be precise. But comparing the prices of both models stays a complicated matter.”

Jean: “Triumph doesn’t offer a Vario solution. They opt for rebranded aluminum Givi cases. 37 liters for the panniers, 42 for the top case. You’ll need luggage mounts which make a Tiger with luggage pretty big-butted. Lanesplitting? Watch out. And watch your behind.”

Jean: “Not an easy question, because both have pros and cons. My gut feeling prefers the GS. Not only has it improved on all points that I listed at the beginning of this article (although the suspension still can be improved), the two-cylinder engine has become so much more exciting that Triumph’s triple – which I’m normally very fond of – now appears a bit dull.”

Jean: “That is the difference between you and me. You like to have one bike per type of use. A racer for track days, a naked for fun rides, an allroad to travel and an enduro to play in the mud. Rationally, the Tiger does indeed have supremacy over the GS in terms of comfort. Long trips are more pleasant on the Triumph. But I think differently: one bike for everything. And then, for me, the BMW takes the prize.”

Jan: “I really would have liked to call the GS the winner, just because it’s a completely new motorcycle. But I think it’s too rough. When will BMW finally develop a good gearbox? The hard clacks hurt my biker’s heart. A quickshifter doesn’t help in such a case. Even in Dynamic mode, I find the suspension too soft and especially the front gives little feedback despite the modern rubber on the wheels. Opposite the GS, the Tiger is an example of refinement. The engine revs with eager, shifting is silky smooth and the WP suspension communicates incredibly well. For me the clear winner is the Triumph Tiger 800 XCa. Throw on a pair of Pirelli Scorpion Trail II tires immediately, those standard Battle Wings don’t honor the Tiger.”

Instrument Display and Functions: TFT multi-functional instrument pack with digital speedometer, trip computer, digital tachometer, gear position indicator, fuel gage, service indicator, ambient temperature, clock and six rider modes (Road/Off-road/Off-Road Pro/Sport/Track/Rider-Customisable)

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.

Triumph has released multiple versions and engine displacement-sized Tigers over the years; most commonly, it comes in a 650cc, a 600cc, and 1080cc engine size.

The Triumph Tiger is a fairly reliable adventure bike, providing its owner maintains and rides it responsibly. A few models have had reliability issues; Triumph has addressed some of these via recall. There have also been reports of resistance encountered when problems arise that require warranty claims.

There’s no denying that Triumph builds very capable bikes, but it would be hard to give the Tiger a glowing review simply because of the negative experiences being shared online.

According to some older-gen-Tiger riders, the bike tends to chew the plastic off the chain runner that protects the swingarm and softens the sound of the chain during off-road rips. This cheap plastic part needs to be replaced as frequently as every 6,000 miles, though it’s a quick and easy fix.

Not only did Triumph issue a recall that swapped out the broken spring with a stronger replacement spring on the house, but they also upgraded the center stand’s rubber feet.

The most severe reliability issue on the Triumph Tiger I found mentioned in the forums was a dreaded punched piston, sometimes called pinging or pre-ignition. While some owners say they did nothing wrong and the piston punctured through its dome due to a critical flaw with the bike, others say it’s the result of using ethanol-infused gas and poor-quality oil.

Triumph has also faced some criticism from owners who are pursuing warranty claims as one owner said “Once the dealer had my money, they treated me like a nuisance.”

“I have three modern Triumphs: a 2009 Street Triple R, a 2018 Tiger 800 XRT, and a 2019 Speed Twin. All three have been 100% reliable with only the Street Triple needing a regulator/rectifier and gearbox part recall many years ago. I am completely satisfied with the brand, and have nothing but praise for the engineering and quality of the machines.”

“A great bike and enjoying it overall. Plenty of performance even with only 94bhp. Light and maneuverable. Just the job solo. I take a pillion and luggage as well sometimes – on this model, essential to adjust the rear suspension. As an 800, it sits at higher revs at motorway speeds than a liter-class bike, but I’m ok with that. I dropped one star because of the finish quality – bolt heads, etc., furring up already. About to treat with ACF50 to try and alleviate this problem. I’ve had other makes, much older, where this is less of an issue.”

Essentially, the Triumph Tiger is a bike owners fall in love with – it is an incredible piece of kit, although you should be prepared for more than a few niggling problems to arise.

A well-kept Triumph Tiger can last for over 75,000 miles if serviced regularly, appropriately stored, and ridden responsibly and regularly. If you ride 4,000 miles per year, a well-kept Triumph Tiger could potentially last for over 18 years.

“The triple is an excellent engine that can go for a long time. I know several people with mileage examples [of 80,000 miles], and they all still run great. The older Triumph triples don’t retain their resale value very well, so I’d try to get him to knock a few hundred dollars off the price.”

“My 40th birthday gift to myself is a 2005 Tiger with the last version of the 955 engine with the readily accessible sprag clutch and the same easily maintained fuel injection….. Purchased with 10K miles in Feb 2011 and ridden with completely trouble-free 47k miles. I carry a spare relay under the seat and change the oil religiously every 5k miles. But as a daily driver (even in the Pacific NW), the battery and charging system is not generally under a load of stress or excess heat with the assistance of a battery tender. In the colder climate–heat destroys electrics. This bike is excellent for commuting cause you can see over the cars, and they can see you. Great for road trips cause you can crunch many miles in a sit due to the enormous fuel tank, and I usually get 50+ mpg. Great for camping trips cause you can take almost any unpaved road (depending on bravery). You can always find a lightly used example if you look hard enough……. These things are bulletproof and reliable, and surprisingly inexpensive to maintain.”

“’05 Tiger 955i I am at almost 30,000 myself. I know of Tigers with 100,000 miles. These things are VERY, VERY good. The few “issues” are easily (and relatively affordably) fixable with little mechanical ability. They are the best value in motorcycling. I have been riding for 33 years and have owned 28 different bikes. This one will be with me for a loooooong time. Get the Tiger; you WILL NOT regret it. Simply put, you will not get more bike for that money anywhere.”

Ultimately, how long a Tiger will last is down to the owner – stay on top of routine servicing and repairs and you shouldn’t have too much trouble clocking up high miles.

A used adventure bike like the Tiger is considered “high-mileage” roughly around 40,000 – 50,000 miles, based on the idea that dual-sport bikes are raced, stunted, and exposed to harsh off-road conditions.

“My first two Triumphs (Trophy 900 and Tiger 955) were sold after 80,000 and 64,000 virtually trouble-free miles. Neither ever needed any engine work. The most frequent repair tended to be fork seal replacement. Regular maintenance is the key.”

If you’re in the market for a used Triumph Tiger, the mileage is just one piece of the puzzle – what’s most important is the bike’s overall condition and how well it’s maintained over the years.

Bring a checklist you made in advance that has all the issues with the specific year model Tiger you’re considering and any other questions you’re worried you may forget during the sales process.

While the latest is typically the greatest from Triumph, the first-year 800 XR and 800 XC Tigers have more than just the added appeal of collectors value.

Thanks to its market leading specs and high satisfactory ratings circulated despite a few internet criticisms, these two Tigers were notably more assertive in performance than the mid-sized adventure competition was at the time.

In 2006, Triumph upgraded the 1050 Tigers to Teflon-coated pistons and increased