Traveled: Triumph Tiger 800
Video: Triumph Tiger 800
Even the Triumphs make no secret of what we would do - the Tiger 800 is a copy of the BMW F 800 GS. When they see a flyer inviting potential buyers for a test drive! It goes something like this: do you drive a GS? If yes, then we want to talk to you. (Original: Do you drive a GS? If we want to talk to YOU!) Pictured is Lord Kitchener, the Secretary of War who raised the largest English army of volunteers to fight Germany on the Western Front in World War I. .
For months we have been waiting for the Milan parlor where dog tacos pray: first because of the engine size (800!), and then more and more because of the market strategy of "dripping" information onto the world wide web. And then - EICMA in Milan. Dual headlights, a clean and technically curved windshield, a visible tubular frame (also an accessory), a two-piece seat… In short, the resemblance is too obvious for anyone to deny.
Such obvious plagiarism would be expected from the Chinese brand Changslang, but okay, the similarity can be an advantage to the free shopper: they didn't invent hot water. But the Tiger, at least at heart, is still a true Triumph—it's still a three-cylinder.
Since the only official seller in Slovenia didn't have it for test drives, but we were "matral firbek" of course, we went to our northern neighbors to try a little big wild cat. Three degrees on the dashboard of a heated Citroën C5 with a massage seat isn't exactly something to shout over a partly wet, but in some places still shaded, icy road, but hey, what you need is not difficult. And one more bike: no bad weather, just bad equipment.
A close look at the details shows that the tigers were not just thrown together. There are a few clever moves such as good protection for the passenger's leg from the exhaust on the right, a 12V socket next to the ignition switch (for navigation or mobile phone), two luggage hooks on each side of the rear seat. and a very large passenger handle. As I learned later, the right foot likes to hit with the left when getting off the bike, but at least the girl will have a good griffin. The seat is adjustable in height and height, and the steering wheel is located in the same way as the large brother with a volume of 1.050 cubic meters. So don't expect an entirely classic enduro position as the handlebars are lower and further forward. Unfortunately, there was no off-road version of the XC next to it; Hope he rides it better while standing.
The new dashboard, like other Triumphs, is well-informed: besides speed, there are two daily odometers, total mileage, current (a good six liters per hundred kilometers) and average fuel consumption, current gear (or idle). , hours, average speed and power reserve with the remaining fuel in the 19-liter tank, as well as the fuel level and coolant temperature are also displayed graphically. But look at the fraction, we still go through the information from the on-board computer using two buttons on the dashboard. Doesn't he have a GS button on the steering wheel?
The engine runs the same as the three-cylinders: slightly louder and mechanically louder than the four-cylinders, but not too loud for my taste. The gearbox sometimes wanted to resist idling, otherwise it obeyed the commands very gently and precisely. However, the engine was still uninhabited, brand new, so to speak, having traveled less than a hundred kilometers. Flexibility in motion is impressive: you can use the entire range of revolutions, from two thousandths to the red square at ten thousand revolutions. It works best somewhere in the middle, and in sixth gear for 130 km, the analog meter shows the number 6. The wind protection is very good, so the bike with the rider remains calm even at higher speeds. For example, 160 kilometers per hour is still pleasant (leave it now, when it was cold). Vibrations are minimal, only above the specified speed some of them appear on the steering wheel.
The brakes should have been stronger, but let me remind you again that they are not yet in use. Suspense? He will be pleased with many people, since it pleasantly softens irregularities and at the same time is not too soft for a tourist, as well as for sports and tourist use. The tilt is only adjustable at the rear.
So? What can I say other than that he's good. Is it better than you know which one? It will take several miles, preferably with both at the same time; then we can draw the line. That's all. The facade is open.
Appearance 3
Let's face it, they copied the F 800 GS too explicitly. There is nothing wrong with that if it doesn't bother you.
Motor 5
Flexible motor, soft power pack, good gearbox, soft clutch lever. Best in class.
Comfort 4
Good wind protection, a fairly large and not very soft seat, large handles for the passenger. There is (almost) no vibration.
Sena 4
Almost the same as the F 800 GS, but the Triumph has more standard equipment that BMW has to pay extra for.
First class 4
The 800 cubic meters in the three-cylinder engine perform very well in road enduro, they are also impressed by the solid finish overall and plenty of standard equipment. Now we are waiting for a longer test, comparison with BMW and the impressions of the owners after xx.xxx kilometers.
Test car price: € 10.290.
Engine: three-cylinder, four-stroke, liquid-cooled, 799 cm3, electronic fuel injection.
Maximum power: 70 kW (95 hp) at 9.300 rpm.
Maximum torque: 79 Nm @ 7.850 rpm.
Transmission: 6-speed, chain.
Frame: steel tubular.
Brakes: two discs in front? 308mm, Nissin twin-piston calipers, rear disc? 255mm, Nissin single piston caliper.
Suspension: Showa Telescopic Front Fork? 43 mm, 180 mm travel, Show variable preload single rear damper, 170 mm travel.
Gume: 100/90-19, 150/70-17.
Seat height from the ground: 810/830 mm.
Fuel tank: 19 l.
Wheelbase: 1.555 mm.
Weight: 210 kg (with fuel).
Representative: Španik, doo, Noršinska ulica 8, Murska Sobota, 02/534 84 96, www.triumph-motocikli.si.
