Launch: 2011 Triumph Tiger 800XC

The shift towards motorcycle adventure touring (mostly at the expense of sports bikes in a lot of markets) is seemingly on an inexorable path, as riders seek to explore more of the great outdoors – most times off the beaten path where they are not seen or heard. It’s happening, let me assure you.

Of course, BMW has always been a master in this area, in both the middleweight and big-bore segments. But the segment is now growing, with Triumph the latest to join the action with its two-bike range of Tiger 800s – the more road-orientated Tiger 800 and the off-road biased Tiger 800XC.

The first of the duo we sampled was the 800XC (the 800 launch is happening as I write this), which took us on a two-day, 900km ride into the Victorian high country.

And for a first-up effort in a class where experience and guile count for so much, Triumph has certainly used all manner of intelligence -- and then some -- to produce a bike which I rate alongside the Street Triple 675, at least where pure fun factor is concerned.

PRICE AND EQUIPMENT
The centrepiece of the 800XC is undoubtedly the 799cc, fuel-injected, six-speed triple, with a torque curve that takes on a heavy workload, all the way from 2000 to the 10,000rpm redline.

When that’s linked with impeccable fuel mapping -- probably Triumph’s best effort yet -- it’s a mill for all seasons: confidence-inspiring for those who may not have the full repertoire of skills (particularly on dirt), to those who like to push the envelope.

And, as Triumph declared at the start of proceedings, the 800 is an all-new engine in its own right, and it’s erroneous to suggest that “it’s just a bigger 675”.

A few days in the saddle certainly proved that point, with the 675’s rorty top-end simply not a staple of the 800, which has its own set of charms – with the aforementioned flat-line torque curve a major part of that.

The 800XC has the same bore size as the 675 (74mm) , but a longer stroke (61.9mm) to accommodate a wider and flatter torque curve.

Triumph claims 95hp at 9300rpm and 79Nm at 7850rpm for the Tiger 800s – but like BMW with its F 800 GS parallel twin, Triumph could easily add more spice to the power equation if it was factored into the blueprint. But it’s really not required on the 800XC, which already has a flexible and responsive powerplant.

But then you also meet audacious souls like Triumph Australia’s technical manager Cliff Stovall, who wants to produce a volcano by adding another 80hp to the 800, and then shoehorning the engine into a Daytona 675 chassis. Sounds fun – well, kinda....

The cylinder head and throttle bodies are modifications on the Street Triple theme, while there’s an oil level sight glass added to the mix. The XC tracks on steel spoked high quality Excel rims, and has a skinny 21-inch front wheel, as opposed to a 19-inch on the standard Tiger 800.

The bike is steel-framed, with plenty of fabrication, to put up with rigours of outback abuse, tracks on Showa suspension, and the fuel tank capacity is 19 litres – good for around 400km in casual riding mode on a freeway.

Those seeking an epic outback adventure will undoubtedly have to fit an extra fuel cell(s), but for 95 per cent of 800XC customers it won’t be a pressing issue.

Suspension travel is 220mm front and 215mm rear, with the back end adjustable for preload and compression. There is no adjustment on the front.

The twin headlights are pure Triumph, while the 800XC has a ‘beak’ – a high level front mudguard which has become quite the staple for adventure bikes. The beak can be fitted as an accessory to the Tiger 800.

Standard seat height on the XC is 865mm, but it can be reduced to 845mm in about 30 seconds by removing the perch and relocating a lever. A welcome no-cost option for shorties like myself, especially as the seat is fairly wide and would make finding terra firma that little bit more difficult in 865mm mode.

The distance between the seat and bars on the 80XC is 366mm, and total bar width is 822mm – 32mm more than the Tiger 800 to accommodate more aggressive off-road riding. There are also adjustable handlebar risers.

Speaking of levers, there’s another one on the dash to adjust the headlight angle, and other practical touches include a 12-volt power socket next to the key (there’s a 645W alternator to help run the auxiliary show) and plenty of tie-down points for luggage (if you don’t choose the plethora of hard and soft luggage options in the accessory catalogue).

Other accessories in the adventure range include an alloy sump guard, Arrow exhausts, crash bars, an adjustable touring screen, and tyre pressure sensors (for the Tiger 800 only).

Other standard features include handguards, a chunky grab rail and an immobiliser control unit – a first for Triumph. No heated grips as standard.

Price is $16,290 for the 800XC, and $17,290 for the switchable ABS model (none were available to test on the launch, as production only recently commenced in the UK).

The XC’s major competitors are the F 800 GS ($17,390) and Yamaha XTZ660 Tenere ($13,999).

Colours are Phantom Black, Crystal White and Intense Orange, and the 800XC is now on sale Australia-wide. Contact your local Triumph dealer for more information.

ON THE ROAD AND DIRT
The 800XC not only offers practicality, but impressive performance too. On the tarmac, notwithstanding the 21-inch front wheel, long travel suspension and Bridgestone Battle Wing adventure tyres, it’s just so easy to strike up a relationship with the triple.

Although the engine does like to rev and will keep on giving past its 10,000rpm redline, it’s simply more fruitful short-shifting through the six-speed gearbox and utilising the beautiful spread of torque.

And the flow-on effect of that, especially on the road, is that the 800XC remains more settled, which is good news for the long-travel suspension.

Sure, the 800XC still becomes little flighty when braking hard for turns, which is perfectly understandable. However, it’s still a far more potent machine on the tarmac than the F 800 GS with its more muscular engine, and the seat’s way more comfortable too.

But even if that’s not enough, there’s the Tiger 800 to fall back on with its 19-inch front wheel and lower travel suspension.

The 800XC’s brakes are really good, and there’s certainly not a massive initial bit to catch you out. But from there things start to fortify, which really lends itself to an off-road application.

Which is where the 800XC launch gave me the most amount of satisfaction – off the beaten track.

Whether it was sitting down on the seat or standing on the pegs, the 215kg (wet) 800XC took everything in its stride, with plenty of suspension travel to soak up any surface imperfections.

Standing up is as easy as holding a cup off coffee, with the knees tucked into the tank and the bars affording a commanding riding position.

That fluidity is important off-road, as it not only minimises fatigue, but it also makes rider inputs more instantaneous and less rigid – vital when circumstances change in a millisecond.

The engine is also an ally in off-road situations, as riders can safely opt for a cog or two higher safe in the knowledge they are still going to get good drive out of a turn – which in turn helps to steer the bike. Sure, it may make riding a less intense affair, but it just may be the ticket for those less experienced in the dirt to increase their confidence.

The Battle Wing tyres hold up okay in graded dirt roads, but for surfaces more devious than that dedicated off-road hoops will have to be commissioned – of which Triumph can throw some suggestions into the hat.

The Tiger 800XC is a champion bike. It’s cultured enough to produce a grin from ear to ear on the road, and then really hits the right notes off-road. Owners expect a lot from adventure bikes these days, and BMW has been a mainstay in this regard. You can now add the Triumph to the mix with its 800XC. It’s brash, ballsy and doesn't crack under pressure. A delightfully agreeable motorcycle.

GEAR WORN ON TEST