Launch: 2015 Triumph Tiger 800XCx

When Bikesales first got wind that Triumph was updating and growing its 800cc adventure line-up, it did seem to be overkill: four separate bikes in varying configurations. I was wrong: it's a masterstroke.

The adventure riding market has matured appreciably in recent years, with KTM another manufacturer which is responding to the changes in tastes, demands and the size of peoples' wallets by extending its line-up to include an entry-level machine (the 1050) right through to the dual spec 1190s and now the 1290 flagship.

Triumph has embarked on a similar exercise with its Tiger 800 range, which has expanded from the previous Tiger 800XC and Tiger 800 offerings to the Tiger 800XR, 800XRx, 800XC and XCx, now all with ride-by-wire technology for the first time – bringing the range into line with the bigger Explorer 1200 machine.
Don't get confused by the suffixes, either: the XR range is more focussed on on-road riding and the XC more towards the off-road sector. The 'x' (ie XRx and XCx) refers to not only more sophisticated electronics packages including cruise control, switchable traction control and the ability to configure different riding modes, but also other additional add-ons such as more advanced trip computers, auto-cancelling indicators, a centrestand, handguards, a plastic radiator guard and additional 12V power socket.

The XRx also gets an adjustable screen, while the XCx, befitting its more serious off-road intent, gets an aluminium sump guard and engine protection bars – which are great for attaching action cameras to!

We'll be riding the XRx in April for a blast along the Great Ocean Road and some light off-road play, but today it's the $17,690 (plus on-road costs) Tiger 800XCx which has got all our attention. That price is only $1100 more than the standard XC ($16,590), which is a bargain in my books for all the extra basket of goodies you get in x mode. The XR and XRx are $15,099 and $16,590 respectively.

TIGER 800 RANGE IN BIKE SHOWROOM

Triumph Australia is, without doubt, the master of local press launches when it comes to adventure bikes. When the Explorer was launched, it was a lazy four-day ride from Adelaide to Uluru via the magnificent Flinders Ranges, and for the Tiger 800XCx it was nearly off-road the whole way from Coffs Harbour to Newcastle, finishing up with a blast along Stockton Beach just to really run salt into Triumph's dollar wounds! Sensational!

All up, Triumph made about 42 changes to the updated Tiger 800XC, a lot of them not immediately obvious to the naked eye such as the revamped powder coating on the frame, grime-proofing the suspension clickers, lengthening the chain guard, and changing the throttle bodies so they are a closed unit that dust cannot get into.

Yes, simple and minor adjustments, but for the serious off-road rider these are the 'we have listened' things that can help make life a lot easier out in the sticks. If they are left 'untreated' it's a far different story. The XCx has also borrowed mirrors from the Explorer, and uses the same Saxess wheels as big brother as well.

The headline-grabbing changes are to the suspension and engine, as well as the styling which is now sharper with tauter tank side panels and a redesigned radiator shroud. It's certainly racier and keener on the eye than the BMW F 800 GSs, especially the steel trellis frame which is set in a different colour to the engine.

The suspension on the 800XC and 800XCx is now WP with compression and rebound-adjustable 43mm upside-down forks and a preload and rebound-adjustable monoshock. Meanwhile, the 800XR and 800XRx stick with the Showa setup from the first generation Tiger 800s, with no front-end adjustment.

The addition of WP has produced a real galvanising effect for off-road riding. The Showa setup is fine, but Triumph realised it had its limitations when the going got really tough, so that's where WP now makes up for the shortfall. There's no longer any signs of weakness, which is both reassuring and makes for a far more enjoyable ride.

Even though the travel remains the same – 220mm at the front and 215mm at the rear -- there's now a lot more bottoming-out resistance, and there's also plenty of ground clearance as well. I can't think of an adventure bike that I've pushed so hard at the front end and still managed to get around the corner without crashing or at least tying myself into some serious knots. The WP manages to cushion the rider from most of the heavy hits you'll get on the 800XCx, with next to no jarring through the handlebar. Feedback is good on dirtbikes, but not too much of the hard stuff through your arms and torso when you're in the saddle for 10 hours a day.

The 800XCx has a claimed kerb weight of 221kg, six more than the older 800XC.

The WP suspension remains tactile on the tarmac as well, as a 30km blast along the famed twists and turns of the Oxley Highway attested to – not a bad 'transport' section at all! That was enourmous fun, complete with off-road orientated Metzeler Karoo tyres and a 21-front inch front-wheel, so the XRx (with its 19-front and road-based hoops) should be even more adept on the blacktop. By the way, the wheelbase on the 80XCx has contracted by 23mm.

On the electronics side, I am amazed in the gains that have been made in calibration for off-road anti-lock braking (ABS) over the last few years, to the extent that I didn't even bother turning it off the front when I was in the loose stuff.

The 800XCx's off-road riding mode automatically turns off ABS off on the rear, which is a good thing for when you're pushing on. It's a hoot really: hard on the anchors, back sliding out, opposite lock, and then using all the delicious torque of the 800cc triple to power out.

The XCx has three separate riding modes: Road, Off Road and Rider.

Road automatically sets the ABS, traction control and throttle map to a Road setting; Off Road automatically sets the ABS, traction control and throttle map to Off Road, turning off ABS at the rear and allowing some level of slip; and Rider allows the pilot to set whatever parameters they like.

For example, when I was hurtling along the fire trails on day one I set ABS to Off Road, turned off traction control (for increased entertainment value) and selected the Off Road throttle map.

There are three other throttle maps to choose from: Road (basically the same as off-road), Rain nd Sport. The difference between the maps is achieved by varying the butterfly position.

You can change through the three different riding modes (Road, Off Road and Rider) on the fly by hitting the mode button on the dash, pulling in the clutch and winding back the throttle. However, if you have been in Rider mode and disabled the ABS or traction control, you have to come to a standstill so the bike can recalibrate itself before switching back to Road or Off Road. That can be a little fussy at times, but what harm is there when you've got time on your side?

When Off Road ABS and traction control are activated, about every 4-5 seconds there's a blip on the dash buttons to notify the rider that's the case. Nice touch. When either or both are switched off, the warning lights remain permanently on.

The second-generation Tiger 800 engine looks the same, but some key changes inside have now combined to produce a Euro 4-spec design which not only optimises emissions but fuel consumption has claimed to improve by a whopping 17 per cent. And capacity has also increased by a whopping 1cc – from 799 to 800!

On the launch, I measured about 5.5lt/100km, which bumped up to about 6.25lt/100km when it was being pedalled at a faster pace. In the deep sand a Stockton Beach, don’t even ask… The Tiger 800XCx's tank is 19 litres.

Among the changes to the engine include new Bosch fuel injectors with increased bar pressure, new throttle bodies, new cam profiles for increased lift, and the alternator has trimmed down 15mm in diameter now that it pumps out 476 watts instead of 588 for the old one. There's also less friction generated with the smaller alternator, which helps with heat dissipation.

By the way, Triumph Australia's tech guru Cliff Stovall was keen to emphasise that no-one should tinker with the throttle position sensor on the bike, otherwise bad things will befall you. He wasn't more specific than that…

Peak torque for the Tiger 800 remains at 95hp (93.7hp/70kw) at 9250rpm, and 79Nm at 7850rpm. Compared to the F 800 GS, peak power is 10ps more and torque is 4Nm is less – but the real story is where the eagerness kicks in, and the beautifully linear power curve and wide spread of torque means that this bike rarely breaks stride. Add in relatively short gearing and the flexibility is obvious, so you don't have to rev the ginger off this bike to get a hurry along.

The 800 now has the hydraulic cam chain tensioner found in the Explorer, and the gear selectors from the Daytona 675 sportsbike. The gearbox is superb, slick and compliant, with the recent improvements to the Daytona obviously feeling feeding across to the larger capacity adventure bike.

About half of the bikes on the launch had Arrow pipes fitted to them for some more acoustic pleasure, and they were the only accessories utilised other than the plastic headlight guards. But purchase any bike from the new range and you can certainly go shopping, with 60 accessories available from aluminium top box and panniers, comfort seats, heated seats, heated grips, folding gear pedal, tank bag and LED fog lamps.

TIGER 800XCx ACCESSORIES

Heated grips could perhaps be a standard item, while I reckon the factory-issue seat is nearly a 'comfort' one – it certainly didn’t grow teeth on the launch, although it wasn't an issue for our lead rider – Mr Wanderlust himself, Tom Foster – who never sits down. He's like a meerkat.

The standard seat can be set at 840mm or 860mm (the previous version was 845/865mm) via a lever under the seat, and I set mine at the lower option. There was a little discomfort for me when standing on the pegs, as my knees were gripping the bike at the junction of the seat and side panel.

The seat has quite an 'in position much like the F 800 GS, which I like – even for the harder-edged adventure bikes.

Ergonomically, the standard handlebar is all good for me, although many riders will undoubtedly purchase the 30mm bar risers from Triumph, or go looking further afield for an aftermarket option. When I was standing, I had a slight bend in my elbows in that ready-to-attack type position, so no complaints there.

Whenever you first sit on an off-road biased adventure bike, the handlebar feels like a million miles away -- and the 800XCx was no different. But it didn't take long to acclimatise, and a roomy cockpit is certainly preferable to being cramped.

The footpegs have removable rubber inserts, which I didn't really have to take out until we took to the drink a few times. They take seconds to remove, leaving decent-sized pegs which had no trouble hosting my big adventure boots. The rear brake lever is in a great position in relation to the footpeg, and I was able to dab the side of it with my boot rather than stomp on it, which was far better for modulation.

The instrumentation is basically a carry-over design, but the switchblock-mounted navigation is from the Explorer, which is a major improvement. There are basically two buttons: one to select and another to scroll, so the system becomes second nature after a while.

That setup is also used to dial in the Rider mode settings, and when I hit the beach at Stockton all aids were switched off, and the Sport throttle map selected to cultivate the full sand experience. What a way to finish the launch – for us, probably not the bikes so much as we lapped at the Tasman Sea shoreline. Sand is draining on bikes in so many respects, including fuel consumption…

To prepare for the sand frolics, we dropped the tyre pressures from 28 to 15psi at both ends, and then we were on our own. Sand riding is all about momentum: if you've got plenty it's an exhilarating experience, if you're a klutz it's no fun at all. I straddled both at times, and was spent after an hour…

At $17,690, the Tiger 800XCx is $960 cheaper than the F 800 GS Adventure, and offers cruise control, traction control and different rider modes as standard -- which are either optional or not available on the Beemer. Those facts paint a compelling picture.

A comparison test is in the wings, but in the meantime it's all about the 800XCx. It's far more refined than the previous model and with much better suspension and gearbox – on top of all the smaller aforementioned updates. It looks sharp as well.

There's a natural and easy disposition about the 800XCx, but it also feels stronger than ever. The bike does mellow and rough and tumble equally as well, and Triumph has closed all the 'gaps' which may have caused some mechanical distress in the past, such as dust-proofing. It's a bloody good adventure bike.

GEAR WORN ON TEST

PERFORMANCE
Claimed maximum power: 95hp (70kW) at 9250rpm
Claimed maximum torque: 79Nm at 7850rpm

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Wet

CHASSIS AND RUNNING GEAR
Frame type: Tubular steel trellis
Front suspension: 45mm upside-down WP forks with preload and compression adjustment, 220mm travel,
Rear suspension: Showa monoshock with rebound and preload adjustment, 215mm travel
Front brakes: Dual 308mm discs with Nissin four-piston calipers, switchable ABS
Rear brake: 255mm disc petal with Nissin twin-piston caliper
Wheels: Aluminium rim, 36 steel spokes, front 2.5 x 21, rear 4.25 x 17
Tyres: Metzeler Karoo 3, front 90/90-21, rear 150/70-17

DIMENSIONS AND CAPACITIES
Rake: 24.3 degrees
Trail: 95.3mm
Claimed wet weight: 221kg
Seat height: 840/860mm
Wheelbase: 1545mm
Fuel capacity: 19 litres

OTHER STUFF
Price: $17,690 (plus on-road costs)
Colours: Phantom Black, Crystal White or Caspian Blue
Bike supplied by: Triumph Australia, triumphmotorcycles.com.au
Warranty: 24 months, unlimited kilometres