Triumph vs. BMW Part One

 Triumph Tiger 800XC

Larger 21-inch front wheel helps balance appearance
of the XC over its road version sibling. Test bike had Arrows
exhaust system which improved looks and sound

Right, let’s get this out of the way at the beginning. I am a Triumph man. Old or new, it makes no difference. No-one was happier when Triumphs started rolling off the production lines again and even more so when it was seen that they had modern engineering and world-class style. Here, finally was a bike to take back some of the market the Japanese had seized in the late 60’s and 70’s.

At first, four-cylinder motors rubbed shoulders with a brave triple-cylinder design; brave in that, whilst there was a great historical link to be exploited, the old triple in particular did not enjoy the greatest reliability reputation. To recall such troubled times could have been asking for more trouble.

But the fact of the matter is that this link with the past has been crucial to the success of the modern Triumph and they have made it work with modern technology and design. It seems that the bad old days, for all their problems, still held the affection of motorcycle enthusiasts who were desperate for a British resurgence.

The four-cylinder motor died simply because the triple was so popular. In an age of homogenised design, it was a breath of fresh air. And Triumph keeps on refining the concept and finding new applications for it.  The latest is in the ‘baby’ version of the Tiger, the 800 and 800 XC. It’s basically the engine from the 675cc Street Triple and Daytona but the increased capacity has beefed up the low and mid-range torque and whilst it has lost that peakiness of the smaller engine, it suits the nature of the Tiger brilliantly.

The clutch is light (cable operated) and the gearbox has a nice chunky, yet easy-engagement action and all three elements combine to make the Tiger easy to ride smoothly.

The road 800. Visually different by way of wheels
and front mudguard.

‘Baby’ it may be in engine capacity, but it is very much a big bike. The 800 is the road-only version while the XC is the adventure model. To this end there are a number of differences. Against the 800’s 19-inch cast front wheel, is a 21-inch spoked wheel. The forks are longer (by 40mm) and slightly chunkier (by 2mm) and the handlebars are also wider, higher and further back. These changes completely alter the character of the XC over the 800 and make it feel a much bigger, more grown-up bike.

They do alter the handling a little; the XC feels like it needs more input in the bends to get it round, but only by small degrees and, at the end of the day it’s an absolute hoot to ride, whilst also being stable and comfortable. The only possible gripe is that, although great for tall riders, the small screen could do with a little more adjustment upwards; at the moment, its highest setting directs the air flow right into your eyes.

The more you live with the bike, the more you notice the little details. The seat can be adjusted up (or down) by a couple of centimetres by a clever manual system under the seat and the same goes for the screen, although this would have to be a matter of trial and error as it requires undoing a couple of knurled wheels and moving the screen up or down on a ratchet; not something you can do on the move. Behind the headlight is a lever which adjusts the beam downwards if you are carrying a pillion.

Instrumentation is clear and very comprehensive with an analogue tach and digital display to its left showing speed, coolant temp, fuel gauge, range, clock, phases of the moon, etc. With a 19 litre tank, it should give a range of 250 miles (400 kms) and the bike has the comfort for that to be possible in one go.

Whether you go for the 800 or the XC is purely a matter of personal preference. Both are great road bikes, especially in an urban setting where the height and upright riding position gives a fine view over traffic. Personally I prefer the look of the XC over the 800 and that’s really what it comes down to. I have never been convinced of the off-road capability of adventure bikes unless in the hands of an expert; drop this and it would be impossible to pick up and, when you did, expensive to repair.

I know I am supposed to be objective, but stuff it. I loved the Tiger 800XC. It may not have the beauty of sixties Triumphs, but then again which modern bikes do? It also may look very much like all other bikes in its class. But the Triumph logo on the tank makes all the difference.

Triumph Tiger 800XC in its natural habitat. And people
said there were no tigers in South Africa.

Next week; The BMW F800GS tries to duff up the young upstart and keep its place as head of the playground