GBill
Member
I write from France, and give you my exeprience of this superb bike.
-------
Getting started with the 800 XC tiger
The choice
Accustomed to trail-bikes (125XLS, 600XLR, 600LC4, 1000Vtrom) and having ridden a lot of time in paths and trails with the first 2 ones, I was looking for a more versatile bike after the VSTROM. Motor behavior I like is rather mono typed: rough, with torque and no need to climb rpm to get enough power. Then my Strom grew in age and I began to think changing it without idea about which one I could take. I'm definitely not at ease with more than two pistons, and I wanted to find the feeling of first trail-bikes. At that time, I could try a 3-pistons on a triple-Street (675), and I was very pleasantly surprised by the availability of the engine, its lack of vibration, for a 600 multi-pistons means, with high rpm "pousse au crime (in french…)" but pleasant. But it remains a small bike with steel-suspensions and with which I could not ride more than 50 km ...
When I saw the Tiger800 XC in catalogs and on the net, I naturally sought to try it. It gave a correct weight , good suspension travel, the seat height and a 800 cc which seemed reasonable. The test was done on Tiger STD and XC. The standard does not convince me, dry, low, a strange behavior on poor surface (unstable?) By cons on the XC I found my old habits and feeling, a good position, the right protection, braking and adapted sympathetic motor behavior. The choice was quickly made! Having read the forums and tests on competing, GS 800, 650 VSTROM, KTM 690, each had flaws that made after this test I did not want to do else: I had found mine!
The model should be equipped with some options: heated grips (nice in my country. ..), high windscreen (I am about 2 m/6.6f ) and the alarm that was part of a “special pack†and became almost free.
Delivery
To buy, I looked for a store that take my Vstom correctly and make an interesting offer. I found a great dealer (Triumph-center 62 to the Bruay Buissière) who took his time to present the bike, the possible accessories, funding opportunities and services of the store, before selling. The case was made.
For delivery, it was theatrical: the bike was under blue tarp Triumph, with a big label with my name. Suddenly I feel the importance of the moment. There followed the discovery of the bike, and full explanation of how use it and the documents writting (while the more than 2 hours).
Finally, I get on the beast!
First km
Note that these first kilometers are tainted with the contrast Vstrom: I bring a road/trail bike in rough twin of 50000 km, and take with a three-paws on stilts and running max 4500 rpm(break-in).
Bruay and its surroundings are rather urban. The engine is smooth and can take off without stalling, brake gradually and a finger is enough to dig the front wheel if desired, the clutch is easily tamed. "Hey, the mirrors are a bit tight, I see my elbows."
Out of the town, it was some small roads with tight curves and small dimensions. Even with limited rpm, it rides well in all cases. The only thing to keep in mind is to be a little careful not to get too low in rpm: the engine is very soft and does not hit, and I had to be careful not to overload it. The first 50 km are made without other constraints monitoring engine rpm, but 4500 rpm give already about 110 km / h, it does not drag. A part of highway congested with traffic but stable to 100-110 km / h can well show that it cruises easily at this speed, and th bike is not too sensitive to the blow of trucks . The high windwscreen protects me pretty well, with much less turbulence in the helmet than with the VSTROM (yet equipped with a 18 cm high Givi ws ...).
Hey! passing near a quarry, which creates a loamy road to perfection, I was reminded that the original tires did not have crampons! Feeling of sitting on a bar of soap and two feet on the ground required. This awakens! And by the way, thank you to the smooth and progressive motor (and motor brake) and light weight of the beast. "It would be a shame to break it before the 50 km, fall on its own as a great ..."
The heated grips are effective (<5 ° C outside) and I fell an adequate position for me , high performance lighting (dark), and a surprising comfort in the positive. The seat seems thin and firm against the Vstrom, (comfort seat) but after 2 hours away, no ant in the legs, or tailbone pain, yet I am tall and of a certain weight (2m/100kg-6.5f/210lbs). Only snag: in urban congestion, the clutch lever was incorrectly positioned relative to my morphology, its handling is very painful to become almost unbearable. A quick stop and the toolkit have solved the problem.
The first 100 km were enchanting. the next day the dealer phoned me to see if everything was correct, if I was satisfied and if I had any question : nice!
→ 900km
During December, it was an alternation of short trips to go to work (about 15km from small road, including a 2 km paving stoned ( of Paris-Roubaix cycling race) and trips from 1 to 3 hours because I had to quickly do the first inspection.
Starting is easy, the sound is soft and discreet. The suspensions will soften and become less dry. Braking is constant, easily measurable and predictable, a perfect trail braking. Lighting confirms its effectiveness with two optical permanently. The heated grips are useful in this season, with occasional changes in heat "Hey! I'll have to talk about it to the inspection ... ". An 3 hours trip in the rain, hail and snow, then rain, then ... confirmed that the windscreen protects well, that is very progressive braking on slippery surfaces without triggering the ABS, and the bike is not afraid of water ...
Motor behavior is nice, I sometimes seek a seventh gear. Chassis side, I must get used to the lightness and maneuverability of all over the VSTROM. On paper, there are only 20 kg difference, but it's about a 50 feeling. The handlebars, we pass from a cruiser to a speedboat: the XC goes where you want it to go, it's not it which guides you. I had some difficulties due to lack familiarity with this phenomenon because it can change the angle while turning, at the opoposite VSTROM was stable on its trajectory.
Consumption varied between 5.4 and 6 l of the same period. The maximum corresponding to short trips in cold weather, otherwise it is about 5.5 to 5.7. No oil consumption, which is easily controlled by the look.
The heated grips broke down. An email to the store to prevent this, that there will fix it in the inspection, and the mechanic calls me back in the day to help in the diagnosis: multiple manipulations and the fuse is changed, it works. SUPER the shop service! Later, after a new problem, the mechanic says that the grips would be replaced . The temperature variation that I felt came from short circuits between the two resistances.
The alarm, it, asked me some worries. By default, it connects automatically after 45s, immobilizer mode only. But mine was connected mode all sensors and a maximum sensitivity: putting the gloves on the seat and it was screaming ... annoying is not it? I tried to redo the default configuration and sensitivity to the ignition key process, helped with the owner manual. This is tedious and has been unsuccessful. I left a mail to the manufacturer of the alarm (Datatool) for help, I have not even had a reply. Finally, I found a way to muzzle with the remote and I send a mail to the store to fix it to the inspection. A return of mechanical foreshadowed a change in the alarm warranty if the problem was insoluble.
After 900 km, riding it I feel a rigid chassis, a few typical enduro. I sit above the bike, not inside as VSTROM or road-bike. The bike is manoeuvrable and stable. The seat is firm but comfortable trips up the autonomy (300 km), there is no need to stop and stretch my long legs and could go even further. I found the driving position a bit on the front, certainly due to my height and I plan on handlebar extensions. There is virtually no vibration motor or tires (road/trails), whether in the foot pegs or handlebars. Protection is good till 130-140km / h (always limited by the break-in) and a test by lowering lowering the windscreen to move the turbulence does nothing. In all cases, the turbulence is very acceptable and I do not go out earplugs for long journeys.
On the practical side, I gave a 36 liter Kappa top box, which allows me to carry the rain pants, a few things (up to a portable PC in a backpack) and put the helmet and gloves off. I took the original media mounted on the VSTROM and have adapted a plate kit Shad top box that seems the least expensive of all. The underseat compartment can place a large U around the toolkit provided original (good!) but nothing more.
Inspection at 900 km
Appointment made quickly to achieve the intended service. Nothing special is detected. The handles are changed and reprogrammed the alarm, what happiness!
900 → 2500 km
With practice in any weather, I feel the need to equip the bike a few options:
• a rear registration support plate (Touratech). The original one is not blocking at all water from the rear wheel and it comes up in the back, unless it is stopped by a top case which is not a vocation. It is well adapted and easy to install with however need a little trick to the spacers. It is very efficient and aesthetically pleasing once installed.
• handlebar enhances 20mm (Touratech), to improve the driving position while avoiding changing ducts and cables. By combining with a repositioning of the handlebars, it's effective and I'm sitting almost right.
• Neoprene socks on the fork tubes (Touratech), to protect the inner tubes inverted for gravel and other attacks. On this type of forks, scratches or damaged joints, and this is the fork oil on the floor or on the brakes. In the time we put the bellows to protect the tubes.
• An extension of the left side mirror (Louis), not yet arisen.
The running continues, and as soon as I could go up 6000 rpm, driving has become almost normal including on the highway(130 km/h in France). The engine remains smooth and vibration free but on high revs, it's “there†and he swallows quite loudly when the I cut throttle (Well, it's still not a single bored Super-trap ....) . The behavior is linear. The engine accepts to wrap and cruise at 2000 rpm in 6th, smoothly and without knocking and has taken effective intermediaries with revving fairly bright but not surprised. It is very effective for use trail and affirmed in action. Later, around 8000 rpm, there is a small break in the behavior and an arrival of horses (and decibels) sensitive enough. This will please the roadster addicts, but it's not what you expect from a trail. However I am not at 8000 rpm every day and this can be useful in an emergency ....
Concerning the trail usage , actually, I was not able to try to track or path, the weather does not agree with the tires and our land loamy country. For cons, I regularly take portions of paved roads in the most battered and shiny. The suspensions react well, the guide is straightforward. The rise in the middle of the road, cambered, is delicate in the wet at times, more related to the tires. The brakes respond well and the ABS is not a problem on these blocks (I've never turned it off). A click is heard when I force the rhythm, which, after investigation, come from the stand that is shaken by the shocks of the road, (whose hole are about 15 cm deep). I plan to put a second spring, or replace it with a harder. And, the cable of the switch statement seems very exposed to branches or tufts when riding in paths, it makes a nice loop under the motor. I will look to protect it or fix it at several points.
After 2500 km ...
I'm excited about this bike. It meets my expectations, adapts well to big guys, also nice in short daily trips or several hundred kilometers ones , suggesting good potential for travels (I made a trip to Morocco in 600 XLR and I have some idea of what is acceptable and useful in travels. Here I have everything ...). This is a true Trail-bike in the original spirit " I go everywhere, everyday" with technological developments and current obligations. The bike is comfortable, efficient and with a couple brake / engine that will not overtake in a delicate situation. The top box loaded does not change the behavior of the bike. Consumption gives extreme from 5.4 to 6.2 l, the worst being on short trips. The tires were placed, and the grip is correct even on rainy days better than at the beginning, on the road means. What I had mistaken for instability during the first kilometers has completely disappeared. Added to all this, the accessories problems were easily fixed by an efficient bike-shop (thank you again to him).
The picture is almost idyllic: I found MY bike.
The pros
• Comfort
• handling, true trail
• engine
• lighting
• consumption
The cons
• no warning lights
• stand (spring and exposed cable)
• the engine loud above 6000 rpm
• Not possible for me, at the present time, to travel through Europe with it .....
(
For the future, I think replacing the tires, when they are worn, by more aggressive ones , to be able to go on tracks. And for added security in urban circuit, trying the Philips City-vision bulbs, that give orange halo headlights, which distinguishes a bike for anything else in the mirrors of cars.
To be continued .....
Good ride to everybody, (and be lenient for my English)…!
-------
Getting started with the 800 XC tiger
The choice
Accustomed to trail-bikes (125XLS, 600XLR, 600LC4, 1000Vtrom) and having ridden a lot of time in paths and trails with the first 2 ones, I was looking for a more versatile bike after the VSTROM. Motor behavior I like is rather mono typed: rough, with torque and no need to climb rpm to get enough power. Then my Strom grew in age and I began to think changing it without idea about which one I could take. I'm definitely not at ease with more than two pistons, and I wanted to find the feeling of first trail-bikes. At that time, I could try a 3-pistons on a triple-Street (675), and I was very pleasantly surprised by the availability of the engine, its lack of vibration, for a 600 multi-pistons means, with high rpm "pousse au crime (in french…)" but pleasant. But it remains a small bike with steel-suspensions and with which I could not ride more than 50 km ...
When I saw the Tiger800 XC in catalogs and on the net, I naturally sought to try it. It gave a correct weight , good suspension travel, the seat height and a 800 cc which seemed reasonable. The test was done on Tiger STD and XC. The standard does not convince me, dry, low, a strange behavior on poor surface (unstable?) By cons on the XC I found my old habits and feeling, a good position, the right protection, braking and adapted sympathetic motor behavior. The choice was quickly made! Having read the forums and tests on competing, GS 800, 650 VSTROM, KTM 690, each had flaws that made after this test I did not want to do else: I had found mine!
The model should be equipped with some options: heated grips (nice in my country. ..), high windscreen (I am about 2 m/6.6f ) and the alarm that was part of a “special pack†and became almost free.
Delivery
To buy, I looked for a store that take my Vstom correctly and make an interesting offer. I found a great dealer (Triumph-center 62 to the Bruay Buissière) who took his time to present the bike, the possible accessories, funding opportunities and services of the store, before selling. The case was made.
For delivery, it was theatrical: the bike was under blue tarp Triumph, with a big label with my name. Suddenly I feel the importance of the moment. There followed the discovery of the bike, and full explanation of how use it and the documents writting (while the more than 2 hours).
Finally, I get on the beast!
First km
Note that these first kilometers are tainted with the contrast Vstrom: I bring a road/trail bike in rough twin of 50000 km, and take with a three-paws on stilts and running max 4500 rpm(break-in).
Bruay and its surroundings are rather urban. The engine is smooth and can take off without stalling, brake gradually and a finger is enough to dig the front wheel if desired, the clutch is easily tamed. "Hey, the mirrors are a bit tight, I see my elbows."
Out of the town, it was some small roads with tight curves and small dimensions. Even with limited rpm, it rides well in all cases. The only thing to keep in mind is to be a little careful not to get too low in rpm: the engine is very soft and does not hit, and I had to be careful not to overload it. The first 50 km are made without other constraints monitoring engine rpm, but 4500 rpm give already about 110 km / h, it does not drag. A part of highway congested with traffic but stable to 100-110 km / h can well show that it cruises easily at this speed, and th bike is not too sensitive to the blow of trucks . The high windwscreen protects me pretty well, with much less turbulence in the helmet than with the VSTROM (yet equipped with a 18 cm high Givi ws ...).
Hey! passing near a quarry, which creates a loamy road to perfection, I was reminded that the original tires did not have crampons! Feeling of sitting on a bar of soap and two feet on the ground required. This awakens! And by the way, thank you to the smooth and progressive motor (and motor brake) and light weight of the beast. "It would be a shame to break it before the 50 km, fall on its own as a great ..."
The heated grips are effective (<5 ° C outside) and I fell an adequate position for me , high performance lighting (dark), and a surprising comfort in the positive. The seat seems thin and firm against the Vstrom, (comfort seat) but after 2 hours away, no ant in the legs, or tailbone pain, yet I am tall and of a certain weight (2m/100kg-6.5f/210lbs). Only snag: in urban congestion, the clutch lever was incorrectly positioned relative to my morphology, its handling is very painful to become almost unbearable. A quick stop and the toolkit have solved the problem.
The first 100 km were enchanting. the next day the dealer phoned me to see if everything was correct, if I was satisfied and if I had any question : nice!
→ 900km
During December, it was an alternation of short trips to go to work (about 15km from small road, including a 2 km paving stoned ( of Paris-Roubaix cycling race) and trips from 1 to 3 hours because I had to quickly do the first inspection.
Starting is easy, the sound is soft and discreet. The suspensions will soften and become less dry. Braking is constant, easily measurable and predictable, a perfect trail braking. Lighting confirms its effectiveness with two optical permanently. The heated grips are useful in this season, with occasional changes in heat "Hey! I'll have to talk about it to the inspection ... ". An 3 hours trip in the rain, hail and snow, then rain, then ... confirmed that the windscreen protects well, that is very progressive braking on slippery surfaces without triggering the ABS, and the bike is not afraid of water ...
Motor behavior is nice, I sometimes seek a seventh gear. Chassis side, I must get used to the lightness and maneuverability of all over the VSTROM. On paper, there are only 20 kg difference, but it's about a 50 feeling. The handlebars, we pass from a cruiser to a speedboat: the XC goes where you want it to go, it's not it which guides you. I had some difficulties due to lack familiarity with this phenomenon because it can change the angle while turning, at the opoposite VSTROM was stable on its trajectory.
Consumption varied between 5.4 and 6 l of the same period. The maximum corresponding to short trips in cold weather, otherwise it is about 5.5 to 5.7. No oil consumption, which is easily controlled by the look.
The heated grips broke down. An email to the store to prevent this, that there will fix it in the inspection, and the mechanic calls me back in the day to help in the diagnosis: multiple manipulations and the fuse is changed, it works. SUPER the shop service! Later, after a new problem, the mechanic says that the grips would be replaced . The temperature variation that I felt came from short circuits between the two resistances.
The alarm, it, asked me some worries. By default, it connects automatically after 45s, immobilizer mode only. But mine was connected mode all sensors and a maximum sensitivity: putting the gloves on the seat and it was screaming ... annoying is not it? I tried to redo the default configuration and sensitivity to the ignition key process, helped with the owner manual. This is tedious and has been unsuccessful. I left a mail to the manufacturer of the alarm (Datatool) for help, I have not even had a reply. Finally, I found a way to muzzle with the remote and I send a mail to the store to fix it to the inspection. A return of mechanical foreshadowed a change in the alarm warranty if the problem was insoluble.
After 900 km, riding it I feel a rigid chassis, a few typical enduro. I sit above the bike, not inside as VSTROM or road-bike. The bike is manoeuvrable and stable. The seat is firm but comfortable trips up the autonomy (300 km), there is no need to stop and stretch my long legs and could go even further. I found the driving position a bit on the front, certainly due to my height and I plan on handlebar extensions. There is virtually no vibration motor or tires (road/trails), whether in the foot pegs or handlebars. Protection is good till 130-140km / h (always limited by the break-in) and a test by lowering lowering the windscreen to move the turbulence does nothing. In all cases, the turbulence is very acceptable and I do not go out earplugs for long journeys.
On the practical side, I gave a 36 liter Kappa top box, which allows me to carry the rain pants, a few things (up to a portable PC in a backpack) and put the helmet and gloves off. I took the original media mounted on the VSTROM and have adapted a plate kit Shad top box that seems the least expensive of all. The underseat compartment can place a large U around the toolkit provided original (good!) but nothing more.
Inspection at 900 km
Appointment made quickly to achieve the intended service. Nothing special is detected. The handles are changed and reprogrammed the alarm, what happiness!
900 → 2500 km
With practice in any weather, I feel the need to equip the bike a few options:
• a rear registration support plate (Touratech). The original one is not blocking at all water from the rear wheel and it comes up in the back, unless it is stopped by a top case which is not a vocation. It is well adapted and easy to install with however need a little trick to the spacers. It is very efficient and aesthetically pleasing once installed.
• handlebar enhances 20mm (Touratech), to improve the driving position while avoiding changing ducts and cables. By combining with a repositioning of the handlebars, it's effective and I'm sitting almost right.
• Neoprene socks on the fork tubes (Touratech), to protect the inner tubes inverted for gravel and other attacks. On this type of forks, scratches or damaged joints, and this is the fork oil on the floor or on the brakes. In the time we put the bellows to protect the tubes.
• An extension of the left side mirror (Louis), not yet arisen.
The running continues, and as soon as I could go up 6000 rpm, driving has become almost normal including on the highway(130 km/h in France). The engine remains smooth and vibration free but on high revs, it's “there†and he swallows quite loudly when the I cut throttle (Well, it's still not a single bored Super-trap ....) . The behavior is linear. The engine accepts to wrap and cruise at 2000 rpm in 6th, smoothly and without knocking and has taken effective intermediaries with revving fairly bright but not surprised. It is very effective for use trail and affirmed in action. Later, around 8000 rpm, there is a small break in the behavior and an arrival of horses (and decibels) sensitive enough. This will please the roadster addicts, but it's not what you expect from a trail. However I am not at 8000 rpm every day and this can be useful in an emergency ....
Concerning the trail usage , actually, I was not able to try to track or path, the weather does not agree with the tires and our land loamy country. For cons, I regularly take portions of paved roads in the most battered and shiny. The suspensions react well, the guide is straightforward. The rise in the middle of the road, cambered, is delicate in the wet at times, more related to the tires. The brakes respond well and the ABS is not a problem on these blocks (I've never turned it off). A click is heard when I force the rhythm, which, after investigation, come from the stand that is shaken by the shocks of the road, (whose hole are about 15 cm deep). I plan to put a second spring, or replace it with a harder. And, the cable of the switch statement seems very exposed to branches or tufts when riding in paths, it makes a nice loop under the motor. I will look to protect it or fix it at several points.
After 2500 km ...
I'm excited about this bike. It meets my expectations, adapts well to big guys, also nice in short daily trips or several hundred kilometers ones , suggesting good potential for travels (I made a trip to Morocco in 600 XLR and I have some idea of what is acceptable and useful in travels. Here I have everything ...). This is a true Trail-bike in the original spirit " I go everywhere, everyday" with technological developments and current obligations. The bike is comfortable, efficient and with a couple brake / engine that will not overtake in a delicate situation. The top box loaded does not change the behavior of the bike. Consumption gives extreme from 5.4 to 6.2 l, the worst being on short trips. The tires were placed, and the grip is correct even on rainy days better than at the beginning, on the road means. What I had mistaken for instability during the first kilometers has completely disappeared. Added to all this, the accessories problems were easily fixed by an efficient bike-shop (thank you again to him).
The picture is almost idyllic: I found MY bike.
The pros
• Comfort
• handling, true trail
• engine
• lighting
• consumption
The cons
• no warning lights
• stand (spring and exposed cable)
• the engine loud above 6000 rpm
• Not possible for me, at the present time, to travel through Europe with it .....
(For the future, I think replacing the tires, when they are worn, by more aggressive ones , to be able to go on tracks. And for added security in urban circuit, trying the Philips City-vision bulbs, that give orange halo headlights, which distinguishes a bike for anything else in the mirrors of cars.
To be continued .....
Good ride to everybody, (and be lenient for my English)…!
