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2011 Triumph Tiger 800 First Ride Photo Gallery

Powered by a fuel-injected Inline-Triple suspended in a steel-trellis chassis, the primary differences between the 800 and 800 XC are the suspension and wheels (XC model shown with various accessories).

Check out the street-biases Triumph Tiger 800 adventure bike as we take if for an overnight camping trip in Southern California. Read the full story in our 2011 Triumph Tiger 800 First Ride.

As a midsize ADV machine, the new Tiger has a lot to live up to in regards to its intended use and a well-established market competitor in the BMW F800GS.

There’s a styling difference between the two models and the 800 can be retrofitted to accept the stubby front fender and handguards which give it the same XC aesthetics.

The Tiger 800 does not get the rebound adjustment or external oil reservoir on its shock like the XC model.

The Inline Triple powerplant churns out high-revving horsepower and usable torque.

The 800 has slightly different steering geometry with a 23.7-degree rake and 3.4-inch trail (23.1/3.6” on XC). Wheelbase is compressed half an inch to 61.2 inches.

Even with only a few articles of clothing in the saddlebags, the Tiger will bottom on sharp impacts such as small water breaks. Jumping is really not something the Tiger wants to do.

The 800 is a bit quicker to flick from side to side. Much of that is in the smaller front wheel, but the narrow bars also help keep the rider’s hands in closer.

An adjustable seat height (31.9-32.7 inches) makes room for a wide range of riders and the 800 is generally easier to mount than the XC anyway (32.2-34-inch seat height).

The two-piece seat is very comfortable and we expect it to get even better with some break-in time. The stock luggage rack offers a basic platform.

Triumph uses a double-sided aluminum swingarm.

Triumph offers crash bars, handguards and skidplates which are the most useful accessories in our opinion. We also liked the fog lamps which cast a decent amount of light. They give the Tiger a macho look and make it easier to spot for oncoming traffic.

For splitting lanes the XC is uncomfortably wide, however, getting sideways on the dirt is much more controllable and it’s easier to stand up on.

The stock tires (110/80-19 front, 150/70-17 rear) provide enough grip to easily reach their edge and the chassis and suspension are completely up the task, even with luggage installed.

The 800 uses a 43mm fork compared to the 45mm unit found on the XC.

The ABS system can be switched off for dirt duty. Having the choice is definitely welcome when trying to navigate off-road terrain, but the process is too involved for our liking.

The instrument cluster is attractive and useful.

Overall the Tiger 800 is an impressive motorcycle with an easy stance, comfortable ergonomics, powerful engine and high-level build quality.