The news Tiger 800 is destined for revitalize a market of the lethargic trail one nothing. Strong of a cubic capacity “tendency”, this Triumph drives out on the grounds of the maximum trails premium, road of rolled average and – of course – road trails, BMW F 650 GS at the head. We organized face to face between the rigorous Bavarian one and cat-like English…
In 20 years, the trails changed well, and the generation of Yamaha XT does not attract crowd as much any more. The equation saddles high perched, tank of super tanker and tires “deserted approved” is not really any more in phase with the use of the average motorcyclist, for whom the sandy dunes confine him especially at the seaside. Little by little, these waders adapted to the road and preserve “trail” only the denomination or almost.
Triumph Tiger 800 and BMW F 650 GS, our competitors of the day, illustrate this tendency well. The executives took courses of conflate; the rims with sticks are fitted tires with the more road profile and the wheels before 19 inches Replaced the radiated veils of 21 inches. The motorizations take again as for them mechanical bases the road ones, with in fact, a twin and a three-cylinder of a cubic capacity “to the mode”: 800 Cm3.
The BMW formula is a great success at Triumph
Triumph Tiger 800 wants to be the mix perfect one between a maximum trail premium for dynamic qualities and the road potential and the trails of average rolled for the tariff contained. Nevertheless while approaching some, it makes all the same think of the Bavarian productions. Appearance is flattering, very coherent with little or not of error of taste.
We will remain however a little circumspect as for the absence of preparing under the headlight, which partly distinguishes it from version XC. But Bertrand did not fail to raise the back loop of framework out of steel lattice, so near to what BMW does on its 1200 Gleaned Stresses, even if on Triumph, it is not dismountable: damage in the event of repair. Always it that Triumph Tiger 800 presents well is made serious.
The F 650 GS has the typical style of BMW current: asymmetrical headlights and projecting forms. It disappoints all the same on certain points. The placement of the crutches requires dexterity, and the appearance of the jar of Master-cylinder of brake or the side tumble of the engine lacks class. It presents also more typified ergonomics trail “to old”. High of saddle (820 mm, or 790 mm in option saddle low), but also narrow thanks to its parallel twin-cylinder, it gives the feeling to be sited very close to the nose gear wheel, almost as on Ducati Hyper motored 796. And as on Italian, it is necessary to measure 1,75m to hope to pose a foot flat.
Triumph is much more tenantable. Its broad saddle “Pullman” is shown very accessible. With a 810 mm height (830 mm in high position) and an accommodating form, it is enough to exceed 1.70 m to touch the ground without difficulty. As on BMW, one is astonished by appearance by the handlebar, dish and broad, worthy of a modern roadster. And it is enough to lead upright 5 minutes with these two to understand there that they do not propose any more ergonomics of truths trails…
Two extremely urban trails
The engines heat while we adjust our gloves. The sonority of the 3 cylinders remains identifiable, even if Triumph lets escape a breath from cat-like drawn up good. At its sides, BMW F 650 GS sings in more jerked way, with its crank pins fixed with 360° (the pistons go up at the same time), pointing out a little the soundtrack of the flat twin house.
5 minutes of dense urban arteries are enough to notice the shifted side one nothing BMW: directing ultra short and of an outstanding handiness, one would entrust it following any beginner… Triumph, bulkier of everywhere, cannot follow the BMW sylph between the bumpers, the more so as its centre of gravity placed higher can play of the turns during the operations: with the idle, the motor bike can give the feeling “to fall” at a stretch.
At all events, our two rivals of the day prove all the same of very good urban motor bikes. Guarantee safety, the elevated position makes it possible to see far and the orders are very soft. One enjoys flexible engines and not generating no jolt with acceleration and of the gear boxes which are made forget.
Triumph, follower of big spaces
Riveted on 130 km/h meter on the monotonous motorway, several reports are essential. To cut the road, far, and in best comfort, Triumph is much indicated. The protection of the bust is higher, the protect-hands are of series and mechanics vibrates little. To crown the whole, the saddle remains a long time comfortable.
BMW can hardly compete: its saddle is firmer and narrow, the motor casing and the exhaust manifold obstruct ankle left, the directional stability appears fuzzier at high-speed. But especially, protection proves much lower in its version of origin. David will release at one time: “I am cold, return to me Triumph!” On the other hand, the twin Germanic car very long: practically 1,000 tr/min of less than Tiger at equal speed. That takes part in its low fuel consumption, but penalizes the GS during the recoveries.
At the time of the goings beyond, it is enough to turn the handle on Triumph whereas BMW gives sometimes desire for a report. The German twin is caught up with an engine brake more present, always pleasant at quiet rhythm. At all events, one is astonished to note that Triumph looks after more its occupants that BMW, mark however recognized for its direction of hospitality.
BMW dominates in the sinuous one
But the Bavarian twin-cylinder bides its time and the small secondary roads. It indeed reveals there very another face, more sporting and Petri of effectiveness. More the road is sinuous and embossed more BMW feels at ease. The tank placed under the saddle takes part in the lowering of the centre of gravity: lighter of 6 kg to the weighing, the GS appears 20 of them on the ground so much it is played of the changes of trajectory.
The suspensions which enjoy clearance identical to those of Tiger (180/170 mm), have more flexibility on the small bumps and confers a touch of road very “flying carpet”. In fact, one rolls up rather quickly, between 4,000 and 7,000 tr/min, without being concerned with quality of the bitumen. The F 650 GS appears nimbler than stable then and it is almost the reverse on Triumph.
More precise of nose gear, with a geometry more closed than that of BMW and offering a more rigid behavior, “very of a block”, English enters easily in turn, but is shown less sharp in the conk-paves. On the other hand, it offers a side more “rail” as soon as the curves open a little.
Tiger 800 also presents a wider useful beach: from 3,000 to 8,000 tr/min and if raucous sonority gives the illusion of more than inertia, it of it is almost nothing. The 3 cylinders remains sharp to climb in the turns and always takes part in approval, combining couple and flexibility and offering more lengthening-piece than BMW. Remain a smoothed character, less explosive than the 675 of Daytona and Street Triples, but which has the virtue to stick to the homogeneity of Tiger 800.
Assessment: The homogeneity of Tiger triumphs…
City, road, motorway, stroll, duet, sport… force is to note that Triumph answers always present. Homogeneous, it accumulates the good points. The road behavior is always healthy, reassuring and sufficiently player in the sinuous parts. The engine fills the tank with approval, with a broad useful beach. If the character is rather smooth, it preserves Triumph environment with an identifiable sonority and a skilful mixture of couple and flexibility.
Left “Super Versys”, this Tiger 800 can do everything and practically always very well. Sold 8,990 € in standard version, it remains accessible in version ABS (9 590 €). In this last version ABS, Triumph could all the same have offered the central crutch.
The F 650 GS cannot be essential because, contrary at a good amount of BMW, it misses homogeneity on certain points: comfort of saddle, protection, duet… If it gives desire for playing on the secondary roads, it is shown less general-purpose than Triumph. It one is however crowned good motor bike, but its small gap play in its discredit.
The more so as German makes pay her services expensive: sold 8,500 € except options, it climbs with 9,775 € in version pack GS (ABS, central crutch, heating handles and computer of quite practical edge), it will still be necessary to add a saddle comfort and a high bubble to obtain a F 650 GS almost as general-purpose as Triumph…
Triumph 800 Tiger
BMW F 650 GS