2018 Triumphs

This entry is part 10 of 19 in the series Adventure Rider Issue #30

Triumph has lifted its game with the new offerings in the 2018 Tiger range.

1200XCA
1200XRT
VIP treatment from Triumph Australia, as always. Thanks, guys and girls. You rock.

Adventure Rider Magazine has always been a huge fan of the three-cylinder Triumph adventure range. The motors especially were extremely versatile and the bikes reliable, comfortable and beautifully finished.

For the new 2018 models – the 800XCA, 800XRT, 1200XCA and 1200XRT – the British company claims to have made gains in all those key areas… except for the 1200s…they don’t have a key any more.

800XRT

Overview

Despite the familiar look and feel of the new bikes, there’s a lot going on with both the 800 and its big sister. Triumph is claiming over 200 updates to the chassis and engine of the 800s and more than 100 to the 1200s. We’ll cover the details in a sec, but even at a casual glance the bikes look leaner and meaner, and even without climbing on board it’s obvious they’ve had a major upgrade to electronics. A sexy TFT screen and some beautifully designed switchblocks make that clear pretty much straight away.

The bikes also have new bodywork and paint schemes, along with LED lighting, which is a very welcome addition, and the predictable new colours.

The 800s

To keep the rundown as compact as we can we’ll quote the Triumph-supplied information on the updates. Remember we’re talking about the XCA and more road-oriented XRT.

Triumph’s list includes:

• More than 200 upgrades to the chassis and engine
• A more responsive engine
• Shorter-ratio first gear
• Lighter, free-flowing silencer
• New ‘Off Road Pro’ riding mode, with a choice of up to six riding modes
• Five-position adjustable screen
• Adjustable, full-colour TFT instruments
• Signature LED lighting
• Illuminated, backlit switchgear and five-way joystick control
• Updated cruise control
• Highest-ever level of finish and detailing, AND
• New bodywork, badges, graphics and detailing.

The motor’s been ‘mass-optimised’, rider and pillion seats are heated, ABS and traction control are switchable, that same height-adjustable seat we’ve always loved is still there, and things like a centrestand, heated grips, crash bars and power sockets should bring a smile to every potential owner’s dial.

Of course, there’s a truckload of Triumph accessories available, everything from luggage and apparel to out-and-out bling.

800XCA

The 1200s

The Triumph cheat-sheet on the 1200s says:

• Up to 10kg lighter than the previous generation
• Weight savings achieved across the engine, chassis and exhaust components
• Up to 100 improvements
• A significant engine upgrade
• Enhanced rider ergonomics and comfort
• Adaptive-cornering lighting
• Adjustable, full-colour TFT Instruments
• All-LED lighting
• ‘Off Road Pro’ riding mode, with a choice of up to six riding modes
• Illuminated, ergonomically-designed, backlit switchgear
• Triumph Shift Assist for clutchless gear changes, both up and down
• Keyless ignition
• Updated cruise control
• New premium bodywork
• New cast and spoked wheels, AND
• New metallised tank badge, side panels, graphics and colours.

Riding

Armed with all that knowledge – and having ridden the 1200XRT for issue #28 – we climbed on board the 800XRT to instantly feel at home.

The bikes are noticeably slimmer and lighter, but that comfortable seat and the excellent ergos are still there. Naturally the TFT instruments hit us in the eye straight away, and the changes to the shape of the bodywork, although subtle, are noticeable.

We had the 2016 800XRT for quite a while, so we felt we knew what to expect of the new model, but we ended up with a curious mix of nostalgia and pleasant surprise.

The XRT is the more road-oriented of the 800 Tigers. It’s a little shorter in the seat height and there’s less clearance under the sump. The alloy wheels are normally fitted with road-biased tyres, and it’s a bike that high-lights the boy-racer traits of the motor. Triumph let us loose on some winding road that made all of those things a joy, and while we find having to choose from a swag of modes a tad annoying sometimes, there’s no doubt making the right choice hones the performance of this bike to a razor edge. Selecting the ‘winding road’ logo and cracking open the throttle bought some of our wilder dreams to life, and the cornering on the 19-inch front wheel was tight, exciting fun.

Braking is strong, throttle response is excellent, and the balance of the bike when things get a little close to edge of reason is really, really nice.

We didn’t have occasion to need the heated seats or grips, but we’re betting they’ll be a popular feature. The TFT display is beautiful, easy to read, and can be adjusted for line-of-sight by just grabbing it and gently giving it a tilt. We found it clear and visible in all kinds of light and didn’t need to adjust it once.

While we’re thinking about controls, one of the best of all was the little joystick under the left thumb that made navigating the surprisingly logical menu a breeze.

Menus are a much bigger consideration than most people would think who’ve never had to deal with one, let alone the variety available across the different makes of bike.

For us the Triumph menu is probably the easiest-to-navigate that we’ve tried.

Going hard on bitumen, the XRT is maximum fun. On a long, lazy cruise along country back-roads it’s right at home. Select the pace on the cruise control, grab the screen and set the position you like, then sit back and take it all in.

Off-road it’s fairly capable, and we know from experience more aggressive tyres lift the dirt-road performance of this bike considerably, but even in road-ready trim it’s at home and comfortable on not-to-challenging loose surfaces.

Beautiful.

Triumph Tiger 800 XRT

Web: www.triumphmotocycles.com.au.
Rec retail: $20,700 + ORC

Engine: Liquid-cooled, 12-valve, DOHC, in-line three-cylinder four-stoke
Capacity: 800cc
Bore and stroke: 74.05mm x 61.9mm
Compression: 11.3:1
Max power EC: 95PS/94bhp @ 9500rpm
Max torque EC: 79Nm @ 8050rpm
System: Multipoint sequential electronic fuel injection
Exhaust: Stainless-steel three-into-one header system with side-mounted stainless-steel silencer
Final drive: O-ring chain
Clutch: Wet, multi-plate
Frame: Tubular steel trellis
Swingarm: Twin-sided, cast aluminium alloy
Front wheel: Cast alumiunium alloy 10-spoke 19” x 2.5”
Rear wheel: Cast alumiunium alloy 10-spoke 17” x 4.25”
Front suspension: Showa 43mm upside-down forks with adjustable rebound and compression damping, 180mm travel
Rear suspension: Showa monoshock with hydraulically adjustable preload and 170mm wheel travel
Front brakes: Twin 305mm floating discs, Brembo two-piston calipers with switchable ABS
Rear brake: Single 255mm disc, Nissin single-piston caliper, switchable ABS
Instrument display and functions: TFT multi functional instrument pack with digital speedo, trip computer, digital tacho, gear-position indicator, fuel gauge, service indicator, ambient temperature, clock and six rider modes
Handlebar width: 795mm
Height without mirrors: 1350mm
Seat height: 810mm-830mm
Wheelbase: 1530mm
Dry weight: 202kg
Tank capacity: 19 litres

Dirty thoughts

The 800XCA was naturally the bike we were panting to ride, and due to the luck of the draw it was the bike on which we had the least time at this event.

Even so, mounting up on the XCA, touching the starter and making the adjustments on lever position and so forth set our hearts racing. We did a lot of time, and tackled some serious situations, on the previous generation model, and it never let us down. More than that, it survived and soldiered on when we thought we’d trowelled it beyond repair. No matter how badly we treated it, and what we asked of it, it performed like a star. It was always a pleasure to ride, no matter how unlikely or extreme the challenge.

So we were rapt when the 2018 XCA showed every likelihood of fulfilling the promise of the previous model. More than that, with the advanced electronics, slim, light, feel and new look, it had us convinced it would be even better.

Braking is strong, throttle response is excellent, and the balance of the bike is nice.

New bodywork, badges, graphics and detailing.
No tools needed for fork adjustment.

Triumph Tiger 800 XCA

Web: www.triumphmotocycles.com.au.
Rec retail: $21,300 + ORC

Engine: Liquid-cooled, 12-valve, DOHC, in-line three-cylinder four-stoke
Capacity: 800cc
Bore and stroke: 74.05mm x 61.9mm
Compression: 11.3:1
Max power EC: 95PS/94bhp @ 9500rpm
Max torque EC: 79Nm @ 8050rpm
System: Multipoint sequential electronic fuel injection
Exhaust: Stainless-steel three-into-one header system with side-mounted stainless-steel silencer
Final drive: O-ring chain
Clutch: Wet, multi-plate
Frame: Tubular steel trellis
Swingarm: Twin-sided, cast aluminium alloy
Front wheel: Spoked 21” x 2.5”
Rear wheel: Spoked 17” x 4.25”
Front suspension: WP 43mm upside-down forks with adjustable rebound and compression damping, 220mm travel
Rear suspension: WP monoshock with remote oil reservoir, hydraulically adjustable preload and 215mm wheel travel
Front brakes: Twin 305mm floating discs, Brembo two-piston calipers with switchable ABS
Rear brake: Single 255mm disc, Nissin single-piston sliding caliper, switchable ABS
Instrument display and functions: TFT multi functional instrument pack with digital speedo, trip computer, digital tacho, gear-position indicator, fuel gauge, service indicator, ambient temperature, clock and six rider modes
Handlebar width: 805mm
Height without mirrors: 1390mm
Seat height: 840mm-860mm
Wheelbase: 1545mm
Dry weight: 208kg
Tank capacity: 19 litres

Everything we’ve said about the mechanics and electronics of the 800XRT applies to the XCA of course, but it’s taller, with a little more ground clearance, has spoked wheels, different suspension and, perhaps in our fevered imagination, feels a lot more dirt-ready. The 21-inch wheel at the front helps that feeling and comes into its own on rough ground. We were a little confused because we didn’t think the 21-inch front wheel gave much away to the 19-inch alloy wheel of the XRT on the road, especially considering the XCA has a substantially longer wheelbase, but that’s probably because we’re not fast enough road riders to fully appreciate the difference. It wasn’t as sharp in the on-road handling department as the XRT, but it wasn’t a long way off, either.

With the XCA clawing its way through sand, water crossings, up and down hills and along some quickish trails, it seemed the ‘lighter and slimmer’ claims were underlined. The XCA thrived on being asked to perform.

We can honestly say the 1200XCA was our most enjoyable ride of this entire four-day exercise.

We honestly couldn’t feel any huge change in the suspension response or action, but we thought it was pretty good on the last model. And to be fair, we didn’t cover the type of terrain where we could really settle in to testing the variations in the settings. We also didn’t feel any need to.

The Off Road Pro mode is a great option for general riding, on- and off-road, and should suit the overwhelming majority of owners in most situations, although we admit we had the most fun when we turned off all the electronic aids and let the bike cut loose.

We reluctantly handed the 800XCA back after a way too short ride, firmly convinced one of our favourite bikes, a bike we knew well, had been significantly improved in almost every department. That can’t have been easy to do, but the team and Hinckley seems to have managed it.

The only thing could make us happier now is more time on the 800XCA.

We think the single-sided swingarm on the 1200 looks incredibly horn.

The 1200s

Grab issue #29 for our thoughts on the 1200XRT. It’s a big, smooth, destroyer of distance and, without meaning to be harsh, it was a bike which needed to lose a few kilos. It’s slimmed down now, and it shows. It’s noticeably easier to move the bike around and feels more agile.

The 1200XCA was very interesting.

Big adventure bikes – those with a capacity of a litre or more – aren’t for everyone.

They can be a tad overwhelming when terrain gets tough or rider input is a little sloppy. They’re usually the bikes where the horsepower figures headline the marketing material, and they’re extremely popular in the adventure segment.

For the record, the Triumph 1200s offer 140hp from a 1251cc, in-line, three-cylinder, liquid-cooled motor, and where the 800s are chain-drive, the 1200s are shaftees.That’s plenty of stick in a bike meant to be taken off-road, and we can honestly say the 1200XCA was our most enjoyable ride of this entire four-day exercise, due in no small part to Triumph organising a loop which was perfect for the bike. But even allowing for that, the smooth, responsive motor, sensational braking – especially the front! – shift-assist gear change and semi-active suspension meant the twisting dirt roads, occasional rocks and potholes, and long sessions in the saddle were an absolute delight. We even loved it when darkness caught us out and the spotties lit up the trail like good’ns, while the around-the-corner light arrangement very much reduced the uncertainty of the tighter turns into the inky, kangaroo-infested blackness.

The modes, TFT display and menu were the same as the 800s, and were just as pleasurable to use, but where the windscreen on the 800s has to be positioned by hand, the screen on the big girls is electrically operated from the left-hand switchblock.

Bliss.

The 1200XCA is a still a whopping big bike though, and needs to be treated with respect by anyone heading off-road. We crossed a few shallow creeks and bobbed along on some rocky sections without difficulty, but distance is where the 1200s shine.

Both the XRT and XCA can carry mountains of luggage and a pillion and still dispense with 1000km in a day without even trying. Whether the alloy wheels or spoked wheels will suit a rider best is up to the individual and the type of riding they do. Aside from that, both bikes are absolute long-distance dream-runners.

We crossed a few shallow creeks and bobbed along on some rocky sections without difficulty.

Triumph Tiger 1200 XCA

Web: www.triumphmotocycles.com.au.
Rec retail: $29,300 + ORC

Engine: Liquid-cooled, 12-valve, DOHC, in-line three-cylinder four-stoke
Capacity: 1215cc
Bore and stroke: 85mm x 71.4mm
Compression: 11.0:1
Max power EC: 141PS/139hp @ 9350rpm
Max torque EC: 122Nm @ 7600rpm
System: Ride-by-wire, fuel injection
Exhaust: Stainless-steel three-into-one header system with side-mounted stainless-steel silencer
Frame: Tubular steel trellis
Swingarm: Single-sided, cast aluminium alloy with shaft drive
Front wheel: Cast alumiunium alloy 10-spoke 19” x 3.0”
Rear wheel: Cast alumiunium alloy 10-spoke 17” x 4.5”
Front suspension: WP 48mm upside-down forks, electronically adjustable damping, 190mm travel
Rear suspension: WP monoshock, electronically adjustable semi-active damping with automatic preload adjustment, 193mm wheel travel
Front brakes: Twin 305mm floating discs, radially mounted monobloc Brembo four-piston calipers with switchable ABS
Rear brake: Single 282mm disc, Nissin two-piston caliper, switchable ABS
Instrument display and functions: TFT multi functional instrument pack with digital speedo, trip computer, digital tacho, gear-position indicator, fuel gauge, service indicator, ambient temperature, clock and six rider modes
Handlebar width: 930mm
Height without mirrors: 1540mm
Seat height: 835mm-855mm
Wheelbase: 1520mm
Dry weight: 248kg
Tank capacity: 20 litres

Triumph Tiger 1200 XRT

Web: www.triumphmotocycles.com.au.
Rec retail: $27,600 + ORC

Heated seats and grips: Winner!

Some of the parts

That the bikes are very closely related is undeniable, and anyone considering any particular model should look hard at all of them before making a choice. There’s a very big overlap in what they can achieve.

Alloy or spoked wheels will probably be a deciding factor for a lot of shoppers, but we’re convinced no matter what the deci-sion, anyone who ends up on any of these bikes is set for a premium adventure-rid-ing experience.

We’ve rabbited along here, gushing away about how great the Triumphs are, and we know there’ll be people longing for us to say something negative. So here it is: the only thing we can remember frus-trating us about any of these four bikes was the way they automatically reset to Road mode when the ignition’s turned off.

Not only that, the spotties reset to the ‘off’ position as well. So on the dirt, if a rider forgets to select an off-road mode before riding away – and we did, constantly – the heavy-handed traction control soon makes the situation clear. And because the bike has to be stationary to make the change to a non-ABS mode, it means pull-ing up and stepping through the menu.

The other thing we’re not sure about is the keyless ignition on the 1200s. It works fine, but we wonder what will happen if it’s lost, or cops a dunking, or maybe the battery goes flat. None of those things happened, but we wonder about it.

Trying as hard as we can, that’s all we can find to whinge about. These are four excellent motorcycles.

Changes to the shape of the bodywork, although subtle, are noticeable.
Backlit switchblocks are awesome, and the little joystick under the left thumb makes navigating the logically presented menu a breeze.
The TFT display is beautiful, easy to read, and can be adjusted for line-of-sight by just grabbing it and gently giving it a tilt.
New bodywork, paint schemes and colours.
The Triumph menu is probably the easiest-to-navigate we’ve tried.