Triumph Tiger 800XCA '16 Review

One of the best motorcycle in this class?

I am happy owner of this great motorcycle. At the moment, mileage is almost 11 000km, most of them earned by "trip" to Norway, and the rest are weekend commuting and a few fooling around the city (well, I do not like aimless driving around the city).

Rider position & comfort

Tiger saddle height is adjustable, 810-830 mm. With my 190 cm of height in the highest version of the saddle setting, I quite confidently put both feet on the asphalt. And with a motorcycle loaded with a passenger and luggage, it was already a bit too low for me to sit on it. Knees and back started to feel about after 300 km of the road, but after a little warm-up, you could safely continue the trip. The maximum distance for a day I've made is 1200 kilometers. And the next day we were quite in shape (after 4 hours of total sleep) to drive another 400 km, run along the North Cape and climb a small mountain). So the saddle comfort has no to complains, although for there is a super-comfortable gel seat (both driver's and passenger). The positioning itself on the motorcycle is upstraight, with a slight lean forward (but this is for the small, judging by everything - who has longer arms, they generally sit directly). The idea sometimes arises to put risers under the handlebars, which will raise it slightly and drag me to a centimeter by three or five - then I will be completely megacomfortabled.

Breathtaking, huh?

Windshield.

Tiger's stock windshield I did not understood. It was bulky weird and high, but somehow completely non-aerodynamic. My head was shaking at speeds of 90 and above, although I would not say that I have a frail neck. I had to replace it with a higher and adjustable Puig windshield. It is also not flawless, but much better than stock. New glass should be lowered to the maximum aerodynamic position. Then the oncoming flow from it smoothly lies on the helmet and there is no fretting-bolting of the head. Plus, in the ventilation of the helmet, at least some air flow falls. Minuses of this situation - flies and raindrops (shambles from under the wheels in front of the traveling cars) are already beginning to reach the visor more actively. But it is necessary to raise the windshield in a vertical position, these minuses disappear, but the reverse begins: those drops that could get to the visor even with the windshield raised, already do not blow away. The ventilation of the helmet stops working absolutely. And the most important disadvantage is that the head starts to spin again, as if someone is sitting behind and rubbing their hands on all sides with a helmet.

Suspension.

Quite comfortable for the "parquet" style of riding. On the asphalt of varying degrees of sagging and on hard primers. Everything works fine. Unless you need to remember to adjust the rear shock absorber to ride with a passenger and cargo, or under one yourself. Mygirlfriend sometimes complained that too Tiger kicked on the pits, slightly loosened the puff - it became more comfortable and more pleasant. In the long-range rear-shock was tightened to the most I do not want. And even loaded (overloaded by 15 kg from the allowed maximum weight), the motorcycle rolled perfectly along the road, swallowing pits and irregularities, as well as very well managed (for its loaded state). When driving alone, a motorcycle in general seems weightless (especially when this ride immediately after removing the passengers and passengers). The motorcycle is like flying for its class, the traffic jams are a little clumsy due to the size and turning radius.

Engine.

Personally, I'm in love with triples. Smoothest power delivery you can ever imagine, without failures and pick-ups. Low rev are peach from the very bottom offering a confident amount of grunt. In the mountains on the curved roads it was absolutely stable and predictable, I would say that you can safely rely on it.

Although sometimes from the engine there are strange sounds, similar to howling and grinding. But, they say, this is normal for the Triumphs. Like the sound of a bucket with bolts on old Ducati. Top speed I've achieved is 170 km per hour, but this with his wife and fully loaded trunks. Going from 130 km per hour to overtake can be quite calm, until 160 accelerates very vigorously (there was no longer any need). The gear ratio of the box is a little strange, sometimes it seemed that you can only leave 1-3-5-6 gears. Since the motorcycle quietly rides at the third with 30 km per hour, and the first turns to 80, then you can safely with the first stick a third or fourth, which I often do. Of the minuses - it often happens that if you sharply dropped the speed to a stop, and if some high gear remained on, you'll have to play the clutch to drop the gears down. But, as far as I know, this is for many motorcycles so ...

Headlight.

The light of the Tiger can be called excellent undisputed. The two headlights perfectly illuminate the road. Although, as they say: "there is not much light." Therefore, there are plans to buy original halogens. That in the city it was safer (I do like to ride with a high-beamed light), and at night on the road to become even better. But, in general, the light is on a solid A+.

Equipment

ABS is good, you can switch off ABS from the rear wheel and do some dirty stuff.
Traction control is good and unintrusive, works just fine and predictable.
It's just all good in this section.
Smoothest throttle. Check
Driver and passenger heated seats. Check
Heated grips. Check

Overall

So the bike is completely smooth and easiest to ride, has the most of the gadgets on it and safety stuff. Why shouldn't you grab one and get into the trip?

!steemitworldmap 58.986412 lat 6.189337 long This gonna leave you breathless d3scr