Triumph Malaysia Archives

2018 Triumph Tiger 800 XRx Test & Review

The Triumph Tiger 800 XRx is more of a sport-tourer compared to the Tiger 800 XCx.
Both the XR and XC ranges were launched just over a month ago (click here for the report).
Prices for the XR range begins from RM 56,900 (basic selling price with 6% GST) but hurry, offer lasts until July 2018 only!

Humans are resistant to change by nature. Despite some of us propounding to accept change, we tend to fall back to what we’re familiar with. We go on doing the same thing day in day out but when something unfamiliar comes along to disrupt that equilibrium, we resist, we fight, we rant on Facebook. Like Linus in Peanuts, we keep running back to our security blanket.

One of them was me, especially when it concerned motorcycles.

I loved sportbikes. No, I didn’t mind stretching my arms out, plopping my gut on the tank and offering my bum to the sky gods. To me they offered something familiar: Front tyre feedback, gruesome cornering angles and the exhilaration of blowing everything on the road away.

Then, one day, a few motojournalists and I joined the Ratpack on a ride to Khao Sok National Park in Thailand. The centrepiece of that ride was the then new 2015 Triumph Tiger 800 XRx and Tiger 800 XCx.

They may have won accolades the world over, but I was a little sceptical if I would like it. Because, truth be told, it wasn’t my security blanket. But I sucked my thumb and kept quiet.

You may have remembered the 2018 Triumph Tiger 800 XR lineup’s launch hand-in-hand with its brethren the XC range, along with the Bobber Black and Speedmaster in Bukit Tinggi. (Please click here for our report of the event.)

To recap quickly, the XR line-up consists of the base XR, XRx, XRx LRH (Low Ride Height) and range-topping XRt. The XC range consists of the XCx and flagship XCa.

We’ve tested the 2018 Triumph Tiger 800 XCx (please click here for the full review) and fell in love with it, and we tested the 2018 Triumph Tiger 800 XRx later as it’s more road-oriented than the XCx. As such, the XRx has cast wheels instead of laced spokes. The front is a 19-incher, compared to 21 on the XCx. Suspension is duly shorter with 180 mm front and 170 mm rear travel compared to 220 mm and 215 mm respectively, hence the XRx has a 810 – 830 mm seat height compared to 840 – 860 mm on the XCx.

Other than the rolling stock, both bikes are virtually the same except for the shorter “beak” on the XRx.

It had been some time since I last rode the Tiger 800 XCx and I sighed a relief when I got on the XRx. I was Linus and this was my security blanket. The seating position felt the same although the handlebar felt a little more forward due to the smaller front wheel. Additionally, both my feet could reach the ground comfortably.

A short press on the starter button awoke the bike with a deep vroom. Just a little throttle and I was on my way.

The XRx flicked around lightly on its contact patches like Muhammad Ali (Allah bless his soul). It didn’t take much time to grow acquainted to the bike and I was cutting through traffic effortlessly.

The throttle, clutch, engine, transmission combination worked so smooth even butter has lumps. All I had to do was focus on getting through traffic and let my hands and feet work subconsciously, because the Tiger 800 XRx (and XCx) took the load off me. Besides that, the twin headlamps were large and bright and they had the psychological effect of presenting a much more authoritative presence to other road users.

We were now returning from Khao Sok. It was my turn on the Tiger 800 XRx (before the XCx). I was resistant at first. But 30 minutes into the ride, something changed. I smiled in my helmet. I started to wave and signal thumbs up to the Ratpack riders.

Just as what the XCx did, the XRx induced insomnia in me. Somehow, parts of me, not limited to the heart and brain, had just wanted to go riding. It’s like this little voice that kept going on and on like a bad track, “Let’s ride. Let’s ride. Let’s ride.” Earplugs didn’t work on this one (unlike for the wife’s nagging).

So again, I got up at 5am and went riding.

There’s something eerie about the Karak Highway before dawn. A light mist hangs a few metres above the road and everything seemed to be out from a scene in Insidious. (Man, I’ve to stop watching scary movies.) Anyhow, a tap on the PASS/HIGH BEAM button bathed everything ahead in righteous light. It was just a boon for the sweeping corners of Karak.

This was where I could find the true distinction between the two Tiger 800s. As soon as the bike tipped over into the corner it was rock solid without a bounce or wiggle. I had the choices of either braking deeper or charging in harder into the corners – the Tiger 800 XRx conformed to both tasks without complaint. It didn’t have a slipper clutch but it felt way smoother than actually having one!

However, as stable as it was in mid-corner, it didn’t hesitate when I had to alter my line or direction. If you’ve the chance to test both bikes, they’d feel so much smaller than they seem.

The Genting Highlands road alternated between total darkness to total whiteness during these hours. Still, I didn’t have to worry much since the bike just took over, leaving me to actually enjoy myself even without full vision. I had so much fun I kept grounding the footpeg feelers on both sides. Had someone followed behind they’d surely be reminded of the fireworks on New Year’s Eve (sorry, Triumph Motorcycles Malaysia).

Then the rain poured down on us. In SPORT mode, the throttle felt as if my hands were connected directly to the butterfly valves, so I didn’t switch to RAIN. I just kept riding and riding, invincible against the rain.

I soon came up to a fork in the road so I stopped since I didn’t know the direction. One of the riders who had been following me on his Speed Triple all this while pulled up beside me. He flipped up his visor and yelled, “You crazy ah?!! You were doing 160 km/h in the rain!!! In Thailand!!!”

I reached the First World Hotel, aimed for the Petron station and made a left turn onto a newly tarred road. It was very narrow and as sinewy as a clump of intestines. I stopped at the summit with the Triumph Tiger 800 XRx juxtaposed against the backs of mountains and hills in the distance, just as the horizon started to turn to orange.

And I did this four days in a row in the five that we had the bike.

My surroundings turned bright quickly from then on. I felt on top of the world everytime that happened because not only had I climbed the mountain in the dark and fog, but I had also done it on wet roads. The Tiger 800 XRx and XCx were never fazed by soggy roads.

A few more deep breaths of the fresh air and it was time to head back.

Taking it easy this time due to heavier traffic, I flicked through the LCD display. It was so easy to use with the new switchgear, joystick and menu system. Every bit of pertinent information was there, presented in easy to read format.

Back in the stifling traffic of KL, the Triumph Tiger 800 XCx continued to perform sweetly. It had gone from a daily commuter to a sport-tourer to a canyon blaster and back to daily commuter in supreme comfort without even having to touch a single ride mode switch, although it would’ve been so easy to do so.

It must’ve been a match made in heaven because the Tiger 800 had gone beyond what I had expected of any bike. My paradigm had been shattered, shredded and scorched. But I didn’t resist. I couldn’t resist.

I had loved adventure-tourers from that point on, and it was the Triumph Tiger 800 that was responsible for the change.

I have a new problem now. It’s no secret that I love the Tiger 800 XCx, but I’ve fallen in love with the Triumph Tiger 800 XRx, too. Especially the “White Tiger” such as this one we tested. The XCx is a superbly capable bike on both road and offroad, while the XRx is superbly capable on the road and can do some light offroading.

Why not both?

Oh dear.

TECHNICAL SPECIFICATONS

ENGINE
Engine type	Liquid-cooled, 4-stroke, DOHC, 4 valves per cylinder, inline-Triple
Compression ratio	11.3 : 1
Bore X Stroke	74.0 mm X 61.9 mm
Displacement	800 cc
Fuel system	Multipoint sequential electronic fuel injection
Maximum power	94 bhp (70 kW) @ 9500 RPM
Maximum torque	79 Nm @ 8050 RPM
TRANSMISSION
Clutch	Wet, multi-plate
Gearbox	6-speed
CHASSIS
Front suspension	Showa 43mm upside down forks, 180 mm travel
Rear suspension	Showa monoshock with hydraulic preload adjustment, 170 mm travel
Front brakes	Dual 305 mm Brembo floating discs, dual Brembo two-piston sliding calipers
Rear brake	Single 255 mm disc, Nissin single-piston sliding caliper
ABS	ABS standard, swtichable on/off
Front tyre	100/90-R19
Rear tyre	150/70-R17
FRAME & DIMENSIONS
Frame	Tubular steel trellis frame
Swingarm	Two-sided cast aluminium allow
Trail	86.6 mm
Rake	23.8^o
Wheelbase	1350 mm
Seat height	810 – 830 mm
Dry weight	200 kg
Fuel capacity	19 litres

PICTURE GALLERY

Tunggangan Pertama: Triumph Bonneville Bobber Black, Tiger 800 XCX, Tiger 800 XRX

Triumph Motorcycles Malaysia baru-baru ini telah melancarkan secara rasmi lapan buah model yang baru: Bonneville Bobber Black, Bonneville Speedmaster, dan enam buah varian Triumph Tiger 800.
Kami telah berpeluang untuk menunggang uji motosikal Bobber Black, Tiger 800 XCX dan Tiger 800 XRX.
Model Tiger 800 XR kini ditawarkan pada harga istimewa RM56,900 (harga asas beserta GST).

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First Ride: Triumph Bonneville Bobber Black, Tiger 800 XCX, Tiger 800 XRX

Triumph Motorcycles Malaysia had just officially launched eight new models: Bonneville Bobber Black, Bonneville Speedmaster, and six Triumph 800 variants.
We had the chance to test ride the Bobber Black, Tiger 800 XCX and Tiger 800 XRX.
The Tiger 800 XR is now offered at a special price of RM56,900 (basic selling price incl. of 6% GST).

Life probably couldn’t get any sweeter than this. Triumph Motorcycles Malaysia launched not just one, but eight new models at one go: Bonneville Bobber Black, Bonneville Speedmaster, and Tiger 800 XCX, XCA, XR, XRX, XRX LRH (Low Ride Height), XRT variants.

The launch coincides with the Triumph Motorcycles Malaysia’s Grand Dinner at the Berjaya Bukit Tinggi resort area. Some 400 Triumph owners attended the event, in addition to us motojournalists.

Please click on the link below for our coverage on the event.

2018 Triumph Bonneville Bobber Black, Speedmaster & Tiger 800 launched! From RM56,900

Motojournalists gathered in the early morning to sample the ensemble of new bikes – Bonneville Bobber Black, Tiger 800 XCX and Tiger 800 XRX. We rode from the Colmar Tropicale Convention Center down to the first security check point and back up to the Colmar. Each journalist was assigned a certain bike on the way out and exchanged for another for the return trip.

Anyone who’s ridden up and down Bukit Tinggi will attest to the challenging nature of the road. The lanes are narrow, the corners are sharp, bad road condition in certain sections and there are parts where dirt has been deposited by heavy rains. It’s a real good place to test the handling characteristics of any bike.

Although the test ride sessions were brief, it was enough to draw some preliminary verdicts as we’ve ridden the previous models, a few for more than 500km. However, rest assured that we’ll run extensive tests and reviews in due time, so stay tuned!

Let’s get to it.

BONNEVILLE BOBBER BLACK

First and foremost, the Bonneville Bobber Black isn’t the successor to the massively popular Bonneville Bobber, which happens to be the best-selling model in all of Triumph’s 30-year history.

The “original” Bobber launched for 2016 was already a wonderful bike by all means, featuring modern attributes such as ABS, traction control, Ride-by-Wire throttle, torque assist clutch among others. The highlight of the Bobber is of course the floating rider’s seat. One word sums up the Bobber’s styling: Attitude.

The Bobber Black, however, takes it further. Triumph calls it, “Darker. Meaner. Stronger.” therefore the stance is now more muscular and aggressive.

The 19-inch front wheel has been replaced with a 16-incher, shod with 130/90-size Avon Cobra tyre, specifically developed for the bike. To support the larger tyre, you’ll massive 47mm diameter Showa cartridge forks (like those you’d find on a high-end sportbike) vs. 41mm conventional ones on the Bobber.

Additionally, there are now dual disc brakes clamped by Brembo calipers. The Bobber Black also sees cruise control added to it which is actuated is by a single button. The headlight is now fully LED with Daytime Running Lights (DRL).

The other distinguishing features of the Bobber Black are the blacked-out theme: Fuel tank, side panels, fork tubes, exhaust, engine, handlebar, levers, wheel hubs and so on.

The original Bobber with its 100/90 front tyre would of course feel more flickable around Bukit Tinggi, but the Bobber Black was surprisingly almost as good too. The brakes were a little on the softer side in the initial pull but they do get progressively stronger further into the lever’s stroke. I suspected that the brake pads haven’t bedded in fully yet.

The front suspension was predictably awesome as it soaked up road irregularities and didn’t dive like a submarine under hard braking. They didn’t pogo back up when the brakes were released, either.

The rear mimics a hardtail, but that’s the key word: mimic; for it felt natural. It worked well over all road surfaces, except deep depressions and potholes, but it’d probably be worse for other bikes (except the Tiger, of course). By the way, the name “Bobber” eludes to the chopped styling, not the bike “bobbing” up and down – which the Bobber Black and Bobber never did.

Triumph left the 1200cc, liquid-cooled, 270^o crank, HT (High Torque) engine alone. It performed brilliantly, punching the bike out of corners, while Triumph’s trademark linear throttle response gave you the confidence to crack open the throttle sooner. All the while being serenaded by a deep, throbbing exhaust note.

Want a factory custom which exudes all the style and character, plus good handling? Look no further than the Bonneville Bobber Black. Oh, I almost forgot: There are more than 300 items in Triumph’s accessories catalogue to fully bling out your Bonneville, so get bobbing today.

TIGER 800 XRX, XCX

We loved the previous Tiger 800.

We had ridden the previous Tiger 800 XR and XC versions on many occasions and it was our favourite 800cc adventure-tourer, by far. It was well-rounded in its performance, filling a wide range of riding styles and needs. It was so good that we wondered how Triumph could actually improve on it for the new model.

Well, it wasn’t just a facelift, that’s for sure. Not Triumph. Uh-uh. The Hinckley, UK-based manufacturer poured in more than 200 revisions just to the chassis and engine. That’s not including changes, upgrades and revisions to the componentry, bodywork, ergonomics.

Starting from the front, the Tiger 800 now has a new windscreen which is adjustable for five positions. That’s not all, as the screen is now mounted on four points, instead of two to eliminate buffeting at the top. It is now a one-handed operation. Additionally, wind deflectors below the screen channel wind away from the rider.

As for rider ergonomics, the handlebar is now 10mm closer to the rider. Standing on the footpegs to simulate off-road riding, all we saw was the instrument cluster. This is a good aspect of an off-roader, meaning that the rider could put more weight onto the front tyre.

The seat had felt much more comfortable than before, since seat compound is new, with a “3D mesh technology.” The rider’s seat is also adjustable for two heights.

Triumph Motorcycles Malaysia had prepared both XRX and XCX versions for the media on this occasion. As such, both bikes had the new 5-inch, fully-colour TFT instrument panel, a la Street Triple RS. The panel displayed every bit of information a rider would need, including a fuel range metre that ran down to zero, instead of annoying us with the number of kilometres travelled from whence the low-fuel warning began (found on other bikes). The TFT display also has an Auto Contrast feature which adjusted its brightness according to ambient lighting.

Since the TFT display was similar to that of the Street Triple RS, Triumph had also transplanted the hand controls to the Tiger 800, putting everything within easy reach of the rider’s thumb. Switching riding modes or toggling through the data is through a 5-way joystick. The rider no longer had to reach forward into the instrument cluster to change settings.

The cruise control has similarly been revised, now without an ON/OFF master switch.

Moving downwards the front brakes are Brembo items. They were progressively strong but not grabby. Grabby brakes are the last thing you want if you’re riding off-road.

The 800cc, inline-Triple engine has been revised with a more mass centralized cooling system, lower 1^st gear ratio, lighter and freer flowing exhaust, lighter alternator, and the removal of the backlash gear in the transmission.

Where the Tiger 800 differs are the intended usage, which consist two versions: The road-oriented XR and the adventure-oriented XC (Cross Country). Each version is then split into further sub-variants depending on the level of accessories and equipment.

The XR lineup consists of four models: The base XR, the mid-tier XRX, the XRX LRH (Low Ride Height), and flagship XRT. The XR range uses cast 19-inch front wheel and 17-inch rear, instead of the spoked 21-inch front and 17-inch of the XC range.

The base XR gets all the new changes except for the Brembo brakes, TFT display, cruise control and riding modes, although it does have ABS and traction control.

The middle XRX version has 4 ride modes, cruise control, full colour 5” LCD, LED Daytime Running Lights (DRL) and turn indicators, switchcubes and 5-way joystick, Brembo front brakes, 5-position windscreen and aero deflectors and handguards.

The bells and whistles version with fully-adjustable Showa front suspension, all-LED lighting, backlit switches, 5 riding modes, additional 3 LCD screen styles and auxiliary LED lighting is the XRT.

On the XC side, the base XC model had been eliminated and so had the XCX LRH. The lineup now starts with the XCX as the base model, instead.

Triumph Motorcycle Malaysia revealed that the manufacturer is looking to expand their influence in the off-roading world, hence the Tiger XCX and XCA have been given a few important updates.

Apart from the main features of the XRX, the XCX features 5 riding modes, including the new “Off-Road Pro” mode. In this mode, traction control is switched off as is the rear wheel’s ABS. The front wheel’s ABS remains active. This feature allows the rider to lock the rear wheel while still allowing for maximum braking pressure in the front tyre to retain the ability to steer the bike. It’s most useful to lock and drag the rear wheel while heading down a steep off-road slope, besides sliding the rear wheel around a turn in the dirt.

Also standard on the XCX are engine protection bars, aluminium sump guard and radiator guard.

As for the XCA, it shares the XCX’s features with a few additions. There are 6 riding modes, including one which is programmable by the rider; all-LED lighting; a total of 6 screen styles in two themes; and heated grips and seats.

So, what do these massive number of changes yield in the new Tiger 800?

The new engine sounded different from the outset. Whereas the previous bike’s exhuast sounded a little muted, the new bike’s was boomier. The engine is now quieter too.

The seating position felt similar, but the arms don’t feel so stretched forward. The previous Tiger 800 had been supremely flickable and that trait has been brought forward to the new model. However, the newer bike felt more stable, planted and suspension action was “tighter” when quick-flicked into a corner. Changing lines in the middle of corners were done even without being a concern to the rider. Think it and the bike does it.

Most tall bikes with long travel suspension don’t enjoy being trail-braked into corners, especially those with “manual” suspension. But not the new Tiger 800. You could be as aggressive as you want but the bike never seemed fazed.

Fueling was superbly linear and the engine revs up. But it was the availability of torque everywhere in the rev range that was truly additive. So much torque in fact that I just left it in 4^th and 5^th gear while riding around Bukit Tinggi. 3000 RPM in 5^th gear equaled 60 km/h, but the bike could pull cleanly off from below 2000 RPM without juddering.

The third-generation Tiger 800’s engine was really smooth for a three-cylinder, but it’s even smoother on the new bike. Besides that, it felt like the bike had a slipper clutch although it didn’t, due to the removal of the backlash gears. Consequently, corner entries and midcorner attitude was super smooth.

Those confidence-inspiring traits were what endeared us to the third-generation Tiger 800, but the new bikes are absolutely even better now. It wasn’t only us who found the new Tiger 800 amazing, for every motojournalist gushed over them.

The new Tiger 800 is set to take the world by storm.

As a footnote, Triumph Motorcycles Malaysia is currently running an introductory promotion for the new Tiger 800 XR. It’s priced at a mouthwatering RM56,900 (basic selling price incl. of 6% GST) so hurry over now for a test ride.

For more information, please visit Triumph Motorcycles Malaysia’s FB page.

TRIUMPH MOTORCYCLES PENANG LAUNCH DINNER PARTY

We reported earlier that Triumph Motorcycles Malaysia has launched the new Triumph Motorcycles Penang’s showroom on Saturday, 5^th August 2017.

Here’s a quick rehash.

The day saw the arrival of the members of the RATPack (Riders Association of Triumph Motorcycles). The riders came from different locations and have congregated at a single location before arriving in a large convoy.

Activities included the Triumph Try-Days motorcycle test ride event, in which the members of the RATPack, riders of other makes, and the general public signed up to take the Triumph of their dreams out for a spin.

The Shell Advance “Outride Anything” roadshow was also running during the daytime. Lucky visitors stood the chance to win tickets to the 2017 Malaysian MotoGP, besides other great prizes such as Shark helmets, and the opportunity to test their skills on a MotoGP simulator and elbow down standee.

The RATPack members were given the free time to roam as they wished. Many went around the beautiful island of Penang to enjoy the sights and especially the food. Everyone regrouped at hotel afterwards to check in at 3pm. From then on, it was still more Free & Easy time until 7pm when they rode back to the showroom for dinner and entertainment.

The sight of lambs being roasted and white smoke tinged with the spicy-sweet aroma of satay greeted the riders as they pulled into the compound. Everyone was hungry from their long rides earlier in the day.

Triumph Motorcycles Malaysia served BBQ lamb, satay, nasi dalca, specialty mi goreng and ais kacang. No one went back hungry, to put it mildly. We overheard funny conversations such as … I need to look for a 7-Eleven to buy Eno; …Oh my poor bike’s suspension; …Cholesterol? Who cares?!

Attendees were entertained by an amazing blues band consisting of a father and his daughter.

It was wonderful to see people mixing together, having a great time, forming new acquaintances or catching up with long-time-no-see buddies; transcending walks of life, gender, religious and racial background.

Non-Triumph motorcycle groups and the general public, including big wigs of the Penang motorcycle industry also made their way to the dinner. They were visibly enthralled at not only seeing Triumph motorcycles up close for the first time, but also how the RATPack riders conducted themselves as a friendly, peaceful, self-respecting, yet fun-loving family.

Two sessions of lucky draws were held for the public and RATPack. Some amazing prizes were handed out. To makes things fun, Triumph Malaysia threw in a plot twist to the usual affair. First, three to four names were picked out from a box. Next, they had to answer a few Triumph-related questions. And finally, the winner was decided via an “aural vote” through the cheers of the crowd.

Grand prize for the public category was the unique opportunity to “own” a Triumph of the winner’s picking for a week. As the aural vote was deemed as equal for two final contestants, it went to the tried and true tie-breaker: Paper, rocks and scissors. The winner finally emerged and he wishes for a “sport model.” It turned out that he is currently riding a Kawasaki ZX-9R.

The prizes for the RATPack included major, minor and oil service packages, but the Grand Prize had everyone salivating as it was an Arrow exhaust slip-on canister.

Among the prize givers was Keith Scully, the boisterous and happy-go-lucky representative of the Northern RATPack, and Triumph Motorcycles Malaysia’s Managing Director, Dato’ Razak Malique Al-Hussein.

In his speech, Dato’ Malique thanked Triumph Motorcycles Malaysia’s supporters for the tremendous growth. Triumph’s business as a group had been growing year-upon-year, racking up successive record breaking sales figures, including a 100% increase in 2015. Dato’ Malique is confident that they will still grow by a further 10%, in spite of the current soft economy.

However, exponential growth is of no use if it couldn’t be backed up by a comprehensive and meaningful aftersales support.

He also mentioned that Triumph Malaysia had been looking to move the Penang showroom to a bigger premise for some time but couldn’t locate a suitable spot or the rest were just too expensive to be of effective use. In the end, it was through Michael Sak, a popular figure among the RATPack who found the premises, because his house was just a kilometre away.

With the new premise up and running, Dato’ Malique assured Triumph’s owners that it was done to provide better facilities to them. The new showroom features a new workshop, spaces for bikers to lepak (chillax) and large compound for parking.

So although the exhaust note of the last motorcycle had faded into the night yesterday, we are confident that this new showroom will continue to reverberate to the roar of the English Twins and Triples for many generations to come.