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2017 Triumph Bonneville T100 – Ride Review

Photos by Megan Harris

"I've had a look at this motorcycle of yours whilst you were having your supper," my wife's grandmother says upon my return from the pub.
Grandma, as she allows me to call her, is upper-middle class and English to the core. She is naturally wary of Americans and has been known to suddenly burst out laughing at the idea of my being able to make a living writing about motorcycles. Add to this the fact she is somewhat deaf, a condition not helped by my natural Texas mumble, and it's easy to see why she and I don't chat a lot. When my wife is around, Grandma prefers to deal with me in third-person terms: "Now then, Jenny, does Chris want tea?"

My wife isn't around this time, though. I've ridden the 2017 Triumph Bonneville T100 down to Devon on my own, staying the night, so I can get meet photographer Megan at the beach the next morning before tourists arrive. Without my wife as interpreter, Grandma and Grandad (who is also…

Ride Review: Triumph Tiger 800 XRx

Disappointment. If you were to ask me to sum up the Triumph Tiger 800 XRx in a single word, that would be it. There are plenty of positive words I might use in addition -- "fun," "revvy," "light" -- but ultimately this new effort from Triumph is a letdown.

Which is kind of surprising to me. And a relief.

I spent a lot of time pondering the Tiger 800 XRx when first looking into the V-Strom 1000. The two bikes have somewhat similar performance figures and price tags. The Strom delivers considerably more torque and a handful of additional horses; the XRx's RRP price tag is £500 more.

Within the British market, however, the Triumph dominates. Triumph is the home team; whereas Suzuki's sales strategy in the UK perhaps hasn't been terribly wise over the past few years. It's painted itself into a corner with too many discounts.

The XRx is one of a string of new Tiger 800 models released this year. There are so many it can be a little confusing. They are:
  • Tiger 800 XC
  • Tiger 800 XCx
  • Tiger 800 XCA
  • Tiger 800 XR
  • Tiger 800 XRx
  • Tiger 800 XRT

All six are effectively the same bike: same 800-cc inline triple, same performance specs, same bodywork, same ergonomics, etc. The differences basically come down to accessories and are so minute that most riders have to be told what they are, and most dealers get a little confused in explaining them.

The primary difference is the wheels: XC models are spoked and have a 21-inch front; XR models have alloy and a 19-inch front. The former is insinuated to be better off road, the latter intended to be kept on the pavement (yet, strangely, it comes equipped with an off-road rider mode).

The six models range in price from £8,500 to £11,000. All of them are interminably ugly.

I understand beauty is in the eye of the beholder -- and that I own a V-Strom 1000 is testament to the fact an ADV's amazing do-everything usefulness can help one forget about its aesthetic deficiencies -- but to my eye, Triumph's Lego-like offerings (including the Tiger Explorer XC) are the worst. There's just nothing about them that make me think: "I want to be seen on this thing."

That feeling is so strong within me that when I was initially comparing the Suzuki V-Strom 1000 and Triumph Tiger 800 XRx, I eventually decided not to even bother with the Triumph, to not even ask to test ride it. It's just too ugly, too plasticky, too angular, too much like the knock-off Transformer toys my mom used to buy at Fiesta when I was a kid.

That said, there's a dude on my road who owns a Tiger 800 of some sort and every time I see him pull a wheelie past my house I have to admit I think he looks cool.

The good, the bad, and the ugly

But now I've had a chance to spend some time on the Tiger 800 XRx I can say with confidence that I made the right choice in getting a V-Strom 1000. We'll get to that in a second, though, because there's a quite lot to love about the Triumph.

Firstly, the XRx is noticeably lighter than my Strom. Triumph claims a wet weight of 216 kg. Compare that with the 228 kg that Suzuki claims for the Strom. In old money, that's a 27-lbs. difference, or roughly the weight equivalent of three newborn babies and a 6 pack of beer.

Unfortunately, the XRx's weight isn't as evenly distributed as it could be. Weight is set a little higher than on a Strom, which means the bike is more willing to tip at slow speeds. This resulted in my having to put my foot down more often than I would like. The problem was exacerbated by a slightly over-enthusiastic rear brake.

Above 10 mph, however, everything smoothed out and the bike was easy to throw into spots. Standing on the pegs feels natural and the suspension's ability to handle potholes, speed bumps and curbs was what I would expect from this class. Which is to say: it was problem-free to the point of my not really noticing it.

At spirited motorway speeds, the bike was equally pretty stable. Not as rail-solid as my Strom but certainly leagues better than the wobblefest I experienced on the XRx's big brother, the Tiger Explorer XC.

The XRx's two-piece seat isn't as large as the Strom's but there's still plenty of room to move around and to carry a passenger of actual human proportions. However, there was something about the angle of the seat or the material used that caused a certain level of discomfort. I found I kept slipping forward in such a way that my manly bits got squished. So, every 15 minutes or so I'd have to stand on the pegs and do a little jiggle dance to shake things free.

I had experienced a similar seat issue back when I spent a day on the Tiger Explorer XC. All in all, it's not an awful problem, but after a few hundred miles it can get pretty annoying. Your groin's mileage may vary.

Wind protection is decent and, as with so many things on motorcycles, there is a larger screen available at additional cost.

The dashboard on the XRx is pretty Spartan, which belies the number of whiz-bang features packed into the bike. Indeed, the bike's electronics are amongst its biggest selling points as far as I'm concerned. Along with ABS you get two 12v sockets, self-cancelling indicators, multiple throttle maps, multiple levels of traction control, multiple rider modes and cruise control. That last one in particular is what made me spend so much time weighing the XRx against the Strom.

Additionally, the bike's dash display offers up pretty much all the information you could ask for. Unlike the Strom it does not give you ambient temperature, but truthfully, that's not a terribly necessary feature on a motorcycle. If you're on a bike, you already know whether it's hot or cold outside.

The XRx speedometer is wisely digital, which should mean that switching from mph to kmh isn't difficult (I didn't try), but some of the XRx's features seem less well thought out. Both the 12v sockets are in the seat, making them difficult to use with a GPS or phone. The buttons for the cruise control are not at all clear, nor easy to reach. The method for setting traction control/rider modes/etc. is not very intuitive. And the self-cancelling indicators seem to get really confused by roundabouts (which, of course, are used for the majority of British intersections).

By and large, though, these are quirks -- things that you would probably get used to as an owner. In the same way I have gotten used to my Strom's snatchy throttle.

To that end, the XRx takes the prize for smooth power delivery. Though, part of that is because the throttle is so unresponsive. I was able to wiggle it about 5 mm in each direction without it having any effect. Initially I thought this might be due to the bike being set on some ultra-tame rider mode, but switching things up delivered the same meh results.

Still, the inline triple engine is the star of the XRx show. Some guys swoon for a triple and I suspect that for them the XRx would not disappoint. Revvy and delivering a lovely wail at high speed the engine triggers some latent hooligan instinct. This is why my neighbour does wheelies all the time and why I was randomly riding over curbs.

However, hooliganism wears thin with me quickly and by the end of my time on the XRx I had grown especially tired of how unnecessarily noisy the bike is. There's just a whole lot of extraneous high-pitched growling, making it sound as if you are trying to compensate for something. It is especially annoying because all that bluster isn't really representative of actual power.

Triumph claim just shy of 95 horses for the XRx but I can't see how they came up with that figure. At high speeds the bike feels anaemic in comparison to my Strom. Around 85 mph the XRx began to wheeze and struggled to gain momentum with the throttle wide open. Meanwhile, the noise coming from the bike at that speed is calamitous.

Again, though, acoustics are a thing of personal taste. I have no doubt there are plenty of folks who would love the sound of an XRx as it fights to get up to autobahn speed.

What they won't love, however, is the heat coming from the crank case. It radiated onto my shin and was genuinely uncomfortable. I don't mean warmth, but genuine heat. On a day when it was 15C (59F) and when I was wearing thick riding trousers.

Something else not to love is the XRx's gear box. I have taken to keeping notes when I go on test rides and here are the only two words I wrote under the heading for transmission, neither of them terribly polite. I can think of no other bike on which I've experienced more false neutrals, and at one point I got stuck in third gear.

Members of the First Church of Triumph Pentecostal will inevitably comment that I just had bad luck (they've made the same comment in regards to my complaints about the Tiger Explorer XC), and they may very well be right. Maybe I just had the misfortune of riding the one Tiger XRx with an awful gearbox. But the fact that I did end up riding it, and that I suspect it's not the only one, speaks to Triumph's unfortunate history of not getting things right the first time.

They can make some lovely motorcycles, those lads up in Hinckley, but it takes them a few tries. I think it is entirely possible for the XRx to be an awesome motorcycle, especially if you are a fan of triples, but it's simply not there yet. As is, the bike is too ugly, too unreliable, and too expensive.

The three questions

So, with all that said, here are the three questions that I ask of every motorcycle I ride:

1) Does it fit my current needs/lifestyle?
Yes. The Triumph is designed to do everything my Strom does, other than balance really well. On paper, at least, it could easily slot into my current situation.

2) Does it put a grin on my face?
In the grand scheme, yes. Ignore the awful gear box and the wheezing at high speed, and this bike was a lot of fun. I enjoyed its relative lightness and the slightly hooligan spirit. That it had any problems was a surprise to me.

3) Is it better than my current bike?
Nope. Ignoring the subjective fact that I generally prefer a twin over a triple, my Suzuki beats this Triumph in terms of price, power, torque, gear box, suspension, comfort and reliability.


  1. In hindsight, I may have gone a little overboard in my use of blurred edge effect in these pictures.

  2. Potentially :)

    Interesting review, especially comparing the VStrom. A friend has the Tiger 1200 and yes, not the prettiest machine. I must admit I don't mind the engine tone of the Tigers, but the styling does seem a little half hearted.

  3. I don't know how you can call the XRX ugly compared to the V-Strom. I used to own a V-Strom before I bought this Tiger and the best compliment I could give it's looks was 'utilitarian'. It had many great features but beauty wasn't one of them.

    1. I own the new V-Strom 1000, which I think looks slightly better than the old Strom. Though, you'll get absolutely no argument from me about the looks of any adventure bike –– they're all ugly. In my personal opinion, the Triumph is uglier and there aren't enough features of the bike to compensate for that.

  4. Oh no...Engine heat? Have you tried the previous version. I rode this yesterday and compared to my 2013, it dumps out a lot less engine heat. I'm starting to think its bike to bike. Some Tigers do and some dont.

  5. been driving the tiger 800 for over 2 years now and 11000 miles -- not a single thing has gone wrong - gear chnage is light and very reliable
    think the handling is great too -
    would like a go on a strom but for 200 cc extra not much more power - think I will stay with the Brit - thanks

  6. Thanks for the write up. Always good to hear something that is basically reasonable and balanced. While the biggest things is which one someone likes better, I would like to know which one (Trump vs Strom) has better build quality/fit and finish. A KLR 650 is the ultimate "do anything" bike, but cannot stomach those things :)

  7. Shame you got hung up on looks. Would have liked to hear more about how it was on the road. The XRX is one of the only mid size bikes with electronic cruise control and that draws me to the model despite not being really keen on Triumphs.

    1. Shame you didn't read the whole review.

    2. Well I read the whole review and Iron Chef is right.

  8. Wondering if anyone has felt some vibes from it. I road the 2015 xcx. Was nice and smooth until i dropped the hammer and it had some crazy vibes coming from the rear or so it felt. Also stalled it when on the test ride, and I don't mean from a stop. I was approaching a light and it just stalled. Please let me know your thoughts on the vibes. I am currently on an 07 versys, which makes a cruiser look smooth. Vibe'st bike I have been on to date. So next bike has to be smooth. Thoughts?

    1. I remember someone once pointing out to me that all bikes vibrate, it's just a matter of finding the vibration frequency that is comfortable for you. My V-Strom 1000 vibrates above 100 mph, for instance, but it feels more like a shudder -- and not one that causes numbness or makes me question the bike's stability.

      I honestly don't remember vibes on the XRx, but your mention of a stall reminded me that happened to me, too. Though, in fairness, I would probably still blame that on rider error due to unfamiliarity with the bike.

  9. If you feel the need to compare a bike you state is at its best when exceeding 100 MPH then yes, the Tiger is not for you. The Tiger was not designed for that type of constant riding. It was designed for paved and gravel roads. When the paved road ends and the VStrom stops, the XRX just continues on. There is not one bike that does everything. So, they tried to encompass as many potential styles as possible, though not all of them, into one machine. The VStrom is a sport bike that the driver sits more upright on. Two totally different bikes.

    1. When did I say the V-Strom is at its best above 100mph? I said in another comment that it is shuddering but stable at that speed, not at its best.

  10. I think you gotta be off your chops if you think a thou V-strom is even anywhere near the same league as the triumph Xr/Xc range. The Triumph is smoooooooooooth (yes all the 'o's are intensional) reasonably rapid, nimble and versatile.For a near 200Kg bike it can handle a surprising severity of dirt action that would leave a strom stranded. Xcx= WP suspension=plush adjustable quality.I am in the market for an all rounder tourer and so far the Xcx is the dogs bollocks mate. P.S. if they left the V-strom with the option of unleashing the full TL potential it may be a different story.

  11. Well very interesting read and I did laugh a lot. I have a 2011 Tiger 800 road lowered and my partner a V-Strom.

    I'm only 5'6" and 29" inseam, so that rules the V-Strom out for starters. I also have a wee CB500x and a Vrod night rod. I use to own a SV650, CB1000 F800st.

    So comparing twins especially V to triples and 800 to 1000 is a tough. I enjoyed all of my bikes for what they where good at. I love the torque of a V twin engine and there is a huge difference to pulling back the throttle on my Vrod 1130 to the tiger 800. I have taken my vrod on gravel, but prefer not to, she is too pretty to be abused like that.

    Does the Tiger 800 have torque and engine braking like a V twin? Nope. Can you get away with lazy gear changes for cornering and overtaking, not as much as a V twin. However my tiger is great and currently I'm over 40,000km. All over UK, Europe and now here in NZ, I love it. The slow control and balance is fabulous and the throttle is smooth with plenty of umph to overtake.

    I like the article fun to read contrary opinions, I was looking to see if I could find any negative feedback on the new technology put on the XRx, as I am thinking about upgrading, but not keen on being an early adaptor that ends up having technical issues. Reliability is vary important to me. I can hear you laughing being a Harley rider, but touch wood with over 16,000 miles, she is still going strong and oddly got me out of trouble when my Honda CB1000 wouldn't start. I know you don't believe me but its true. :-)

  12. How many miles did you ride this bike? How exactly did you determine the Vstrom beats it in terms of reliability?

    So far, although Triumph parts are inarguably more expensive than Suzuki, I had TONS more component failures out of my Vstrom (and later, my SV) than out of my Tiger or my wife's Street Triple.


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