BMW F 800 GS or Triumph Tiger 800 XC as Benchmark

Where the place of the bike, BMW F 800 GS ? or Triumph Tiger 800 XC?

Two bikes that rival almost alone in the category of the trail of ‘medium-high’ displacement. Both brands offer in their range one maxitrail 1200 cc, but our players are committed to ease of use, a more affordable price and especially for greater versatility.

The F 800 GS and the Tiger 800 XC are the real alternative for those seeking a tireless tourer for all uses. 800 These are perfectly valid for the day, weekend or holiday, by land or asphalt tourist route to go, do rapidly curves or your pace. They are comfortable, protective, very manageable, have a powerful enough for anything you ask engine, an adjusted consumption and a price that makes them shine in front of the BMW R 1200 GS (see test BMW R 1200 GS) and the Triumph Tiger Explorer 1200.

And we have individually tested so let’s focus on pure comparative, but if you want more information, here’s the evidence for each:

1. Test BMW F 800 GS
2. Test BMW F 800 GS Adventure
3. Test Triumph Tiger 800 XC ABS
4. Test Triumph Tiger 800 ABS

Equipment and ergonomics

Each brand playing cards in their own way, Triumph offers more standard equipment than the GS comes when peeled. But the BMW reputation precedes him, is the middle sister of the R 1200 GS, a bike that right now it seems like the bike tourer par excellence as confirmed sales figures. It also has a wide range of accessories which, if money is not a problem, we can equip the F 800 GS with just about anything under the sun.

The taste of the F 800 GS, optionally mounted unit comfort package (494 euros) which includes the center stand, on board computer, heated grips and luggage support; Dynamic package (646 euros) consisting of ABS and ESA Off-road; and also incorporate LED flashers (109 euros). From all this equipment, comfort package seems almost mandatory and the dynamic may be debatable as standard comes with standard ABS, traction control is not essential for the power of the bike and only regulate ESA electronic suspension rear shock something we can do manually in the standard version. At BMW we have missed some hand guards (305 euros) and high (128 euros) screen to protect us from the cold, wind and rain on trips.

Regarding the Tiger 800 XC, the standard equipment is very comprehensive, high llevapantalla adjustable in 3 positions, onboard computer and hand guards. We miss the stand is optional and less standard equipment heated grips, engine guards, fog lights, LED flashers, alarm.

Once on the bikes, ergonomics is one of the points where we find the first differences, both frames are comfortable and keep your legs straight, but the BMW has a position more ‘enduro’, with a very narrow seat at the tip and a handle a little lower and closer to the body. The seat height from the floor is 880 mm in the GS (in option 820 or 920 mm), while the Tiger can regulate between 845 or 865 mm. Both seats are comfortable, but the Tiger wins by a landslide, is wider and has more support, more like seat comfort we tested on the F 800 GS Adventure.

As has become customary in recent models of the German mark, the controls are located as in the rest of the competition, along with an extra touch of quality finishes and materials. In GS we can control all the instrumentation from pineapples, while the Tiger, despite having some good finishes, we need to consult your computer from those in the instrument cluster own buttons, so easily manipulated when we go in motion.

Engine Credibility

The engine is another of its major and notable differences. On the one hand BMW riding his famous “F” a parallel twin 798 cc this bike delivers 85 hp at 7,500 rpm with maximum torque of 83 Nm at just 5,750 rpm. On the other hand, is betting on Triumph engines “Tri” coming back into fashion. A 3-cylinder engine with 799 cc which has an output of 95 hp at 9,300 rpm with maximum torque of 79 Nm at 7,850 rpm, reaching the maximum power that the Tiger can be limited to A2 card. As we see, one has more torque and more power and another each in a different regime, but in practice what one gains by one side loses on the other to achieve almost identical performance, but a touch and sensations very different.

In the section on suspensions, more equality, both mounted 45 mm inverted fork with a bit of travel in the BMW with 230 mm in the GS by the Tiger 220 mm and a rear shock with a distance of 215 mm to both BMW uses the WAD and Showa Triumph brand. The forks are not adjustable in any way and both dampers allow its regulation in preload and rebound, with the advantage that BMW incorporates a knob to adjust the preload manually and offers optional electronic adjustment ESA.

As for the brakes, ABS carry both standard and in both cases work with a great feel and great effectiveness. BMW backs porNissin Brembo and Triumph, but in the present case, takes on greater prominence to the chassis brake equipment itself. We’ll talk about that later.

Spoked wheels cut from the same cloth:

Front Wheel 2.15 x 21 inch rear 4.25 x 17 inches with the same tire Pirelli Scorpion Trail measures 90 / 90-21 “and 150 / 70-17”.

Advance and Dynamic Test

We moved!, first thing we check is that the feel of the controls is smooth and in both mottos, the change is somewhat rough but accurate. No major differences, just appreciate a little more softness to drive the GS handles.

When we go to road, the two met perfectly with the job, but the Triumph is the best equipped to devour miles. The UK has a 19 liter tank (16 liters in the GS and greater aerodynamic protection chest and hands. Moreover, its dual perspective makes us more visible on the road and improves nighttime illumination. Both are stable and the 21-inch front wheel makes the bumps and imperfections are more bearable. Speaking consumer road, the differences were minimal, only 0.3 liters of difference in favor of the GS. When the Tiger 800 XC has spent 4 6 liters, the F 800 GS has remained at 4.3 liters per 100 km. in both cases the range may be greater than 350 km.

In city both bikes perform with ease, let go at very low speeds without pulling or kicking. Go in 5th or 6th gear at 50 or 60 km / h is effortless unless we have to slow down and touch down pull all gears. They are light and directional changes are executed with the thought, the turning radius is acceptable despite their inverted forks and handlebars passes over the rear of most canned.

If you come from road bike, there is one detail that you should keep in mind when you ride between cars with a trail that requires a small adjustment period. The Tiger rides firmer suspensions and reactions are more similar to those of a naked osport touring, but in the GS matching of the suspension is softer and ready to leave the asphalt. At low speeds, the hydraulic retention BMW is low, and if we do not help hard braking with the rear brake, see how all the weight off the fork makes it much sink if this bind impulses ABS, increase braking distance.

If you’re into curvy roads, it will be in this environment where we fall in love for the behavior of one or the other because in this area is where we really realize how different they can become two very similar bikes.

The Triumph Tiger 800 XC is a very bike wheel ‘the site’, the suspensions are firm and sink relatively little to be a trail, when we pull the front brake the bike is not ‘amorra’ excessively. The motor transmits sporting sensation when accelerate is smooth and progressive, with a stretched inciting bring high returns. It works well at all speeds, but it is especially fun when the “tigress” gets angry when climbing speed. From 2000-9500 rpm no truce and depending on our mood will suit our pace without question.

But it is when we encourage excess you will find limitations in the folded footrests actually touch the ground with relative ease and to have that touch of firm suspension makes us forget that we are on a trail and you have to let it run in curves. If we pass this and gives us hasten see the ABS braking allows the rear wheel slipping and dislodging a bit and finally yield suspensions and the bike from twisting. The reactions then are noble and recovered safely showing how far. There is a naked sport use, although good behavior sometimes makes us think that it is.

The BMW F 800 GS film is different. Both have a very similar weight, the wheelbase is greater in German, but it is this that feels lighter when moving the bike side to side. In the GS suspensions are on the loose, but curiously when we hold fast fine. The GS does not cheat, does not like lap up because the engine vibrates from midrange, but if we feel like the stretching forward “tri” the Tiger, and enjoying some longer developments.

On curves the reactions are different, does not feel as poised as his British rival, but allows you to go more relaxed at the same speed, the reactions are very noble and controllable, leaving room to correct at any time. The GS is not asking to rush, from the first moment you know you have to get to the curve with the homework done because she will take care of the rest.

When we got out of the black is the GS the SUV, has a very narrow seat, handlebars more centered on the bike and suspension better read the rough terrain and although is equipped with mixed tires, Scorpion Pirelli have made clear ensure that where the highest reliability is asphalt. Both weigh 800 and content in these areas are even more fun and more manageable than their older sisters 1200cc. The Tiger is the asphalt and feels when we get to the green freckle something hard suspensions, but perfectly valid to go fast on dirt roads.