2011 Triumph Thunderbird Storm / 2011 Triumph Tiger 800XC
The view from the lookout was breathtaking. Set on the edge of a cliff, the vantage point faced into a valley forged over 15 million years ago, its rugged and desolate beauty pockmarked by giant Saguaro cacti weighing several tons each. In the distance, the serenity of Canyon Lake was the newest addition to the landscape – it was formed by the damming of the Salt River 90 years ago. Just east of Phoenix, Arizona, the mountainous terrain was one of those geographical wonders that humbled visitors, and I was no exception.
Triumph Storm – Part I
The stillness was suddenly shattered by a minivan spilling its cargo of excited kids and drained parents. Without hesitation, the kids sprintedtoward the outlook’s railing, while a slower-moving mother followed in tow. Having stood his ground, the father sheepishly watched his family walk away, and then made a beeline toward the motorcycle I was riding. It was the stuff of marketing dreams; the 2011 Triumph Thunderbird Storm was of more interest to this man than an immense natural panorama.
His reaction was exactly what Triumph designers were after with their first Thunderbird derivative, meant to muscle its way into the power cruiser segment. And there should be more to come. Given the company’s history of making good use of their investment in new platforms, it won’t be long before we’ll either see a British bagger or a dedicated touring version of the Thunderbird.
Triumph says the Storm was designed to appeal to a younger demographic who are after an edgier cruiser that makes a bolder statement. The makeover certainly addressed my only criticism of the Thunderbird by adding much-needed attitude to an otherwise understated design. Gone is Mr. Nice Guy, replaced by a darker, more brooding character only available in two colours, both of them black.
Although I preferred the Matte Black over the glossier Jet Black, its finish was more easily marred by fingerprints and road dust. The blackout treatment that the Storm was subjected to was extensive; the engine covers, turn signals, fork sliders, yokes, brake calipers and disc mounts, wheels, instrumentation trim, handlebar risers, bar ends, sub-frame, belt guard and shock springs have all been blackened in an attempt to keep chrome to a minimum. Being a traditionalist, I was surprised by Triumph’s decision to stray from their established tank badging and switch to model-specific versions of the Triumph logo, the first of which appears on the Storm.
What makes up the Storm is more than paint deep. The bike also received Triumph’s iconic bug-eye headlights, made famous by the Speed Triple, which ironically has been fitted with asymmetrical lights for 2011. A new handlebar that sweeps slightly further back changes hand positioning, but otherwise the Storm retains the same rider ergonomics as the Thunderbird, which is a good thing, as both motorcycles have a comfortable, upright seating position. The bike also preserves a low 700 mm (27.5 in.) seat height that is a good compromise between providing shorter riders with solid footing and not cramping those with longer legs. Also unchanged is the instrumentation. Though functional, it’s not a favourite; with everything crammed into a single circular, tank-mounted housing; the tachometer and LCD are so small that they can be difficult to read with a glance.
Triumph Tiger 800XC – Part II
Triumph had invited Motorcycle Mojo to Arizona to showcase their new 2011 cruiser line-up; however, as a bonus, I was able to spend a day riding their new Tiger 800XC through some of the most rugged terrain in the state. The 320-kilometre loop that followed the Salt River and cut across the bottom of the Tonto National Forest turned out to be a voyage of discovery for me; not that my off-road skills were sorely lacking and hadn’t improved over the winter, but that the Triumph Tiger 800XC was a versatile motorcycle, fittingly classified as an adventure bike.
It took over three years and four million dollars to develop the two new Tigers that filled the gap in Triumph’s model range for an all-purpose motorcycle. Although both are equally capable of commuting and touring, the 800 and 800XC are very different bikes. The 800 is the more street-biased of the two models, but Triumph expects to sell more of the 800XCs, in part because of its more rugged appearance. Looking over the 800XC, there’s no mistaking its intent; the 800’s street-friendly 19-inch cast front wheel is replaced by a 21-inch spoked unit that is mated to a longer travel fork, while its minimalist body work and standard handguards seem to welcome abuse.
The 800XC was ergonomically comfortable whether I was operating the bike from a sitting or standing position, a test criterion that isn’t applied to many bikes. Although it can be adjusted by rearranging its risers, I found the handlebar ideally located in its standard setting. However, I did take advantage of the seat’s adjustability; in a matter of seconds, without any tools, I was able to move the seat from its lowest to highest position (845 to 865 mm), which provided me with an even more relaxed leg angle. With a thirty-three inch inseam, it was still easy for me to plant both feet on the ground, but this is a tall bike, and those with shorter legs will need to employ their best balance skills while stopped.
The bike’s tall, fixed-position windscreen provided good protection, but at highway speeds it caused helmet buffeting and substantial wind noise. Riders shorter than 185 cm will likely remain unaffected by the turbulence, but taller riders will want to consider Triumph’s optional touring windscreen, which is 53 mm taller, 55 mm wider and can be tilted by a thumb-wheel mechanism.
While riding on the Apache Trail toward Tortilla Flat, I was astounded by the sight of a Second World War–era B-17 bomber. As the brilliant desert sun glinted off its aluminum fuselage, the plane majestically tipped a wing skyward and arced its way around the western reaches of the Superstition Mountains. The Apache Trail ventures within the rims of ancient supervolcanoes, and the terrain on either side of the road is the ashy remnants of a very violent time – not to mention an appropriate setting for an adventure bike.
Just past Tortilla Flat, the asphalt suddenly stopped and the road turned into a dusty trail better suited to horses and the filming of westerns. Up until then the paved road had been choked with tourists, their heavily laden cars and campers trundling along in a massed caravan at a painfully slow pace. The end of pavement not only stopped their progress, but it was a clear delineation point for many motorcycles as well. For the heavy cruisers and full-dressers that were parked in Tortilla Flat, the way out was the same way they had come in.
For an adventure rider, the way forward was a continuous uphill climb to the summit at Fish Creek Hill. The incredible view would have brought a geologist to tears, but was only a precursor to the spectacular route that lay ahead. From Fish Creek Hill, the rutted dirt road carved its way steeply downhill, at times barely hanging onto the sides of the steep-walled canyons as it manically weaved its way back and forth. The area that is said to harbour hidden springs and thousand-year-old Indian ruins was tailor-made for the 800XC, which took everything in its stride despite my limited off-road skills.
Although the 800XC’s 799 cc, liquid-cooled, in-line triple is a new engine, it was adapted from the Street Triple’s 675 cc engine. Deemed too sporty for an adventure motorcycle, the 675’s cylinder heads and throttle bodies were modified to create a more relaxed character that placed more emphasis on precise low-speed control and a greater spread of torque. The 800XC’s engine retains the use of a balancer shaft and shares the smaller engine’s clutch, selector forks, gearbox shafts, piston rings, connecting rods and cam chain tensioner. Anticipating its use on dusty roads, the engine’s air intake was relocated under the seat.
Triumph decided that 94 horsepower was enough for the adventurous Tiger, and indeed, I never felt that it was lacking in power. The bike accelerated hard and made short work of passing situations, but equally important for off-road riding, it was very controllable at slow speeds. The fuelling for the 800XC was precise and allowed for subtle throttle changes to maintain traction. And since the engine is a long-stroke design, it responded in a very smooth manner. Even if you don’t see a lot of off-road action, the engine’s characteristics are equally beneficial when caught in slow-moving traffic.
A notable feature of the new engine is its high output alternator. Rated at 645 watts (claimed to be the highest output for any middleweight bike), the oil-cooled alternator is capable of simultaneously running heated grips, additional lighting and electric clothing, or whatever else you might have plugged into the bike’s auxiliary power socket.
A common characteristic of the Triumphs I’ve ridden is adept handling. Not exactly light at 215 kg (473 lb.), the 800XC was nonetheless agile and well balanced at every speed, desirable traits attributable in part to its new chassis specifically tuned for handling.
The 800XC comes fitted with Bridgestone Battlewings, a 90/90-21 in the front and a 150/70-17 in the rear, which provided decent traction on paved surfaces but was less ideal on the off-road sections of my ride. Triumph recommends Metzeler Karoo tires for the slippery stuff, but they come with a caveat that the bike should not be ridden faster than 100 km/h; above that speed, Triumph states that it can’t guarantee the bike’s handling.
The off-road section also challenged the suspension at times. While the bike is well designed for all-road use and provided good ride characteristics over bone-crunching sections of washboard, the non-adjustable fork bottomed out twice when the front wheel hit a rut at fast speeds. The 45 mm fork was designed to have more damping at the start of its stroke in order to maintain control versus a competition-style fork that uses its travel quickly.
Slowing the Tiger rapidly was easily done with the crushing power if its four-piston front calipers. Equally appreciated, especially during the long and steep downhill transition to the canyon floor from Fish Creek Hill, was the easily modulated rear brake that maintained rear-wheel control on loose surfaces. Both of the 800-sized Tigers have switchable ABS as an option; however, since my ride predated their availability, I wasn’t able to try an ABS-equipped model.
With a generous 19-litre fuel tank, the 800XC should provide good range, an important feature for an adventure rider. I paid close attention to the bike’s onboard fuel computer, and after a ride that mostly consisted of mileage-hampering low-speed crawls, hard acceleration and fast highway runs, the bike apparently averaged 6.2 L/100 km (46 mpg), not bad for what I would consider to be a worst-case scenario.
Motorcycle Mojo will spend a lot more time on both the 800 and 800XC this summer as these new and multitalented middleweights deserve a much closer look with a more accomplished off-roader in the saddle.
“
