Time passes, things change, and machines evolve to suit the shifting needs of humankind. Which could be why there’s a notable trend among manufacturers to install 17-inch-diameter wheels, front as well as rear, in their crossover and adventure motorcycles.BMW did it with the S 1000 XR and, last year, with the M 1000 XR too. Ducati did it with the Multistrada V4 Pikes Peak and, more recently, the Multistrada V4 RS. At a stroke, the crossover concept was reshaped. There is no dirt or desert for these machines, the adventure is now strictly focused on asphalt.To be fair, BMW never dressed the XR as anything but a sport-tourer on stilts. And while this latest bike to get the 17-inch treatment, the all-new Triumph Tiger 800, is styled like a true, all-terrain Tiger, it too is built from the ground up for crunching out miles on the highway and having fun on the backroads.

This new Tiger combines adventure bike comfort, endurance, and ride quality with a dash of sportbike handling—that’s the theory, anyway. Triumph describes the 800 as “a seamless blend of high-performance sportiness and exceptional touring capability,” and its cocktail of adventure styling and road-focused 17-inch wheels and tires (120/70ZR-17 front, 180/55ZR-17 rear) certainly backs that up. Triumph makes no mention of off-road ability, and there’s no point scrolling through the riding modes looking for a Rally or Off-Road setting, because they are not offered on this bike.While the styling, steel tube perimeter frame, and those 17-inch rims are lifts from the recently released Tiger Sport 660, the 800′s 798cc DOHC inline-triple is all new, and will likely become the platform for several new Brit models to come. Free revving and bursting with usable torque, it pushes out a claimed 113 hp at 10,750 rpm—just about 30 hp more than the 888cc triple found in the Tiger 850 Sport—and 61.9 lb.-ft. of torque at 8,500 rpm. Torque is fractionally up on the older Sport’s peak. Service intervals are 4,000 miles longer than the older unit at 10,000 miles.

There’s adjustable Showa suspension with compression and rebound damping adjusters on the front (in separate fork legs) and easy-access preload and rebound adjustment on the rear, with 150mm/5.9 inches of travel at both ends. A pair of 310mm discs and four-piston calipers do the stopping upfront, and a 255mm disc with a single-piston caliper slows the rear. There are three riding modes (Sport, Road, and Rain) and lean-sensitive traction control and ABS. An adjustable screen, a Shift Assist quickshifter and cruise control come as standard, which isn’t bad for a bike priced at a seriously competitive $12,495.On-Road AdventureThe introduction of a 17-inch front rim instead of the conventional 19-inch front found on the 850 Sport and 900 GT, gives the 800 a new and subtly sporting attitude. The older 850′s friendly vibe is still present but there’s also more purpose. I would instinctively position it between the likes of KTM’s hooligan 890 SMT and Yamaha’s all-round Tracer 900 rather than conventional adventure bikes like BMW’s F 900 GS and Ducati’s new Multistrada V2.

In the early morning Portuguese sunlight, the Tiger Sport 800 oozed quality and finish. Once settled into the nonadjustable 32.9-inch-high seat, the view was neat and simple. The riding position is adventure style: upright but balanced; you sit in the bike rather than on top of it. A 5-inch TFT color dash comes with My Triumph Connectivity and is easy to navigate. The bars are closer than expected and, as a nod to that new road focus, not especially wide. Brake lever span is adjustable, the standard Shift Assist quickshifter works sweetly at low road speeds, and the fueling is precise, especially in Rain and Road modes.Crucially for me and my fellow shorties: At just 5-foot-7, I could easily get two feet securely to the ground. In pictures, the 800 appears to be a big bike but it sits its pilot low in the bike, making it easy to manage at very low speeds. There’s nothing intimidating, too tall, or overly complicated here. That dash and switch gear may be a little basic compared to, say, the high-tech Multistrada V2, and there are only three riding modes to play with—but that will suit some folks just fine.

Roads on our test route were damp in the morning session, making Rain the mode of choice. However, the fueling is so smooth and the torque curve so helpfully flat in Road mode, the wet setting simply isn’t really needed. The OE Michelin Road 5 tires combined with light steering and a sweetly balanced chassis gives all the traction and feel necessary for an enjoyable ride. I could only provoke the traction control by deliberately accelerating over white lines or slippery manhole covers. It’s a doddle to change modes on the move too, though the dash’s one major failing is that it’s not clear which mode you’re in once it’s selected.HandlingLike the Tiger Sport 660, the 800′s 17-inch front wheel, wider road rubber, and road-biased geometry bring light, accurate steering, and there’s none of the slightly top-heavy feel experienced on some older Tigers like the 1050 Sport. On twisty roads, the 800′s claimed 471 pounds seem to disappear, making it as effortless to point at an apex and generally hustle through a set of esses.

It’s as flickable and fun as its smaller 660 stablemate, but the chassis has more refinement and control. With less suspension travel (150mm/5.9 inches) than a typical 19-inch adventure machine, there’s enough weight transfer under braking to load and work the tire, without excessive dive. Ground clearance is excellent for this type of bike too, and only heavier riders or those riding two-up with luggage may want to add some spring preload to the rear shock.Engine CharacterWe all know Triumph triples can sound great, and there is a delightful grumble and mutter from the exhaust as the 800 moves through traffic. As the revs rise it becomes an even angrier rasp that blends with an induction roar and urges you to press on.

The new 12-valve triple blends an appetite for revs with a flat torque curve, making for a smooth, linear power delivery that drives the 800 with real urgency. It will happily rev past 10,750 rpm to the limiter at 11,500 rpm if you’re riding hot with the sportbike brigade, but such is the punch of the midrange, there’s no real need but rev beyond 8,500 rpm (apart from enjoying an earful of that rasping exhaust).In Sport mode the throttle response is sharper, but not aggressive, while the rider aids take more of a back seat. The traction control works as an anti-wheelie and is relatively smooth when it kicks in. The front wheel will hover over crests or when accelerating hard in the first two gears. TC can only be switched off at a standstill.BrakesThe brakes may lack the Brembo bling of some of the Italian competition but are more than capable. The radial-mounted Triumph-branded calipers are the same as those on the base-model Speed Twin 1200, which I recently rode, and they work well on that modern classic too. The cornering ABS chimes in a little early under heavy brakes, but during normal riding, it’s an unobtrusive bonus.

Comfort at SpeedA brief stretch of fast motorway riding revealed that the new 800 triple is noticeably more relaxed and relaxing than the Tiger Sport 660, and the largish, manually adjustable screen is effective at diverting a wintry blast from the upper body and head. Our testbike also had optional heated grips fitted, which are simple to operate and kept hands perfectly warm.The combination of an excellent chassis with that 17-inch front wheel and 17-inch road tires, a flexible engine full of character, and a roomy riding position meant I didn’t want the test day to end. It’s not often you can have so much sporty fun in such comfort. We only got a taste of the 800′s long-distance ability, but after a full day in the saddle there are no complaints.Despite some spirited riding the Tiger managed 43 mpg, which is not far from Triumph’s claim of 50 mpg. With a 4.9-gallon tank, over 200 miles should be possible between fill-ups. Install some of the optional luggage, which incidentally is the same as the 660′s, even down to its mounting points, and you could easily kick out some big miles. Then leave the panniers in the hotel and head to the hills for some fun.Does Triumph’s Tiger Sport 800 Deliver?The Tiger Sport 800 may look like an adventure bike, but if it’s the wilderness you crave, look elsewhere.This is a road bike, one that’s as versatile and easy to ride as the Tiger 660. Attach some luggage and we predict it will tour as efficiently as it will commute. Come the weekend, it will deliver a satisfyingly sporty ride. It sounds good, looks classy, and has heaps of triple character. It also comes with just enough gadgets and rider aids to keep you safe. Priced at under $12,500, it looks set to win many fans.

2025 Triumph Tiger Sport 800 Specs