2025 Triumph Tiger Sport 800 Review

It’s not every day that a brand-new model hits the market, but Triumph promises the Tiger Sport 800 is exactly that: a fresh concept featuring a completely new 798cc three-cylinder engine. The Hinckley-based manufacturer describes it as “a seamless blend of high-performance sportiness and exceptional touring capability,” and the mix of adventure styling with road-focused 17-inch wheels certainly suggests fresh thinking.

By Adam Child | Photography by Chippy Wood, Gareth Hartford

Despite its rugged looks, Triumph doesn’t claim off-road capability—there are no off-road modes or powertrain options. Instead, the focus is on sporty handling and all-day comfort on the road.

The 798cc inline triple delivers a claimed 113 horsepower at 10,750 rpm and 61.9 lb-ft of torque at 8500 rpm. It’s a thrilling new engine, and its tubular steel perimeter frame is also fresh, though you’ll notice similarities to the Tiger Sport 660. The bike features adjustable Showa suspension, twin 310mm discs with four-piston calipers (lifted from the Speed Twin 1200), three riding modes, and lean-sensitive traction control and ABS. As standard, you get an adjustable screen, Shift Assist quickshifter, and cruise control—solid features for a bike priced just under $12,500.

We took it for a 150-mile test ride in southern Portugal, covering a mix of conditions. So, can this new Triumph deliver on everyday practicality, touring capability, and sporty fun—all for under $12,500? Spoiler: it looks promising!

It’s all too easy to assume the new Tiger Sport 800 is a Tiger 660 with a current engine plucked from stock and shoehorned into the smaller bike’s chassis. It is, in fact, a new model and concept from Triumph with an entirely new 798cc triple, which I’m sure we will see in other models to come. The chassis is similar to the 660’s and shares the same swingarm, but the frame has been modified to accommodate a larger airbox and three separate intakes rather than the single intake of the 660. Showa suspension specific to this model gets compression and rebound damping adjusters on the front (in separate fork legs) and easy access preload and rebound adjustment on the rear. Yes, the brakes are shared with the new Speed Twin 1200, and I’m sure other cycle parts hail from other models, but the blend of a sporty 17-inch front rim, instead of the conventional 19-incher found on the 850 Sport and 900 GT Sport, and adventure styling and ergonomics gives the 800 a new and subtly sporting attitude. Where does it sit in the market? In my mind, it’s probably picking a fight with the sporty and fun KTM 890 SMT and Yamaha’s all-round Tracer 900 rather than more conventional adventure bikes like BMW’s F900GS and Ducati’s new Multistrada V2.

Southern Portugal blessed us with some bright and sometimes warm weather, the perfect conditions to give the new Tiger a thorough test. In the early morning sunlight, the new Tiger looks purposeful on those smaller rims, although the Cosmic Yellow paint will cost a little more. It’s a good-looking bike and, even if you remove the badges, clearly a Triumph.

You could argue that the TFT dash and switchgear are a little basic by 2025 standards, especially when you look across to pricier competition from Ducati and their high-tech new Multistrada V2. And are three riding modes enough these days? My view is that the 800 may lack some electronic depth and sophistication but also that Triumph might just have delivered exactly what the electronically bamboozled customers want.

With a leg thrown over the non-adjustable 32.7-inch-high seat, the view is neat and simple and, at 5’7,” I can easily get two feet securely to the ground. In pictures, the new Triumph appears to be a big bike, but in reality, you sit very much in the bike, making it easy to manage at very low speeds. Nothing is intimidating about this machine. In many ways, it’s like the 660 Tiger Sport, which also has 17-inch wheels and the same seat height and is only 15.4 pounds lighter than the 800.

You instantly feel at home. That color dash may be simple, but it comes with My Triumph Connectivity and is easy to navigate. The bars are closer than expected and not too wide. The brake-lever span is adjustable, the standard Shift Assist quickshifter works sweetly at low road speeds, and the fueling is typically precise and even, especially in the dedicated Rain and Road maps.

The roads on our test route were cold and damp in the morning, making it easy to opt for Rain mode. However, as the fueling is so smooth and the torque curve so flat, I’m unsure if it is even needed. The standard Michelin Road 5 rubber works well in poor weather, and I could only provoke the traction control by deliberately accelerating hard over white lines or slippery manhole covers. It’s simple and easy to change modes on the move, but it’s not actually clear which mode you’re in once it’s selected. A few times after a short stop or at lunch, I was unsure which mode I was in as there was no obvious indication on the dash.

In town, there is a lovely burble and rasp from the exhaust that’s complemented by an induction roar from the airbox. The bike feels up for some fun and certainly processes traffic with a smile on its face. Like the Tiger Sport 660, the 17-inch front wheel and road-biased geometry allow the bike to steer quickly and easily, and there’s none of the slightly top-heavy feel experienced on some older Tigers like the 1050 Sport.

With Faro behind us, a brief stretch of fast motorway riding revealed that the new 800 triple isn’t as revvy as the 660 unit and is noticeably more relaxed and relaxing as speeds push past 80 mph. The riding position is adventure style—upright but balanced and in the bike rather than on top of it—and the largish, manually adjustable screen was effective at diverting a wintry blast from my upper body and head. Thankfully, our test bike also had the optional heated grips fitted, which were simple to operate and kept my hands perfectly warm.

I know this is primarily a sports tourer, but I was looking forward to hitting the mountain roads of southern Portugal. Triumph makes some fine-handling bikes, and the new Tiger adds to that tradition. You could argue that it is unfair to compare it to other middleweight adventure bikes with off-road biased 19-inch front wheels, as the 17-inch front of the 800 gives it a decisive handling advantage. On twisty roads, its 472 pounds seem to disappear, making it as effortless to ride and hustle as the 660, with which it shares similar dimensions and geometry. It’s flickable and fun like its smaller sibling, but the chassis has more refinement and control.

Japanese Showa suspension controls both ends, and initially, I thought the absence of spring preload adjustment on the front might be missed, but it isn’t, at least with this relatively light and single rider on board. Despite the 800’s adventure looks, its unambiguous road focus means the suspension doesn’t need to be long travel to cope with any off-road work. With less travel than a typical 19-inch adventure machine, the chassis and suspension work well together; there’s enough weight transfer under braking to load and work the tire, but the forks don’t dive, while the rear is controlled and offers plenty of feedback, even when you start to make full use of the triple’s 113 bhp.

The torque curve is very flat, making for a linear power delivery that drives the 800 with satisfying urgency. Work that smooth quickshifter and you can enjoy a ride brisk enough to make you question why you’d ever want more power or torque—its performance is perfect for the road. Should the mood take you, it will happily rev past 10,750 rpm to the limiter at 11,500 rpm, and behave like a (comfortable) sports bike. Such is the punch of the midrange; there’s no need to rev beyond 8500 rpm, but, like all Triumph’s triples, its rasping exhaust sounds epic when you do.

In Sport mode the throttle response is a little sharper, but not overly aggressive, and you can feel the rider aids have been turned down. The traction control works as an anti-wheelie and is relatively smooth when it kicks in. In Sport, the front wheel hovers and holds over crests or, when accelerating hard in the first two gears, whereas in Road mode, wheelies are kept on a tight leash with the front tire firmly planted. The TC can only be switched off at a standstill, but once done, frees the front end to do as it will do.

Unlike some sports-tourers, ground clearance is excellent for this type of bike. Only heavier riders or those riding two up with luggage may want to add some preload to the rear. I rode reasonably hard and was impressed by the composure of the chassis at pace. This Tiger certainly has the minerals necessary to chase your (far less comfortable) mates on sports bikes.

The brakes department may lack the Brembo bling of some of the Italian competition, but the 800’s twin 310mm front discs and four-piston calipers (there’s a single 255mm disc on the rear) are more than up for the job. The radial-mounted Triumph-branded items are the same as the standard Speed Twin 1200, which I recently rode, and they worked well on the modern classic too. Cornering ABS is standard, and doesn’t change via the mode, which means when ridden aggressively, it kicks in a little early and is a tad intrusive. For normal riding, though, the safety net of cornering ABS will be a bonus.

The blend of a fantastic chassis with a 17-inch front wheel, a lively engine packed with character, and a spacious riding position made me wish the test day would never end. It’s not every day you get to have this much fun without sacrificing comfort. We only scratched the surface of the 800’s long-distance potential, but after a full day in the saddle, I had absolutely no complaints.

Even with some spirited riding, I managed 43 mpg, which isn’t far off Triumph’s claim of 50 mpg. With a 4.9-gallon tank, you’re looking at over 200 miles between fill-ups. If you add some optional luggage—same as the 660’s, right down to the mounting points—you could easily rack up some serious miles. Then, when you’re ready for a bit of fun, just ditch the panniers at the hotel and head straight for the hills. Not bad at all for under $12,500!

Verdict

You could argue that the all-new Tiger Sport 800 isn’t entirely “new,” considering it borrows brakes, wheels, swingarm, and a few other bits from Triumph’s existing models. And sure, you could also argue that it’s not truly an adventure bike since it has zero off-road chops—but honestly, I’m not bothered. It’s a brilliant all-rounder.

Versatility is its middle name. It’s as easy to manage as the Tiger 660 but feels a little more refined, making it a breeze to maneuver around town and at low speeds. Add some luggage, and it transforms into a long-haul touring machine that can keep you going for weeks. It’s efficient for your daily commute and fast enough to make sports bike riders wonder if they’re missing out. It sounds great, looks sharp, and oozes character. Plus, it’s packed with just enough tech and rider aids to keep you safe and sound on your adventures.

Sure, the dash is a bit basic, and you won’t easily see which riding mode you’re in—but beyond that, it’s tough to find any real fault with the Tiger Sport 800. And with a price tag under $12,500 when it hits showrooms, it’s an absolute steal compared to the competition.

If you ask me to name the great all-rounders of the last couple of decades, Honda’s iconic VFR800 or Kawasaki’s original Z1000SX will surely pop up. Those bikes were great at nearly everything. And now, the Tiger Sport 800 can join that list. Think of it as a modern-day, do-it-all VFR800—only lighter, better handling, and more refined than its predecessor, the Tiger Sport 1050. I’m seriously excited to log more miles on one and already daydreaming about where I’ll ride next. CN

2025 Triumph Tiger Sport 800 Specifications

 

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