What to look out for...

Owners and mechanics highlight the weak spots

1 ENGINE

These engines are tough but there’s some mechanical rustling and clicking. Noise from the left side of the engine sounds like a failing camchain tensioner, but it’s more likely to be a slappy balancer shaft. You need to keep an eye on the oil level, especially if used for short journeys, and even more so if not allowed to warm up properly. If you’re looking at a used bike, try to see it started from cold - a brief puff of smoke is normal, but a lot may mean either that it’s been run in too carefully (which doesn’t allow the piston rings to seal properly to the bores) or habitually thrashed from cold (which tends to accelerate bore and valve stem wear).

2 RECALLS

Some 2010-2011 bikes had a glitch in the engine management which could lead to the engine stalling when the rider throttled off. All affected bikes should have had a software reflash by now. On early bikes with the optional centre stand, the spring could fail, causing the stand to drag on the floor. The 800s were also affected by a bad batch of indicator stems. Any bad ones should have been replaced under warranty. Some 2014 bikes had dodgy ECUS, which could lead to poor running or a refusal to start. All should have been sorted by now but it’s easy to check via Triumph’s website.

3 SUSPENSION

The non-adjustable suspension on the XR is OK, but will benefit from a rebuild and revalve and a spring upgrade, especially if you’re going to ride two-up. The adjustable WP kit on the XC is much better, but not without its problems. The fork seals are prone to leaking. Cleaning them out with a suitable tool often cures the problem in the short term, but many owners recommend fitting Kriega neoprene fork seal covers, which keep the worst of the crud away from the vulnerable seal. Minor clunks in the rear suspension linkages are common (stripping and re-greasing can help), as are minor clicks from the front forks. However some owners have had serious clunks from front forks, and have had to fight to get dealers to accept warranty claims.

4 ELECTRICS

Mostly trouble-free aside from some reports of throttle position sensor failure (poor running, won’t idle), and problems with the stepper motor that controls the idle speed (similar symptoms). A few older bikes are suffering corroded wiring looms and odd component failures (reg/rect units, starter solenoids etc).

One odd problem which mostly seems to affect high mileage/all weather riders is a drain hole becoming blocked in a plastic tray underneath the battery box and starter solenoid area. It fills with gunge, then any water that gets in can’t get out, so can short out the starter solenoid and corrode connectors.

Triumph-approved alarm systems on

“The high-level pipe means panniers have to be asymmetrical”

earlier bikes are prone to interference from mobile phone masts and can shut the whole bike down. If you have the original blanking plug for the loom connector, you can re-fit it to get you home. There have also been cases where the receiver in the ignition switch stops talking to the chip in the key, requiring factory intervention.

Early bikes can have their maps and settings tweaked, and diagnostics carried out, using aftermarket software. But 2015-on models are completely different and you risk invalidating your warranty by attempting to do anything more than basic diagnostics.

5 LOWERING

It’s easy to lower a Tiger 800 revised dog bones for the rear suspension are about £25, quick and easy to fit, and available to give a 25mm or 35mm drop. It’s also easy to drop the yokes over the front forks slightly on XC versions to preserve the bike’s balance. On XR models there’s less leeway for lowering the front, so you can end up compromising the handling, especially at low speed and in the wet. It’s also worth noting that of the two official Low models, the Xcx-based version keeps its useful overall carrying capacity of well over 200kg. The Xrx-based version, though, sees its payload drop to miserly 140kg, which pretty much rules out serious two-up use for most people.

6 LUGGAGE

The high pipe means you must put up with reduced pannier volume on the right, or with the pannier sticking out a mile. Triumph’s own Adventure panniers stick out wider than the handlebars, making filtering difficult. The basic plastic panniers are probably the best compromise.

Some owners had problems with stability when riding with very large top boxes and/or heavy loads. Best advice is to wind up the rear preload and to keep as much of the weight as possible in panniers rather than topbox.

7 MODIFICATIONS

Most mods are to make the bike more practical for touring: chain oiler, heated grips, GPS mounts etc. Madstad and MRA Vario seem to be the most popular screens. Triumph’s own luggage is well priced, and some parts (eg individual pannier lids) can be replaced if damaged. Some owners recommend going up a tooth on the front sprocket for more relaxed cruising.