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Dating back to a Highside/Lowside podcast three years ago, I've argued that the classic sport-touring motorcycle is not dying out, it's just evolving. For 2025, Triumph has boosted my argument by introducing an intriguing new entry in the sport-touring class.
Consider the basics: a 113-horsepower inline-triple engine, a sub-500-pound weight, adjustable suspension, wind protection that doesn't stray into barn-door-fairing territory, 17-inch wheels in standard sport sizes, optional panniers that mount without any additional unsightly brackets, and a full array of electronic rider aids to enhance safety plus the convenience of cruise control and a quickshifter. On paper, it sounds like just the recipe that would be drawn up by those of us who see the classic sport-tourer as the most broadly capable and desirable road-going motorcycle. Looks great, on paper. Of course we don't ride motorcycles on paper, so I'll be interested to see how it actually performs.
Meanwhile, however, let's look a little closer at the Tiger Sport 800. Triumph describes the new bike as aimed at that sport-touring ideal: comfortable enough for long distances but sporty enough to enjoy the great roads at your destination.
Starting with the engine, which Triumph calls an all-new inline triple, though it pairs the same bore from the former Tiger 850 Sport with a shorter stroke. When I questioned a Triumph spokesperson about the "all-new" description, I was told the engine shares some parts with the 765 and 900 engines but is "not directly derived" from them. He also noted that the Sport 800 engine is as compact as the smaller engine in the Tiger Sport 660. Triumph claims the new triple puts out 113 horsepower and hits peak power 2,250 rpm higher than the old 850 did, but assures us the engine still maintains a broad spread of midrange torque.
That sportier, street-focused approach continues with the 17-inch tires in common sport sizes. Like its smaller sibling, the Tiger Sport 660, the new 800 abandons any pretense of adventure-bike off-road capability, though it retains the upright ergonomics.
There's a long list of things a sport-touring rider will have on the checklist, considering that the bike may be ridden for sport or for long-distance travel, one-up or two-up, perhaps loaded with luggage. The Tiger Sport 800 checks the boxes.
Adjustable suspension to accommodate those different loads and different riding styles? Check, with a Showa inverted separate function fork and a Showa shock with a remote preload adjuster. Optional waterproof and locking panniers that mount cleanly without any additional brackets? Check. Plus Triumph has a top box that will fit two helmets for those who really want to load up. Hand-adjustable windscreen? Check. Comfortable seat for rider and a passenger? Well, Triumph says check, but after looking at the Tiger Sport 800's seat in photos, I want to test it myself before I sign off on that one. Cruise control for crossing the plains and keeping your throttle hand rested for the sporty mountain roads to follow? Checkity check.
Beyond the cruise control, Triumph also fits the Sport 800 with an IMU to power cornering-sensitive ABS and traction control. Traction control can also be switched off. There are three riding modes, Sport, Road, and Rain. The combination of LCD and TFT display looks familiar to anyone who's seen a new Triumph recently and incorporates Bluetooth connectivity. And the quickshifter comes standard.
How will it stack up against the competition?
Again, we don't ride motorcycles on paper, but based on the numbers, the Tiger Sport 800 looks like a complete sport-touring package and the $12,495 price in the United States looks quite competitive. That makes it less expensive (and lighter, too) than sport-touring standards such as the Suzuki GSX-S1000GT+, the Kawasaki Ninja 1100SX, and the Moto Guzzi V100 Mandello, though the two Japanese bikes are more powerful. The Ducati Supersport 950 offers similar performance but is also more expensive and has a less integrated system for luggage.
What the Tiger Sport 800 really looks like is a deal-closer for shoppers who liked the looks of the Tiger Sport 660 but wanted a little more power and features. If you fall into that category, the 800 may exactly hit the spot. Although if, as I suspect, we find out later this year that the Tiger Sport 660 is getting an IMU, quickshifter, and cruise control for 2025, like the Trident, then the differences between the two Triumph triples will be narrower.
The Tiger Sport 800 is evidence to me that the sport-touring category is alive and still gaining the occasional new and attractive offering. If you want to cross a few state lines and be able to carve some corners without leaving pavement, you don't have to choose a gangly adventure-tourer with pseudo-knobby tires. Now we just have to wait until we can get our hands on a Tiger and see if it's as good on pavement as it is on paper.
| 2025 Triumph Tiger Sport 800 | |
|---|---|
| Price (MSRP) | $12,495 U.S.; $14,995 Canada |
| Engine | 798 cc, liquid-cooled, 12-valve, inline triple |
|
Transmission, final drive |
Six-speed, chain |
| Claimed horsepower | 113 @ 10,750 rpm |
| Claimed torque | 61.9 foot-pounds @ 8,500 rpm |
| Frame | Tubular steel perimeter |
| Front suspension | Showa separate function 41 mm inverted fork, adjustable for compression and rebound damping; 5.9 inches of travel |
| Rear suspension | Showa shock, TK adjustable for rebound damping and remote preload adjuster; 5.9 inches of travel |
| Front brake | Dual four-piston calipers, 310 mm discs with ABS |
| Rear brake | Single-piston caliper, 255 mm disc with ABS |
| Rake, trail | 23.8 degrees, 3.9 inches |
| Wheelbase | 55.98 inches |
| Seat height | 32.9 inches |
| Fuel capacity | 4.92 gallons |
| Tires | Michelin Road 5, 120/70R17 front, 180/55R17 rear |
| Claimed weight | 471.8 pounds wet |
| Available | March 2025 |
| Warranty | 24 months |
| More info | triumphmotorcycles.com |
