Triumph's new 800cc three-cylinder adventure bikes will both be called “Tiger” according to new official documents about the machines.
Although the two new machines serve distinctly different purposes, with one designed to be a road-targeted model, the other a trailie, in terms of their names the two machines will only be differentiated by two letters. The road-going model is set to simply be called the 'Tiger 800', while the off-roader is to be dubbed 'Tiger 800 XC'.
The names have been revealed in documents filed with the California Air Research Board, which has to certify the emissions of all vehicles before they're allowed to be sold in the state.
Other than the names of the bikes, the documents also show that the capacity of both versions is exactly 800cc, confirming that the engines are long-stroke versions of the firm's 675cc triple. However, the changes are significant enough for the new bikes' engines to be classed as a new “family” of motors. Although the documents don't give details like power figures, both engines are certified on a single document, with identical emissions figures, suggesting that there's no difference in the state of tune between the on and off-road versions of the bike.
Beyond the capacity and names of the bikes, the documents also reveal the weight of the two machines, albeit in an unfamiliar way. CARB uses a strange method of weight measurement, called “equivalent inertia mass”, which is intended to represent the inertia of a moving vehicle rather than its stationary kerb weight. To do so, it uses an equation to multiply the weight of rotating components like the crankshaft and wheels, since rotating masses carry more inertia than non-rotating ones. The “EIM” weight figure for both new bikes is 300kg. In terms of kerb weight, that should equate to around 200kg 'wet' – bikes like the Honda Fireblade also have an “EIM” of 300kg, so the new Tigers' actual kerb weights should be virtually identical to a Fireblade.
Although the new engine's emissions are fractionally worse than those of the firm's established Daytona 675, with hydrocarbons up from 0.29g/km to 0.37, it's CO2 levels are lower (3.1g/kg compared to 3.5g/km on the Daytona). It also manages those levels without the pulsed air injection valve used on the 675cc engine, which injects fresh air into the exhaust to persuade unburned fuel to be ignited in the exhaust rather than dumped out of the tail pipe. The lack of pulsed air injection would explain the rise in hydrocarbons, while the lower CO2 suggests the new engine burns less fuel overall than the Daytona – which in turn means it will have a significantly lower power output than the smaller engine. Expect around 100bhp compared to the Daytona's 125bhp.