Riding Triumph’s newest sport touring motorcycle
As a 6’2” rider with a 34-inch inseam, finding a motorcycle that balances sporty performance with long-distance comfort is a tall order- pun intended. The 2025 Triumph Tiger Sport 800, a middleweight sport-tourer with adventure-inspired ergonomics, promised to deliver on both fronts. After a week of riding and testing across small town streets and winding country roads, I’ve put this bike through its paces to evaluate the rider triangle, comfort, and powerplant performance.
Here’s my take.
A beautiful day on a beautiful bike.
Rider Triangle
The Tiger Sport 800’s rider triangle is a standout for taller riders like me. The upright riding position feels like a hybrid between an adventure bike and a street naked, offering a spacious view of the road and surroundings. The handlebars are set lower and more forward than I liked, however. My hands started to fall asleep until I slid forward on the seat and eased the pressure, reducing the forward lean. The footpegs are positioned low enough to avoid cramping my long legs but my knees were in an odd position against the tank. The peg-to-seat distance feels very ADV-like. At 6’2”, amazingly I never felt cramped, and the ability to shift between a sporty tuck and a relaxed upright posture was a game-changer for versatility.
The seat height is listed at 32.9 inches, which might sound daunting, but the bike’s slim midsection makes it manageable. I could easily place both feet flat on the ground at stops, thanks to the narrow stand-over width. The stock seat padding is firm but ergonomically shaped, offering adequate support for the rider- I didn’t check the pillion. This seat was comfortable during around town rides but I wouldn’t see myself doing long rides on it. For riders seeking even more customization, Triumph offers low and comfort seat options, though I found the stock setup worked for my frame.
Phil out in the rurals, getting a feel for the rider triangle.
Overall Comfort
Comfort is where the Tiger Sport 800 comes up short for long-distance riding with me. The adjustable Showa suspension (41mm separate-function forks with 150mm travel upfront and a monoshock with remote preload adjuster at the rear) strikes a balance between sporty firmness and touring plushness. On rough roads, the suspension soaked up bumps without feeling wallowy, though heavier riders or those riding two-up with luggage might need to tweak the rear preload for extra support. The manually adjustable windscreen, while requiring a firm pull to move, provided decent wind protection for my 6’2” frame, with marginal buffeting at highway speeds.
The cockpit is roomy, allowing me to shift my butt and leg positions during long rides to prevent fatigue, though highway pegs mounted on engine guards would help me. The thick seat padding and integrated grab handles make it pillion-friendly, though I didn’t test with a passenger. The standard cruise control made long stretches effortless, reducing wrist strain, and the self cancelling signals were much appreciated. The only minor gripe is the lack of standard handguards, which would add extra weather protection for taller riders whose hands are more exposed. Fuel economy, averaging 43 mpg during spirited riding (Triumph claims up to 50 mpg), paired with the 4.9-gallon tank, delivered a range of over 200 miles, perfect for extended tours without constant fuel stops.
Overall, the Tiger Sport 800’s ergonomics and comfort features make it a good (not great) fit for a taller rider. It’s spacious without feeling oversized, and the adjustable components let me dial in the ride closer to my needs.
The 798cc inline triple is absolute gold, and the slipper clutch/quickshifter combo is second to none.
Engine
The heart of the Tiger Sport 800 is its all-new 798cc liquid-cooled, fuel-injected inline-triple engine, delivering a claimed 113 hp at 10,750 rpm and 61.9 lb-ft of torque at 8,500 rpm. This engine, a significant upgrade over the Tiger Sport 660 and the outgoing Tiger 850 Sport, is a gem. Its 120-degree crank gives it a distinctive, raspy exhaust note that’s music to the ears, especially when revving past 7,000 rpm. The power delivery is linear and tractable, with 90% of torque available through the midrange, making it versatile for both low-speed city riding and high-speed canyon carving.
From a standstill, the engine pulls cleanly from just above idle, allowing me to navigate tight urban streets at 17 mph in third gear without sputtering. In Sport mode, the throttle response sharpens, and the engine comes alive above 6,000 rpm, delivering a thrilling surge that feels closer to a Street Triple 765 than a typical tourer. I could easily rev to the 11,500-rpm limiter, though the meaty midrange meant I rarely needed to push beyond 8,500 rpm for spirited road riding. In Road mode, power is doled out more smoothly, ideal for cruising, while Rain mode softens throttle response and ramps up traction control for slick conditions—a feature I appreciated during a brief shower.
Compared to competitors like the Yamaha Tracer 9, the Tiger’s triple feels more refined, with smoother fueling and less vibration. However, it lacks the low-end grunt of a parallel twin or V-twin, which might be noticeable off-road (though this bike is street-focused). The engine’s flexibility and character make it a joy even for a 6’2” rider, who values both performance and ease of use.
Editor Rob spent some seat time with the 800, and loved it.
Transmission
The six-speed gearbox, paired with a standard Triumph Shift Assist quickshifter and slip/assist clutch, is a huge highlight. Gear changes are slick and precise, whether upshifting at high revs or downshifting under braking. The quickshifter shines during aggressive riding, delivering seamless transitions that rival higher-end machines. The slip/assist clutch keeps lever effort light, a boon for my larger hands during stop-and-go traffic, and prevents rear-wheel lockup on aggressive downshifts. Neutral is easy to find, and the gear ratios are well-spaced for both low-speed control and highway cruising, with the engine spinning around 5,000 rpm at 70 mph in top gear.
The only minor critique is that the sixth gear could be slightly taller for more relaxed motorway cruising, as some reviewers have noted with the older Tiger 800-850 models. However, this didn’t detract from the overall experience, and the quickshifter’s performance made every ride engaging. The transmission’s reliability and smoothness complement the engine’s versatility, making the Tiger Sport 800 a blast on twisty roads and a comfortable companion for long hauls.
A Tiger Sport 800 in its natural habitat: wooded, winding country roads.
My Impressions
For a 6’2” rider, the 2025 Triumph Tiger Sport 800 is a fun sport-tourer. The rider triangle is spacious and adjustable, accommodating my height with ease, although all-day ride comfort is questionable for me. I enjoyed carving the bike through turns and the suspension was very forgiving. The 798cc triple engine delivers thrilling yet manageable power, with a refined character that balances low-end tractability with high-rev excitement. The slick slipper clutch and quickshifter elevate the riding experience, making every gear change a pleasure. Editor Rob spent some time with the 800 as well, and remarked, “That quickshifter and slipper clutch setup just might be the smoothest I’ve ever felt on a motorcycle.” At 5’8”, Rob also noted that, while the seat height felt a bit tall for him, he fit well on the bike and enjoyed the rider triangle.
Priced at $12,495, the Tiger Sport 800 a compelling value against rivals like the Yamaha Tracer 9, and offers a premium ride without breaking the bank. Whether you’re a tall rider like me, or of a more diminutive stature like Rob, if you’re seeking a do-it-all bike for commuting, touring, or carving corners, the Tiger Sport 800 delivers with style and substance.
Phil G.
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*Check out our video review below:
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