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Discussion in 'British Beasts: Triumph Tigers' started by ScrambDaddy, Jul 12, 2010.
AFAIK, the first model year for the F800GS was 2008 (Europe only). I agree with you, USA did not get it until the 2009 model.
I rind the Triumph triple motor is way less buzzy than the 4 cylinder bikes I have ridden.
I wonder if there is a numerical way to measure and quantify the smoothness of a motor?
If you have the money and the desire there's always a way, it's called vibration analysis.
Odd that you say that, as an inline triple only requires one counterbalancer shaft to cancel its vibrations while an inline four requires two counterbalancer shafts. But anyhow.
Check the book called Bodies in Motion: Evolution and Experience in Motorcycling.
The author, Steven Thompson, analyses among other things, motorcycle vibrations at the pegs, handlebars and seat. Check the link for samples of what he wrote about this, especially pages 116 and 117.
Triples require less balance shafts as they are always naturally smoother than fours, this is why most small diesel engines are now triples as they are even more prone to vibration than petrol engines.
It really depends on the throw of the crankshaft. A triple has 2 pistons going up and down, offset with a piston on a different throw. The single piston acts partly as a counter weight. To be honest I never owned a 4 banger, but thinking about it, it is probably 2 and 2, so you may be right for an inline motor. That could be offset with counter balancers and heavier flywheels, but not likely to happen in the type of bike you find them in.
It was a blanket statement, I should have know better. There are all types of variations. Bmw is on a 360 crank, meaning they rise and fall together, firing alternately. A few twins like the later TDM's and new 1200's use a 270 degree crank so the firing is different as is the need for a different type of counter balance. The vertical twins are the hardest to balance. Some old twins put the pistons on different planes but that gave side to side vibrations. V twins are different yet, depending whether they are 45-90 degrees between cylinders or some other variation. Even those can tweeked with variation of the crank throws, like Honda.
I didn't mean to turn this into some technical discourse.
I think Triumph has a winner here that will fit 90% of the riders. It is surprising what you can do with a UJM with some knobbies on it. I rode my 92 TDM all over the central Sierra FS roads, the sand around Mammoth, up Silver Canyon and the Loop between Silverton and Lake City. I bought the BMW because I could not ride it as fast and I was going around obstacles my buddy on a KTM just rode over.
I stand by the fact (if you call it that) an expert could do the same with an F800 over the Triumph.
You might be surprised how well a triple hooks up.
I believe the MCN (US) wet weight for the F800GS (490 lbs). You make a very good point about fuel location. Lower is better ... and this could be key to handling and possibly feedback. Also, like all triples, even the 800 is a rather tall motor.
I agree that a Apples for Apples off road test is called for ... with both bikes running knobby tires.
BMW have lots of problems now. Turmoil within the German work force (guest worker program), inconsistent quality of out sourced parts, problems transitioning production to China and on going Quality Assurance issues that have been going on for a decade.
David Robb and the new CEO say they are committed to improving ... but the problems around the F800's are not all that reassuring at this point.
Funny how magazine reviews never, ever talk about long term owner experience or reliability ... and nowadays no one tracks dealer visits or breakdowns. (MIC used to do this) BMW consistently get STELLAR reviews in the press, including the new six cylinder touring bike and new F800ST standard bike. A+ A+ A+ all the way around.
Now why is that?
Steve Thompson should know! ... or if he didn't before, he does now!
Remember, he was on the Buell team!
Kevin Cameron has done a few columns about vibration and the perfect motor. The Triple is it ... and a six is good too!
Actually an inline six is it, as far as the perfect naturally balanced engine. A triple is halfway there.
Just saw this in the regional section if anyone's looking in PA, Eurosports has a black XC and a White demo to be put together yet.
Call Bobby Brown, Sales Manager (used to work at Scott Powersports) 610-282-9300
Tell him Christian Donovan (RXV550, KTM525, KTM300, KTM 950 SE, BLACK F350) sent you
Perhaps because BMWs are great bikes? Some of the bikes have flaws, but still, they are great bikes. Have great re-sale value too, which compensates very well for the initial investment.
The Tiger 800s have been getting stellar reviews as well. As well as the Street and Speed Triples.
Now, the Vstroms...
I have owned a few bikes SV650S and Vstrom 1K, both 90 deg twins. 2 four banger - 2K1 Bandit 600 and 2K1Yamaha FZ1. And 2 triple - 2K6 Sprint 1050 and 2011 Tiger 800XC.
AFAIK - 90 deg L-twins are naturally balanced sans counter balancers and on same crank pin. As are inline 4s with cylinders 1 and 4 rise and falling together, 2 and 3 are on crank pins 180 from 1 and 4. The new Yamaha R1 has cross plane crank config - totally different from conventional IL4s but thats getting off topic.
Of all my motorcycles, the Triumph triple are the smoothest thru the entire rev range. The 4s, though naturally balanced seem to have vibrations that move from feet to seat to bars at various revs - strange.
I rode both F800GS and Tiger, the engine buzz at my highway cruising speed was annoying - Tiger wins!
Maybe you've never attended ... or heard about a BMW press intro ?
I'll put the long term service records of Vstroms against any BMW anytime.
Not really close.
Just an opinion on the Caribou side case set up. Tough, well built and functional. I had a set on my '05 DL 1000, and they served me well.
Just thought I'd chime in for you guys considering Caribou cases for your new 800's. They worked very well for me. I've run them across the US and back, packing heavy, camping and running all manner of roads and weather. Never crashed them, but I believe they would have held up well, if I had. Caribou's mounting frame setup is quite robust. Good stuff, IMHO.
(Exclusive spy photos!)
The hubby and I were lucky enough to have our Tigers used for the prototype Jesse luggage system. We've been riding our bikes to work this week, with bags mostly empty. Can't even tell they are there once you are riding. It's a bit of an adaption for me getting on and off the bike with luggage. This will be my first bike with hard bags. We have a pavement/dirt camping trip planned, and we will post an update on how everything works out.
For those familiar with the Jesse luggage, you know how well it is made and how slick everything works. 5" adjustment travel (forward/back) to get the weight balanced right where you need it. Plus a bit of tilt adjustment as well. Matching locks. Top loading!
These are the 10" Odyssey bags.
Overall width on the Tiger is about 37". You can bring them in another inch closer if you have an aftermarket pipe. (Stock pipe on ours)
And a very cool touch on the mounting bracket:
The mounting brackets are painted prototypes, so I'm sure the final powdercoated versions will be awesome! Plus, it looks like you could flop over a set of soft bags and tie them to the mounting brackets pretty easily.
I don't know the what the going production price will be for the bags and brackets, but I believe Al Jesse said he would be ready for orders in early June. http://www.jesseluggage.com/
Oh, and he's also going to be making a top plate system for the rear rack, and probably a couple other nifty things for the new Tiger as well!
Looking good Lori...congrats!!!!!!!
Wow! Congrats to Al Jesse! Those fit the Tiger better than the OEM boxes!
Best I've seen yet for the Tiger.
I'd be interested in the weight of the empty box and the racks. You guys are lucky to live close to the man! His work looks better than ever.
Big Thumps Up!!
Funny thing is, V-Stroms (and KLRs) return a higher percentage of their initial price at resale than BMWs or Triumphs. High resale value of BMWs is a myth, IMHO. Depreciation is driven by model change and obsolescence and BMW has been among the most aggressive at introducing new technology and revising models frequently.