2020 Triumph Tiger 900 GT Pro Review

The Triumph Tiger 900 could easily have come to life as just an updated version of the outgoing Tiger 800, but the British manufacturer wasn’t prepared to rest on its laurels.

With competition in the middleweight adventure category exploding in recent years, Triumph wanted to ensure its own mid-capacity offering wasn’t overlooked. The result is an all new bike with very little carry over from the Tiger 800.

The Hinckley outfit has gone all out to build a lighter, faster and more capable machine. But instead of going all in on just one or two models, it has hedged its bets with four Tiger 900 variants. There is also a fifth version – a stock standard model – but it appears we won’t get that in Australia.

The Tiger 900 GT ($20,950 ride away) and Tiger 900 Rally ($21,990 ride away) act as entry points into the range, with the Tiger 900 GT Pro ($24,150 ride away) and Tiger 900 Rally Pro ($24,750 ride away) each adding a bunch of extra fruit as standard.

It goes without saying, but the GT and GT Pro offer more road bias, while the Rally and Rally Pro are designed with off-road use in mind.

Related Reading:
New Triumph Tiger 900 range
2018 Triumph Tiger 800 XRT and XCA review
Triumph partners with James Bond

Historically speaking

Firstly, a bit of history. The Tiger moniker first appeared in 1936, with Triumph entering the dedicated trials machines in the International Six Day Trial. The Tiger brand was utilised in varying degrees in the years that followed.

Ironically, the first Tiger to roll out of the Hinckley factory was the Tiger 900 in 1993. Various other Tiger models did the rounds until 2010, when the barn-storming Tiger 800 was introduced.

The Tiger 800 was a dual-sport bike for modern times, and played right into the growing popularity of adventure motorcycling (thanks Ewan and Charley). It came in both an XR (road) and XC (off-road) trim, with its 799cc inline-triple engine playing the centrepiece.

Make no mistake, the Triumph Tiger 800 was a great bike, but with the dual sport world currently moving at light-speed, the Hinckley boffins laid out a blank canvas for their next move. And they came up with a pretty damn good result.

Complete overhaul

Triumph’s new Tiger 900 maintains the classic Tiger DNA, but transplants it into a new package that is sure to please the most hardened dual-sport riders. The most obvious change is the engine, which has been completely overhauled with new components and a larger capacity (888cc).

Of particular note is the crankshaft layout which Triumph calls T-Plane. The unique layout features a 1-3-2 firing order with the pins arranged at 180, 270 and 270-degrees respectively. The aim was to improve the sound and character of the engine, as well as providing improved tractability at low RPM and refined feel both on the tarmac and the dirt.

Power is up across the board with 10% more peak torque (87Nm at 8500rpm) and more power across the rev range (though peak power remains at 70kW). And while power is up, weight is down, with the Tiger 900 weighing up to 5kg lighter than the Tiger 800.

Chassis talk 

This is thanks in part to a lighter power train, but mostly because of the brand-spanking lightweight modular frame. The bolt-on aluminium subframe and forged aluminium pillion hangers certainly help shed the kilos.

The GT and Rally models run very different suspension setups. The GT and GT Pro run Marzocchi gear, while the Rally and Rally Pro utilise more off-road focused Showa suspension. The Showa equipment has 240mm front and 230mm rear travel, a significant increase from the 180mm/170mm front and rear on the GT models. The GT Pro includes electronically adjustable rear suspension – something the other models don’t have.

Electronic disco

Speaking of electronics, the new Tiger 900 is definitely not short of techno wizardry. A crystal-clear, full colour, 7-inch TFT dash sits at the forefront and contains an in-depth infotainment system. Just about every aspect of the bike can be tinkered with via the TFT screen including cornering ABS, traction control, and up to five different ride-modes. There is a seemingly endless amount of information and adjustment on offer through the brilliant, easy-to-read screen.

Chuck in cruise control, USB and 12v sockets, and brilliant LED lighting, and you’ve got a pretty well-equipped machine. But if you choose one of the ‘Pro’ models, you’ll be swamped with even more goodies, like heated grips, a heated seat (the pillion seat is heated too), a quick-shift and the My Triumph connectivity module as standard. And unique to the GT Pro version is the electronic suspension mentioned above, and tyre pressure monitoring.

There is no doubt that the new Tiger 900 is jam-packed with enticing features, but if it doesn’t live up to the high expectations of the Tiger 800 army on the road or trail, then Triumph has just wasted its time. Fortunately, Triumph hasn’t wasted their time. Not one bit.

Time to ride

Holy moly! That engine is something else. The triple-cylinder 888cc powerplant behaves more like a twin than a triple, but it really is its own beast. Even in Rain mode, the bike will still give you a big shot of adrenaline, but switch it to Sport mode, and you’ll be in for laugh-out loud, maniacal kind of fun.

It is the meaty mid-range that will give you the most thrills. You can pretty much leave the bike in any gear and have power ready, and at your service. The engine is lively and full of character, and it sounds great too. It’s also very rideable. Despite the torquey nature of the bike, the smooth throttle response means the bike won’t rip your arms off.

On test here is the GT Pro version (we’re yet to ride the Rally or Rally Pro), which is the most road orientated of the bunch. Suspension aside, the differences aren’t massive, but Triumph hasn’t really blurred the lines – the GT models are for the road, and the Rally models are for the dirt. For off-road capability, the Rally Pro gets spoked rims, a larger 21-inch front wheel and an ‘Off-Road Pro’ ride mode.

Comfy ride

The GT Pro’s 19 and 17-inch cast alloy wheels, road-focused ride position and electronically adjustable rear shock all make for a great experience on the tarmac. The bike could easily fit into the ‘adventure sport’ category.

The Tiger 900 GT Pro is supremely comfortable. The ride-position is perfect for tarmac use, although I did find the handlebars to be a little high and far away. In a sense, the bike feels a little too stretched out. Or maybe I just have short arms.

A low seat height keeps you low to the ground which, once again, is great for tarmac use. You can go even lower with the ‘GT low’ option, which drops 50mm of the seat height. Seat height is adjustable anyway, with 810-830mm options on the GT Pro.

Move like a tiger

Weighing in at 198kg dry, the Tiger 900 GT Pro weighs less than its appearance would have you believe. It looks like a heavy bike, but it definitely doesn’t feel like it while riding – it’s agile and easy to manoeuvre through any twists and turns. The sub-200kg dry weight leaves it very-well placed against most of its competition.

The electronically-adjustable rear suspension can be changed on the fly via the TFT dash, with a range of settings from ‘Comfort’ through to ‘Sport’. The standard setting is just fine, with the bike tackling smooth and rough roads with ease, but depending on the terrain, switching to a softer or stiffer setting makes a world of difference.

You’ll have a blast on twisty roads with the Tiger 900 GT Pro, because it handles great. As mentioned above, it is very agile. It still feels more adventure than sport, so knee-scraping riding is probably better left to other machines, but you can still push the Tiger pretty hard. It is very well balanced and always feels planted through the corners.

Switch it up

As mentioned above, the TFT dash is brilliant with plenty of options for adjustment. Everything is controlled by a left-hand side switch block. Unfortunately, the switch block is a touch crowded (especially with buttons for the heated grips and heated seat) and the main directional switch is a little finicky. Despite these little issues, the system is overall pretty easy to use. Navigating the menus is a little tricky on the fly, because there is so many of them, but you’ll get used to that.

One thing that bamboozles me is why so many manufacturers think it’s a good idea to place the horn in close proximity to other frequently used buttons. The amount of accidental beeps I’ve given unsuspecting pedestrians and road-users is embarrassing. Triumph has committed the same sin with the Tiger 900 – the multi-directional menu button is right next to the horn. Seriously, just put the horn somewhere out of the way! Is it really that hard?

Faultless package

Horn issues aside, I really cannot fault the Tiger 900 GT Pro. Just to be clear, the GT Pro is not designed for the dirt. If you plan on spending significant time on the dirt, get the Rally or Rally Pro. But leisurely cruises along simple gravel roads won’t do it any harm. And on the road, the GT Pro is exceptional. As a long-distance tourer, you won’t get much better.

The $24,150 ride away price tag for the GT Pro won’t suit everyone, but when you consider the amount of gear you get with it as standard, it is a little easier to justify. Other bikes in this segment can be similarly priced and offer nowhere near as much standard equipment.

The verdict

Dedicated dual-sport riders will gush about the KTM’s, BMW’s and Yamaha’s of the world but, with the Tiger 900 range, Triumph definitely deserves its place in that group. It has managed to produce a very capable and versatile machine, which betters its predecessor in every aspect.

The Triumph Tiger 900 is torquey, agile, comfortable, and full of creature-comforts that will make you long-distance rides a walk in the park. Pick your poison (road or dirt) and then choose a Tiger 900 model to suit. You won’t regret it.

Specs: 2020 Triumph Tiger 900 GT Pro

ENGINE
Type: Liquid-cooled, 12-valve, DOHC, in-line 3-cylinder
Capacity: 888cc
Bore x stroke: 78mm x 61.9mm
Compression ratio: 11.27:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power:93.9hp (70kW) at 8750rpm
Claimed maximum torque: 87Nm at 7250rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Tubular steel frame, bolt-on subframe
Front suspension: Marzocchi 45mm USD fork, manual rebound and compression damping adjustment, 180mm travel
Rear suspension: Marzocchi rear suspension unit, electronically adjustable preload and rebound damping, 170mm travel
Front brakes: Twin 320mm floating discs, Brembo Stylema 4-piston caliper, optimised cornering ABS
Rear brake: Single 255mm disc, Brembo single piston sliding caliper, optimised cornering ABS
Tyres: 100/90-19 front, 150/70R17 rear

DIMENSIONS AND CAPACITIES
Claimed dry weight: 198kg
Seat height: 810-830mm
Wheelbase: 1556mm
Fuel capacity: 20 litres

OTHER STUFF
Price: $24,150 ride away
Colours: Pure White, Sapphire Black, and Korosi Red
Bike supplied by: Triumph Motorcycles Australia
Warranty: 24 months/unlimited km