Technical Review: Ben Purvis – 31st October 2023
Riding Review: Adam ‘Chad’ Child – 8th January 2024
Price: from £12,195 | Power: 106.5bhp | Weight: from 219kg | Overall BikeSocial Rating: 4 / 5
They say you don’t get something for nothing but in the case of Triumph’s 2024 Tiger 900 buyers are getting a substantial hike in performance along with subtle visual tweaks and equipment improvements for prices that are largely unchanged compared to their predecessors – and with inflation still making headlines elsewhere that seems something that’s well worth celebrating.
We’ll dig in deeper in a moment but the headline number is a power of 106.5hp, up from 93.9hp. That’s an extra 12.6hp and enough to leapfrog competitors including BMW’s new F900GS, KTM’s 890 Adventure and even Honda’s much bigger Africa Twin in the horsepower stakes, all without adding a penny to the RRP of the base GT and mid-range GT Pro versions.
For 2024 Triumph has simplified its model range, making the buying decision much more straightforward. The Tiger GT comes with a 19-inch front wheel, and is available in two variants, the GT and GT Pro, essentially a base model and a full-spec version of the same bike. For those seeking more off-road potential, there is the Tiger Rally Pro, with a 21-inch front wheel and more off-road biased suspension. The Rally is only available as a high-spec Pro version. All three models benefit from the performance improvements and share the same peak power and torque.
Pros & Cons
Remarkable power increase, achieved by optimising the 888cc triple
Classy TFT dash from Tiger 1200
Uprated comfort and safety
Styling changes aren’t instantly apparent
No longer A2 restrictable
New dash is a little slow in operation
No base Rally version only the Pro version
New 2024 Triumph Tiger 900 – Review
Is it worth the upgrade? Chad heads to Spain to find out
For 2024 Triumph’s Tiger 900 range is simplified into just three models, the GT, GT Pro and Rally Pro, and the first two retain unchanged prices despite the extra power and tech they include. That means the range still starts at £12,195 for the GT, rising to £13,895 for the GT Pro, while the Rally Pro comes in at £14,495 - £300 more than the 2023 equivalent.
Since all three versions get the same heavily revamped three-cylinder engine offering 13% more power than before, as well as a handy increase in torque, and have equipment levels that you’d have to raid the options lists to match on many rivals, the 2024 bikes have a ‘bargain’ status that their predecessors couldn’t claim.
The range is smaller, of course. The old Tiger 900 Rally (£12,795) is gone, for instance, as is the GT Low version, as Triumph focusses in on the bikes that are most popular with its customers.
Dealers are already accepting orders for the new models, with deliveries due to start at the beginning of 2024.
The ‘T-Plane’ triple of the existing Tiger 900 has been revamped for the 2024 model, gaining new pistons to give a substantially higher compression ratio. Where the old version made do with a ratio of 11.27:1, the 2024 model hikes that to 13.0:1. Throw in a new cylinder head design with larger intake ports and oval exhaust ports, higher-lift cam profiles, new intake trumpets that are 15mm longer than the old versions, and an entirely new exhaust system with a freer-flowing catalyser and redesigned silencer, and you can see how Triumph’s engineers have found those extra horses lurking within the existing 888cc capacity.
The boost is mainly at the top end, with power continuing to build strongly after 6500rpm where the previous generation engine started to level off, but there’s no sacrifice made lower down in the rev range to get that extra high-rpm performance. It’s simply that the new engine revs more freely, with peak power coming at 9500rpm compared to 8750rpm for the earlier design.
With no extra capacity on the table it would be churlish to expect a huge boost in torque, but Triumph has managed to find another 3Nm, taking the peak from 87Nm to 90Nm, and moved it lower in the rev range from 7250rpm to 6850rpm, indicating that while the overall increase is small, it’s available across a broader spread of revs.
As if to illustrate the virtuous circle that extra efficiency brings, the new engine also manages to offer a 9% reduction in fuel consumption and a similar improvement in emissions.
The character of the engine is still defined by the uneven firing interval achieved by the ‘T-Plane’ crankshaft, offering some of the traction benefits and character of a twin as well as triple smoothness. On the ‘Pro’ versions, Triumph’s up/down quickshifter is standard, allowing clutchless gearchanges without closing the throttle, and the same can be added to the GT as an extra-cost option. There are also up to six riding modes, each offering a different combination of throttle map, traction control and ABS settings. All versions have at least four modes (road, rain, sport, off-road), while the GT Pro adds a rider-adaptable setting and the Rally Pro includes both rider and ‘off-road pro’ modes.
What Triumph has done has to be welcomed. The easiest way to increase power and performance is to add cubic capacity, often at the cost of added weight and reduced fuel consumption. But Triumph has kept the Tiger's capacity at 888cc and managed to improve power and torque whilst also improving fuel economy.
Furthermore, while the new Tiger makes more peak power higher up in the rev range, it also makes more torque lower down the rev range. Along with improved fuel efficiency – a quoted range of 425km/264miles – and an even more charismatic growl from the T-Plane triple, that should add up to a full house of wins from the Hinckley engine boffins.
Bike Social rode both the GT Pro and Rally Pro on this exclusive test in Spain, and while their overall focus differs somewhat, both machines have the same quoted power and torque and come with the Shift Assist quick-shifter as standard which, incidentally, is a joy to use.
A 12.6bhp increase may not sound huge and 3Nm more peak torque might not impress your mates – but you can feel the power hike over the previous Tiger 900, which wasn’t slow by any means. Below 5,000rpm the Tiger feels friendly, easy to ride, and very much like the old bike complete with its near-faultless fuelling. But from that point upwards you start to notice the difference. It revs more freely, there’s more shove, more grunt and more punch. Keep the throttle open and it really hits its stride as the revs pass peak torque at 6,850rpm. From 7,000rpm to the redline it revs manifestly faster and harder than before, with peak power now at 9,500rpm (up from 8,750rpm).
You could argue that adding revs and more top-end power is slightly missing the point on an adventure bike, but there's nothing wrong with having an extra dollop of horses on top should you need or want it. I, for one, loved, carving up mountain roads, dancing on the smooth Shift Assist, and watching the clear full-colour TFT digital rev counter bounce between 6,000 and 10,000rpm.
Not every Tiger pilot will want to ride like this, of course, but that 13% increase in zip will make overtakes easier and safer, and for those who ride two-up fully loaded with luggage, it will be especially useful.
In performance terms, the new Tiger is essentially two bikes: the friendly, usable Tiger that's more of a domesticated moggy below 5,000rpm, and the Tiger with teeth that commands your attention above 5,000rpm, even more so above 7,000rpm. It won't actually bite, of course, because you have a raft of new rider aids working in the background should you get a little carried away, but it is a whole lot of fun to ride quickly.
Triumph provided us with a full day of off-road riding on the new Rally Pro, which allowed us to experiment with the two off-road modes, Off-Road and Off-Road Pro. Both maps have the same peak power and torque but change the rider aids accordingly. There's ABS on the front wheel only and non-lean sensitive traction control in the standard Off-Road mode (which is also installed on the GT and GT Pro), while in Off-Road Pro there are no active rider aids, not even ABS.
The throttle delivery is softer in the dedicated off-road modes, but with the full stable of 106.6bhp on tap, the new 900 can be fun and lively with the TC turned off. The dedicated off-road TC works well, smoothly reducing power and re-introducing power when it senses the rear wheel spinning faster than the front. Once attuned to it, you can trust and lean on the TC to hold a slide, which is ideal for those less experienced on the dirt.
In Off-Road Pro (with no TC), the Tiger wags its tail like a happy dog. Power slides are flatteringly effortless. There is also a Rider mode on the Rally Pro and GT pro, which allows you to create your own custom mode, for either on or off-road.
In the UK, you might not easily notice the new Tiger's improved engine performance off-road, as most of our trail riding is relatively slow and requires small throttle openings. The upgraded engine is similarly tractable as the older one at low rpm and to feel the difference you need to be higher up in the rev range on fast open trails – like we encountered in Spain, where it was brilliant. The only downside is that you can’t change riding modes on the move when the mode turns off either the ABS or TC.
It’s clear that Triumph’s focus has been on the engine and performance for the 2024 Tiger 900 as the chassis and suspension have been left alone for the new model year – carrying over the same setups used on the previous generation models.
That means the GT and GT Pro both use Marzocchi kit front and rear, with 45mm USD cartridge forks, manually adjustable for compression and rebound damping and offering 180mm of travel, and a gas shock from the same company at the back with 170mm of rear wheel movement. The GT Pro’s rear end is electronically adjustable, while the base GT has manual adjustment for preload and rebound damping.
The much more off-road-oriented Rally Pro uses Showa suspension at both ends, with a vast 240mm of front travel and 230mm at the rear. Again, there are 45mm cartridge forks with rebound and compression adjustment, allied to a gas shock with adjustable rebound and preload – all the adjustments being manual. As well as the longer-travel suspension the Rally Pro uses a 21-inch front wheel instead of the 19-inch rim of the GT models, and features wire wheels instead of cast alloys to emphasise its off-road intent, fitted with Bridgestone Battlax Adventure rubber where the road-biased GT versions use Metzeler Tourance tyres.
Mechanically, the brakes are the same as before, with cornering ABS (switchable on the Rally Pro) and Brembo Stylema front calipers on twin 320mm discs. However, the 2024 version gets more electronic brains in its system, which now automatically adds a dash of rear brake pressure when the fronts are applied to increase stability and reduce stopping distances. The new models also get an emergency deceleration warning system that flashes the rear hazard lights when you brake hard.
When it comes to weight, the base GT is the lightest variant at 219kg, the GT Pro comes in at 222kg and the Rally Pro is 228kg, all measured wet including a full tank of fuel.
Thankfully and slightly unusually Triumph gave us two long days of testing allowing us to jump between models and get a feel for the Rally Pro and GT Pro. I initially rode the Rally Pro and almost forgot about its slightly daunting tall seat and long-travel suspension.
The new, comfier seat is a quoted 860-880mm high on the Rally compared to 820-840mm on the GT Pro, which also has available a lowering kit of -20mm that means the GT can drop to 800mm – low for an adventure bike. Despite being short (172cm), I didn't find the Rally Pro unwieldy or overly tall. It’s relatively narrow, and although I had to plan where I was going to plant my feet, particularly when riding off-road, it wasn’t at all intimidating.
At 228kg, the Rally Pro is by no means light and carries its kilos possibly higher in the chassis compared to some of the competition, but remains manageable for experienced and short riders, while the turning circle at low speeds is reassuringly tight. In fact, both the Rally and GT should carve up the North Circular in rush hour.
In terms of suspension, there is a clear distinction between the Rally Pro and GT Pro. The Rally Pro has more suspension travel and while the large-diameter 21-inch front wheel slows the steering down compared to the GT Pro, the Showa units are controlled, quality items. At my weight and height, I didn’t feel the need to adjust the suspension, and the Rally took on everything I could throw at it. Despite its off-road focus, it took on mountain roads with unfussed ease and gave good feel in corners despite its Bridgestone's distant contact patches.
Unsurprisingly, though, I felt more comfortable to commit to a fast corner on the lower more road focused 19-inch front wheeled GT Pro. In comparison, the GT felt lighter, easier to flow and enjoy the great roads of southern Spain. On paper, it’s only 6kg lighter than the Rally Pro but it feels more, possibly because of that smaller-diameter front wheel. It's no sports bike, of course, but with less suspension movement and a lighter feel I could attack roads with confidence and speed. I did scrape the pegs from time to time due to the lack of ground clearance compared to the Rally Pro but a little spring pre-load, electronically adjusted on the GT Pro, soon reduced the problem.
The Brembo Stylema stoppers are carried over from the previous model and, to be frank, didn’t need upgrading given they are quality race spec brakes. The automatic adding of a touch of rear brake isn’t in any way dramatic, just a small helping nudge new riders or inexperienced riders will appreciate. For those who like their rear wheels free of ABS intervention, the standard off-road mode deactivates the ABS on the rear, leaving just conventional ABS on the front.
The dedicated Off-Road ABS (which isn't lean sensitive, of course) works well at stopping nearly 230kg on a dodgy, untrustworthy surface, especially for inexperienced riders. I was impressed by the system and enjoyed riding the trails of southern Spain with such an excellent safety net. The off-road riding was mild by some press launch standards and only those pushing the limits would fault the offroad ABS. Again, there is always the option to turn off the ABS completely on the Rally Pro.
Here’s another area where the 2024 Tiger 900 promises to be a step forward from its predecessor since both comfort and economy have been substantially improved.
In the quest for the former, Triumph has redesigned the seat to improve long-distance comfort, retaining 20mm of adjustability in all versions of the bike. Both Pro versions also have heated seats for the rider and pillion, each with their own switches. Heated grips are standard on all versions.
Also new is a damped handlebar mounting system that’s intended to reduce vibrations, and the Rally Pro’s bars have been shifted rearwards by 15mm to make it more comfortable and add better control when the rider’s standing up.
As before there’s an adjustable screen with five settings across 50mm of travel, and the new bodywork – which includes redesigned side panels – promises to shift heat away from the rider better than before.
Thanks to the engine changes that reduce fuel consumption by 9% as well as improving power by 13%, the 2024 Tiger 900 manages 60.4mpg, giving a claimed range of more than 260 miles per 20-litre tankful of petrol.
I didn’t feel Triumph had to make great steps in terms of comfort over the now old Tiger 900 but the factory has added a flatter, comfier seat which they claim is 10mm thicker (without increasing seat height). I had two full days in the saddle without any complaints and loved the roomy riding position and the way every control feels natural to operate. Yes, the screen is manually adjustable but it’s simple to operate on the move and there’s a distinctive difference between the low and upper levels.
We didn’t get a long motorway stint to test comfort at touring speeds, but on short blasts both Tigers were smooth with fewer vibrations, possibly down to the new handlebar damping or possibly because the motor has more power and therefore working less. Certainly, the new Tiger feels more refined and smoother than before, but we will have to wait for a back-to-back to test to confirm by how much.
The spec is impressive for touring, with a heated seat for both rider and pillion, cruise control, handguards, and even a centre stand on the GT Pro. Triumph even claims improved fuel economy and an impressive 425km/264miles between fill-ups. I only managed 46mpg on test, but this was a mix of on and off-road and to say I was heavy with the throttle would be an understatement. Over 50mpg even with brisk riding should be easily achievable and the claimed 60mpg well do-able at legal speeds.
The most notable equipment change when you’re astride the Tiger 900 is the new instrument panel. It’s still a 7-inch TFT display, as before, but now it’s the dash from the Tiger 1200.
It’s a better display overall, with the TFT panel optically bonded to the glass, and features a redesigned user interface that offers a much more appealing look than the old Tiger 900’s rather garish layout.
Of course, it ticks all the usual boxes when it comes to Bluetooth connectivity to control calls, music and turn-by-turn navigation, but there’s still no Apple Carplay or Android Auto built in. A USB-C port on the side of the new dash offers an easy place to plug in phones or accessories, and there’s still a USB-A power port under the seat as well as a 12V socket.
Other tech tweaks include new marker lights, with indicators that glow all the time at a dimmed level to add to the bike’s visual presence, and of course all the lighting is LED, including the auxiliary lights of the Pro models. The Pro models also get a standard tyre pressure monitoring system.
There is no denying that Triumph has delivered a premium Tiger 900 for 2024, complete with a high level of spec for the price and a classy finish. I love the looks and quality of the Rally Pro especially (in 'ash grey and intense orange’ especially). The dash on the old Tiger was a little controversial as some liked it and others didn’t, so the new 7-inch full-colour upgrade (with connectivity) is certainly a visual improvement. It's smart, very clear, simple to read and navigate – but a little slow in operation, with a slight delay when you switch on the ignition and when flicking between modes. Also, the symbol for each mode is small and the display doesn't differ between modes as it does on some of the competition.
Only a matter of weeks ago the Tiger 900 looked like it was being outpaced by its rivals, particularly when BMW unveiled the new F900GS with 105hp on tap, but the new version brings it right back into play.
Triumph hasn’t made a massive jump forward with the new Tiger 900 but has tweaked and evolved its popular adventurer to make it more flexible and fun. The 888cc triple is now a more complete engine with more top end power and more mid-range grunt it will thrive in a wider range of riding scenarios. Chassis-wise, both variants are very similar to the previous model, so too their handling, neither of which should be seen as a negative.
Its technological package takes a step up with a new 7-inch dash and connectivity. There are improved rider aids and Shift Assist as standard. But the main area of improvement is performance: a 12.6bhp increase in power makes it the most powerful bike in this segment (if still down on torque compared to the twin-cylinder competition).
There’s no arguing you get a lot of bike for your money along with a high level of finish and spec. With a more refined engine and more comfortable ride – plus cruise control, heated seats for rider and pillion and improved fuel economy – the new Tiger should be able to eat up the miles with even more nonchalance, and thankfully we now only have three models to choose from and not what seemed like 28 like before.
But has Triumph done enough to stay ahead of increasingly numerous and capable competition? Can it match the KTM and Husqvarna off-road? Is it as appealing as Ducati’s DesertX? And with a new BMW F900 GS and Honda Africa Twin around the corner, can it retain its popularity in such a tough battleground?
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6-speed, wet clutch, chain drive, standard up/down quickshifter on Pro models
Average fuel consumption
60.4mpg claimed
Tank size
20 litres
Max range to empty
265 miles
Rider aids
Cornering ABS, cornering traction control, up to six riding modes, (4 on GT, 5 on GT Pro, 6 on Rally Pro), enhanced braking system, Shift-Assist on Pro models.
Frame
Tubular steel trellis main frame. Fabricated, bolt-on aluminium rear subframe
Front suspension
Marzocchi 45mm upside down forks, 180mm travel (Rally Pro: Showa 45mm upside down forks, 240mm travel)
Front suspension adjustment
Manual rebound and compression damping adjustment
Rear suspension
Marzocchi rear suspension unit, 170mm wheel travel (Rally Pro: Showa rear suspension unit, 230mm wheel travel)
Rear suspension adjustment
Adjustable preload and rebound damping (electronic on GT Pro)
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MCIA Secured gives motorcycles a rating out of five stars (three stars for bikes of 125cc or less), based on the following being fitted to a new bike as standard:
A steering lock that meets the UNECE 62 standard
An ignition immobiliser system
A vehicle marking system
An alarm system
A vehicle tracking system with subscription
The higher the star rating, the better the security, so always ask your dealer what rating your bike has and compare it to other machines on your shortlist.
