Well, 'new' as in ‘been around for decades.’ĭerived from the old 675cc motor, the previous Tiger 800 was a long-stroke design.
The three-cylinder engine in Triumph’s new Tiger 900 combines two existing triples and uses new tech to keep it compact. By 6000rpm you are conscious of light vibes through pegs, bars and tank, but it’s a light tingle that’s not finger numbing. You don’t need to change down to make a brisk overtake, which bodes well for pillion and luggage ability too (and that’s definitely part of the adventure bike equation). Turn off the ignition and the bike reverts to base settings.Ī rapid 130-mile ride from Essaouira back to Marrakech in top gear on the GT (4750rpm equates to about 75mph) revealed a decent amount of extra punch available at the twist of the wrist. Hardcore riders can enjoy Off-road Pro, which removes all the safety nets. There are six rider modes on the Rally Pro and on our test I spent most time in Off-road, with dialled down TC and ABS.
Off road you are mainly using fractional throttle openings, and at 3750rpm the bike is producing over 40bhp, which is quite enough to get you into all sorts of bother on a muddy trail. The extra torque and low rev performance that come from the extra 100cc is useful too.Ībsolute power is a claimed 94bhp at 8750rpm, and peak torque happens at 7250rpm, but Triumph also boast an increase across the rev range. Where you’d been in second gear on a Triumph Tiger 800, the 900 pulls third. It feels more comfortable pulling a gear higher than the old bike, in any given situation. Faced with rocky climbs or nadgery wiggles the bike has a responsive, but beautifully smooth throttle action and easy power delivery.
The new engine makes a big difference to the Tiger’s trailability, too. Disadvantages? The arrangement is inherently out-of-balance, so it needs balancers to sort out the vibes. In theory this should improve its off-road ability – the longer gaps give the rear tyre more chance to find grip on loose and slimy surfaces, and it sounds different too. It feels more like a lumpy twin than a turbine triple. This allows the firing order to be managed so that two cylinders (one and three) fire close together, then there’s a gap to the third (actually the middle one). Triumph refer to the new crank as a 'T', so the pins are arranged at 180°-90°-90° intervals. So, for the first time we’ve got a Triumph triple that doesn’t feature a 120° crank layout and the evenly spaced firing intervals that go with it. The new Tiger is stuffed with clever electronics, but the single biggest change is the crankshaft – on a motorcycle you don’t get much more fundamental than that. Triumph expect to sell dramatically more of the Rally and Rally Pro than the GT – but ultimately the choice between GT or Rally, base models or Pro versions, will more likely be made by budget, intended purpose and inside leg. The mid-capacity adventure sector is crowded, but this is probably the best bike of the bunch. The biggest compliment I can pay the new bike is to say it feels like a better version of the old one. In developing a new bike from scratch there was a risk Triumph could screw it up.
COMPOSURE PRO REVIEWS FULL
Keep an eye out for the full reviews very soon, but why not refresh your memory on the bikes here: /rFtuROvaUD Tomorrow we will ride the Rally model, too. It was a misty morning Marrakech, but we're on the launch of the new Tiger 900GT. All of this results in greater low speed agility, better high-speed stability and no loss of ground clearance. So, you get more ground clearance, but a lower centre of gravity and the weight bias moves forward slightly. Twin radiators allow the engine to be moved forward, and a smaller sump allows the crankshaft to be lower in the frame. The old 800 was a great bike, but the development team started with a blank sheet. The Tiger 900 is all-new, from the front wheel to the back, and from the screen (in any of its five, easy to adjust positions) downward.
Related: Triumph Tiger 850 Sport is new entry-level model.Related: Triumph unveil Tiger Sport 660.Latest news: Triumph Tiger 900 Bond Edition unveiledīut it’s typical too, that despite all of the know-how that’s gone into the new Triumph Tiger 900 Rally Pro – the huge pile of swarf, the work of extreme heat, force and giant milling machines operating with microscopic accuracy – the thing you notice first is the white paint on the tubular trellis frame.It’s good to know that, even in the digital age of riding modes and electronic engine management, making a significant change to a bike sometimes involves reshaping big, heavy bits of steel in the pursuit of progress.
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