Don't let the familiar looks deceive you: Triumph's new Tiger 900 Rally Pro is leaps and bounds better than its predecessor
In the world of middleweight adventure bikes, Triumph's Tiger 900 (and the Tiger 800 that came before it) has always been the odd man out.
A three-cylinder powerplant wedged into a road-biased frame simply doesn't make sense on paper for off-roading, yet as anyone who's ridden Triumph's genesis of all-terrain models will you, it works damn well in practice.
"As Triumph's flagship middleweight, the 900 Rally Pro should be the tip of the spear for off-roading"
The new 2024 Triumph Tiger 900 Rally Pro continues in that tradition (the lion's share of its components coming from the road-going Tiger 900 GT), while also becoming the most dirt-capable motorcycle the brand has built to date.
We put the newest Tiger to the test this month by tackling our favorite three-day off-road loop in the mountains of North Georgia.
With roughly 400 miles of scenic mountain twisties, fast flowing dirt roads, and rocky climbs and descents, we got a little bit of everything and enjoyed some top-notch camping in the process.
Below you'll find our overall impressions of the new machine as well as our take on its performance both on and off-road.
Before we dive into the nitty-gritty though, let's recap on how far the middleweight Tiger has come over the last fifteen years.
The Triumph Tiger name has been around for a very long time. In fact the first Triumph bearing the Tiger name rolled off the factory line back in 1937, although that bike was a far cry from the Tigers we know today.
In modern times, when we think "Triumph Tiger" we think of a British adventure bike, and that particular association began roughly 30 years ago.
The middleweight version of the Tiger is a much more recent addition, but here's a quick genesis to explain how we got here.
Triumph's first middleweight Tiger hit the streets in 2010, a 799cc inline-triple that came in both a road-oriented standard trim and an off-road focused "XC" trim.
The XC version set the standard for what would become Triumph's "Rally Pro" package a decade later with a larger 21" spoked front wheel, long travel suspension, beefier forks, and a taller and wider handlebar.
Triumph's first major update to their middleweight Tiger 800 saw the line expand into four distinct models, with two road-going variants (the XR and XRx) and two off-road versions (XC and XCx).
Models graced with the extra little "x" were a new "premium" offering from Triumph which featured the first electronic rider aids for the model as well as other premium touches like cruise control, adjustable windshields, and a center stand.
This generation is also notable as it saw the XC model upgraded to fully adjustable WP suspension, as well as the addition of a dedicated off-road riding mode for the premium XCx trim.
The engine itself remained largely unchanged with the exception of ride-by-wire throttle.
The third and final iteration of the Tiger 800 was arguably the most confusing to date. During this period Triumph had a whopping seven different models to choose from starting with the base model XR and topping out with a new top-spec "XCA" off-roader.
Major improvements for the third generation include the first full-color TFT dash on the top-spec XRT and XCA, the introduction of an "off-road PRO" mode for the first time, and Brembo brakes.
The introduction of the Tiger 900 in 2020 marked the first major overhaul of the middleweight ADV in its decade-long history. In short, everything was new here from the 888cc triple engine to the frame, suspension, and electronics.
Naming for the various Tigers split into three segments: the "base" Tiger 900, the touring-focused "GT," and the off-road "Rally."
Both the GT and Rally versions also came with a premium "Pro" trim, which included all the bells and whistles as well as electronic suspension for the GT and additional "hardcore" rider modes for both models (a customizable rider mode for the GT Pro and Off-road Pro for the Rally Pro).
...aaaand that gets us all caught up for the current 2024 model. Let's dive in.
This year marks the first major update to the Tiger 900 since Triumph first introduced it back in 2020. We'll dive into what makes this bike different down below, but first let's take a peek at the latest specs.
"The Tiger 900 Rally Pro we tested, alongside its updated GT sibling."
MSRP: $17,395
"The flashy new TFT screen is borrowed from the flagship Tiger 1200 range."
While the new tiger 900 Rally Pro may look nearly identical to the outgoing version, a lot has changed with the 2024 update. Pound-for-pound we'd argue the new Rally Pro is easily the best Tiger Triumph has built to date, and here's why.
"Pro: It's a damn good time in the dirt."
While the 2024 Triumph Tiger Rally Pro's displacement remains unchanged at 888cc, Triumph's updates to this engine make such an impactful change to the motorcycle that it seems the only logical place to start.
It's still the same "T-plane" crank with a 270-degree firing order, but new high-compression pistons, more aggressive cams, and a redesigned intake and exhaust have dramatically changed its character.
Peak horsepower is up by 13 ponies, which makes the updated Tiger plenty competitive for the segment at 106.6 total horses.
While some middleweight contenders do a bit better (Ducati's Desert X, for instance, tops out at 110), we found the high-revving thrill of the Tiger's three-cylinder powerplant made it the most entertaining of the bunch as far as power delivery goes.
"Rev-happy and torque-laden, this three-cylinder rips on dirt and pavement alike."
Out on the street, this translates to grin-inducing straight-line acceleration and rev-happy corner-to-corner transitions in the curves.
Low-down torque is still plentiful enough to lug the Tiger around a gear or two high if you're looking for a more relaxed cruise, but we never found ourselves wishing for more power in any scenario.
Out on the dirt the Tiger's improved punch made for a bike that was much easier to slide on command, especially with Triumph's refinements to fueling, which give a noticeably improved connection between your right hand and the rear tire.
The standard "Off-road" mode softens power delivery into a nice balance between wheel spin and traction, while "Off-road Pro" drops the reigns entirely to let you choose your own flat-track-inspired adventure.
"Off-road Pro mode transforms the Tiger into as aggressive an off-roader as you could ask for."
Speaking of rider modes, another major improvement we noted with the 2024 Tiger Rally Pro is that Triumph has really dialed in their rider aids.
Nine times out of ten we would have had no idea the traction control was working quietly in the background if it weren't for the flashing light on the dash, which is arguably the highest praise you can bestow on a modern electronics suite.
Triumph has also upgraded the Tiger's already outstanding Brembo brake system for 2024 by electronically linking the front and rear brakes.
Once again, you'll never actually feel this feature at work from the cockpit, yet stopping power was undeniably improved over the last Tiger 900 we tested.
"Adjustable Showa suspension is nothing new, but it's still absolutely dialed on any terrain."
Another major highlight we noted is the sheer quality of the Rally Pro's adjustable Showa suspension.
It's plush enough to make gravel roads feel almost billiard-smooth, yet firm enough to soak up big hits off-road and keep the bike feeling utterly planted through paved corners.
Speaking of which, while the Rally Pro is clearly an off-road-focused ADV, we'd be remiss if we didn't mention it's also shockingly good in the curves.
Despite the larger 21" front wheel and knobby tires (our test bike was fitted with Anakee Wilds), this machine simply falls into an apex with telepathic grace and holds a line just as good as its road-going GT counterparts.
It was enough to make us wonder why anyone would even bother considering the other options in the Tiger 900 lineup, although to be fair the up-spec and up-price "Rally Pro" is the only off-road-focused trim for 2024.
"Considering its size and 21" front wheel, the Tiger has no business being this agile in the twisties."
Of course that premium spec sheet comes with a few advantages of its own, especially in terms of creature comforts.
Heated grips, a heated seat (rider and passenger), cruise control, an adjustable windscreen, and a center stand are all standard equipment on the Rally Pro, which makes it a more or less flawless touring machine to boot.
"Even the passenger seat comes with adjustable heating as standard equipment."
Last but not least, we'll also point out that despite the Rally Pro's significant improvement in performance over the previous 900, Triumph hasn't added a single dollar to the asking price.
$17,000+ is still a lot of money to spend on a middleweight motorcycle, but truth be told there enough power and comfort on offer here to make the Tiger's 1200cc cousin redundant as far as we're concerned.
"Rake is still considerably steeper than anything else in the segment."
By all counts the new 2024 Triumph Tiger 900 Rally Pro is an impressive machine for pretty much anything you want to do on two wheels.
Our test included just about every type of riding there is shy of a race track (we even did a significant number of highway miles riding to and from our off-road route), and it simply shined through it all.
With that being said, there are a few places we feel Triumph could refine the Rally Pro even further. There are no red flags to report, admittedly, but here's what we'd change in the spirit of full transparency.
"Our test bike came with knobbies, but street tires are still standard issue from the factory."
First and foremost, these things ship from the factory with either Bridgestone Battlax A41 or Metzeler Tourance Next tires.
Both of these are ridiculously street-biased for a bike that claims to be a class-leading off-roader, which means owners will immediately be out several hundred additional dollars if they want to really enjoy riding in the dirt.
Adding insult to injury, Triumph is still building all versions of the Tiger 900 with a 17-inch rear wheel despite the fact that every other off-road biased middleweight (890 ADV R, Tenere 700, Tuareg 660) specs an 18-incher for a reason.
While Triumph may have its own reasons for this (on-road handling seems likely), they're already fitting completely different wheels to the Rally Pro (spokes rather than alloys), so this seems like a no-brainer.
"Fit and finish are top-notch, although the Tiger's styling remains polarizing."
Speaking of road handling, it's also worth pointing out that because the Rally-Pro shares its core chassis with the street-going Tiger 900 GT, its rake angle is significantly sharper than anything else in the segment at 24.4 degrees.
While this is likely to blame for the Rally Pro's excellent turn-in and overall flickability, it detracts somewhat from front-end stability in the dirt.
And while it feels wrong to complain about electronics on a bike that does them as well as the 900 Rally Pro, it's important to remember that this is expected to compete with KTM's 890 Adventure R, which has much more refined electronics for off-roading.
Ultimately the option to choose between the somewhat restrictive Off-road and wide-open Off-road Pro mode is sufficient for just about anyone, but the ability to dial in a wider range of rear-end slip would be nice to have at this price (which is about $1,500 more than its orange competitor).
One more jab while we're at it: we appreciate a center stand as much as the next person, especially when unexpected trailside repairs are needed, but this one makes an awful lot of noise when you're bouncing around off-road.
It wasn't annoying enough to warrant zip-tying it in place for a three-day trip, but the thought may have crossed our mind a time or two.
Got questions we have answers
While Triumph still designs and engineers all their motorcycles in the UK, the Tiger 900 Rally Pro is one of several models built at their Chonburi facility in Thailand.
Triumph claims the newly refined engine is now more fuel efficient as well, netting a claimed 45 miles per gallon. That would put range around 235 miles on a full tank.
What is the service interval for the 2024 Tiger 900 engine?
General service (oil change etc.) is now specced at 6,000 miles or once every 12 months, whichever comes first. The major valve service, on the other hand, is required once every 18,000 miles.
Triumph specs the 2024 Tiger 900 with a payload of 489 lbs. That figure includes the rider and passenger in full gear as well any accessories and/or luggage added to the motorcycle.
Small gripes aside, the only conclusion we could agree on at the end of our time with the 2024 Tiger 900 Rally Pro was that it's an outstanding adventure motorcycle in every sense of the word.
It's fully capable in the dirt, handles great in the corners, and also brings the fit, finish, and touring comforts that are typically reserved for the "premium full-size" adventure segment.
"Touring amenities like this adjustable windshield are standard equipment."
Yes, it seems like a crime to sell this bike with street tires and no, we're not exactly sure why Triumph still insists on putting a 17" wheel on the rear.
Still, tires are a relatively inexpensive upgrade in the grand scheme, and the Rally Pro's long-travel Showa suspension was more than enough to get up, over, and through every off-road obstacle we came across over our 350+ mile test loop.
The Triumph Tiger 900 Rally Pro is a little expensive for a middleweight, but considering the fact that it delivers about 90% of the flagship experience for 40% less money, the value is unmistakable here.
If you want to thoroughly enjoy those long miles on the road but still have a machine that's 100% capable of shredding off-road, the 900 Rally Pro is probably the best option out there.
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