For 2024 Triumph has announced some key updates to the popular Tiger 900 range first launched in 2020, namely new internals to the triple motor which boosts torque & power output whilst somehow simultaneously making it more efficient, updates to the tech with the 7” TFT screen from the Tiger 1200, and some customary style tweaks. Just how adept is this updated Tiger 900 as a do-it-all adventurer, and how do you pick between the three models?

We were invited to Malaga, Spain, for the Global launch with a visit to the Triumph Adventure Experience and two full days of riding – what a dream. Day 1 was the road ride, allowing us to see what this versatile machine has to offer when the adventuring takes place on some equally stunning roads. Day 2 would be purely off-road, allowing us to explore the fantastic scenery that the Costa Del Sol offers on frankly incredible roads, all led by top riders from Triumph.

During our Day 2 ride, we also had a personal demonstration by Spanish enduro rider Iván Cervantes, who coincidentally also holds the world record for the greatest distance covered on a motorcycle in 24 hours - 4,012.53 km (2,493.28 mi) on a Tiger 1200 in 2023. A truly stunning display of what the Rally Pro can do in the right hands!

But, before we dive into how I got on, let’s take a closer look at what is new for the Triumph Tiger 900 for 2024.

Good

• Engine character is great for all riding.
• Pro models are very well specced.
• Rally Pro in particular is superb off-road.

Bad

• Rider aids are on the edge of a tad too intrusive.
• Price is creeping up, Rally Pro not far off the Ducati DesertX
• Tall and heavy, short riders beware.

Having ridden the previous generation of Triumph Tiger 900 quite extensively, personally, I can’t quite say that there were any glaring tweaks that needed to be made. But, for 2024, Triumph has revised a number of details to refine what was already a competent machine in three guises – these really are upgrades across the board.

More Tiger Performance

First, and typically the most note-worthy update for many riders, is tweaks to the engine. It’s a major update for 2024, with the engine components almost entirely revised, in the T-Plane 888cc triple that is shared across all three models, resulting in peak performance enhancements to 108 PS / 106.5 BHP at 9500 rpm, and 90 Nm of torque at 6850 rpm.

Those tweaks are namely accredited to the pistons, cylinder head, inlet and exhaust camshafts, and intake trumpets, plus a new exhaust system. Specifics to the engine updates include an increased compression ratio (now 13:1), larger inlet ports and optimsed exhaust ports with higher camshaft lift, cylinder head, inlet and exhaust camshafts, with 15mm longer trumpets. The exhaust header is revised to be lighter, more free-flowing, and now with a single catalyst. The silencer is also revised with a much raspier engine note – it sounds glorious (there’s also now an Akrapovic accessory end can option to boost power and style!).

With 13% more power, and 3 Nm more toque than previous, the Tiger has more bite on paper than before, and though the number don’t sound like much on face value, the punchy motor has more force behind it, and performs exceptionally on the road – also improved is the power delivery lower in the rev range (more on that later), along with 9% improved fuel economy and 9% lower emissions.

More Comfort, More Practicality

There is a new optically-bonded 7” TFT display from the Tiger 1200 is also brought over, with MyTriumph Bluetooth connectivity standard on the three Tigers – plus a handy USB-C charger up front, and USB-A charger under the seat, with auxiliary 12v socket standard on all three.

You’ll also find a new seat, now  flatter and roomier with 20mm of adjustment on all three models – plus accessory options to make it even lower/taller, and the Pro models getting heated seats as standard. In other comfort updates, a new damped handlebar mounting system features – with the Rally Pro bars 15mm closer to you. Surprisingly that made a huge difference to how the bike ergonomics felt - along with the raised seat height and bigger front wheel.

Safety features are added, including ‘marker lights’ which keeps the front indicators on for increased visibility, and on rapid deceleration & braking the hazard lights will briefly flash.

Valve clearance interval is now 18,000 miles, with the regular service interval at 6,000 miles (or per year). Initial warranty is 24 months from new, with the option to pay for a further 12/24 months of coverage.

Finally, as expected for every update, there are styling tweaks with new bodywork and paint options for 2024 – all models receive hand guards, the Rally Pro also getting factory-fit sump guard and engine bars (accessories options for the other models alongside the accessory fuel tank bars).

There are three distinct Tiger 900s to pick from for 2024, with three varying price points and trim levels, with all models due to arrive in UK dealerships at the start of 2024.

Pricing and colour options are as follows:

Triumph Tiger 900 GT - £12,195 – available in: Snowdonia White with Sapphire Black (base colour), Carnival Red with Sapphire Black (extra cost), Graphite with Sapphire Black (extra cost).

Triumph Tiger 900 GT Pro - £13,895 – available in: Snowdonia White with Sapphire Black (base colour), Carnival Red with Sapphire Black (as ridden) (extra cost), Graphite with Sapphire Black (extra cost).

Triumph Tiger 900 Rally Pro - £14,495 – available in: Carbon Black with Sapphire Black (base colour), Matt Khaki Green and Matt Phantom Black (extra cost), Ash Grey and Intense Orange (as ridden) (extra cost).

I’ll come out and say that this launch was quite possibly the best I’ve ever attended in all of my years of motorcycle launches. The setting and scenery were spectacular, the route was sublime and varied enough to explore all aspects of the Tiger 900, the dedicated days for both on-road and off-road riding were very much welcomed, and the character of this 2024 update to the Tiger 900 series exuded in every possible way.

From the previous generation it has kept the same tubular steel trellis frame with bolt-on aluminium rear subframe, matched with a twin cast aluminium swingarm, retained the Marzocchi suspension for the GT models (180mm front 170mm rear travel, manual adjustable with electronic RSU on the GT Pro), with Showa suspension on the Rally Pro (240mm front 230mm rear travel, manual adjustable). Seat heights are easily adjustable on all models by 20mm, the GT duo sitting at 820-840mm, and the Rally Pro at 860-80mm – thanks to longer travel suspension, and a 21-inch front wheel over the GT 19-inch front.

Tour fans rejoice, as standard equipment on all models includes a 20-litre tank, heated grips, backlit switchgear buttons, cruise control, and an adjustable screen (can be done with one hand whilst riding (carefully)). Heated seats are also standard on the Pro models, which I’d imagine 90% of Tiger 900 owners will opt for.

Also featuring is the supremely handy Triumph Shift Assist for the Pro twins, a centre stand, fog lights, and Brembo Stylema braking power with optimised cornering ABS & traction control, with a host of rider modes. If that’s not enough, you can always dive into the accessories catalogue – but the Pro models are all supremely well equipped.

That bodes well for the two days of riding ahead of me based out near Malaga, with around 200 miles of tailor-made routes plotted on maps for us to enjoy starting at the ‘base camp’ of both days in Hacienda, travelling out to the stunning locations including the Mirador Wind Turbines on Day 2, and the beautiful Caminiuto del Rey on Day 1. But you can point your nose in any direction and find fantastic roads and gorgeous scenery.

The Tigers certainly enhanced the experience, in any case. So let’s go through my notes on each day of riding.

We set off nice and early, with roads still damp from an evening of downpours. Typically an unusual sight in Spain, the surface was easily akin to riding on ice for the most part. I started the day’s ride on the GT Pro, flicking into rain mode with a push of the mode button, and whacked on the heated grips and seat, with the windshield extended 50mm upwards with one hand.

Initially apparent, and usually the first test when pulling away on a launch, is what the engine character is like. Of course in this UK-esque riding environment I was a tad subdued - I didn’t want to loop it 50 metres from setting off - but rain mode allowed for fine control of the motor – despite the feedback from the throttle instantly telling me that this thing can seriously pull if you want it to.

Improvements to the triple, with its T-plane crank and 1,3,2 firing order, have resulted in an absolute thing of beauty. It has long gearing and a seriously smooth torque curve that pulls in every gear, particularly noticeable in the mid-range. Low-speed riding was the order of the morning, however, and even skating along the roads the Tiger remained tame, even light inputs were able to gently glide the GT Pro and I through successive corners which, particularly in the right conditions, allowed for some absolutely sublime riding.

My only concern was the rider aids intruding a tad excessively when approaching a corner hot, with a bit too much pressure on the rear brake – no doubt the system is doing the right thing, but can be a bit alarming when that brief bit of control is pulled away at the first opportunity when coming into a corner.

Easily resolved, and most riders will simply adjust their riding accordingly, but worth noting if you’re on this for the first time: find the limits of the bike before it intervenes, and make use of the custom Rider Mode to tweak how you want the bike to intervene.

We had a brief stint stood up on the pegs and in Off-Road mode on the GT Pro, as the surface turned a bit gravelly. The GT Pro version can certainly do it, but the position stood up on the pegs wasn’t quite right for me – the mirrors rested on my forearms, and the overall positioning would happily allow brief stints of rugged-riding, but not extended jaunts.

On the topic of comfort, I was extremely well-placed on the Tiger 900 – and noticed no adverse vibrations from the bars or pegs.

As the weather improved and the roads dried up, we got to the lakes for a quick lunch. Up until this point the 2024 GT Pro had seriously impressed me, I was looking through the TFT menus and adjusting the rider modes on the go, testing the cruise control, and adjusting the seat as the higher position did wonders for me as a taller rider. It all worked happily and really gave the feeling that you can tweak this Tiger to be the perfect touring buddy, comfortably sinking the miles and enjoy the ride all the way.

That being said, if you’re a shorter rider you may want to opt for the GT Pro as a preference with a lower 800mm accessory seat – some of the shorter guys and girls on the launch did struggle a tad with the tall nature of both GT Pro (820-840mm seat, 222 kg) and Rally Pro (860-880mm seat, 228 kg) particularly when coming to a stop.

One subtle negative appeared to be the TFT being a tad too simplistic at first glance, only displaying your speed and fuel gauge, with idle temperature and time (no range remaining, trip, engine temp etc). I was reassured that you can add these to the home display via the ‘trays’ system. Otherwise, you’re using the joystick on the left of the backlit switchgear to dive into menus to search for information, admiring the nice animations every time.

If you connect your phone via the MyTriumph app, you can also enjoy turn-by-turn navigation and music, plus calls if you need it – there’s also a GoPro connection option which is handy.

Finishing the second part of the ride, I switched onto the Rally Pro for the remainder of the day. This bike fit me personally far better, with the larger 21” front wheel trod with the Metzeler Tourance tyres and handlebars repositioned. Though it is much taller and turns into corners a little less keenly, it bode well for what was coming up in day 2… a full day off-road!

Before we returned to home base for the day, we stopped off for fuel. Typically on a launch this doesn’t merit much of a note, but we had covered around 130-150 miles and used just half of the 20 Litre tank. Perhaps the 265 miles / 425 km range is accurate… and I’d tell you the average MPG but it wasn’t displayed on the home screen. I guess we’ll need to test further to find out!

It was the day of the Rally Pro, and this was the day I simply couldn’t wait for. Spain is covered in fire roads, varied tracks and byways, and off-road delights - and though they are open to all traffic and big enough to accommodate cars (so watch out), they supply some of the best riding experiences I have ever been fortunate enough to experience in my years of motorcycle launches.

Having now had a full day riding with the T-plane triple, I was beyond excited to get it off-road – and I’m by no means an expert trail rider. The Tiger 900 Rally Pro simply filled me with confidence in all aspects.

The standing positioning with the bar 15mm closer ensured all-day comfort, you could comfortably grip the midriff and tank with your knees, the slightest input would be met with an assured reaction from the bike beneath you, and the combination of long gearing and smooth punchy torque delivery with a light clutch feel from the assist-and-slipper clutch meant you could fully focus on the trail without worrying about working the gears to your advantage.

The Rally Pro benefits from Rally Pro mode and completely disables front & rear ABS and Traction Control, the 21” front wheel, tubeless spoked wheels trod with Bridgestone Battlax Adventure hoops, and that superb adjustable Showa suspension.

In any case, we set off and instantly hit the trails to spend all day exploring the magnificent Spanish landscape (and did I say it’s stunning yet). The Mirador Wind Turbines was stop number 1, and that was a moment that will simply live with me forever.

The Tiger was effortless to ride, the Showa suspension showed no signs of being deterred by the environment, at no point bottoming out of throwing up any problems to deal with, and it all came together perfectly. I simply wanted to just keep going.

Our next stop on the off-road tour was the Triumph Adventure Experience, where Iván Cervantes awaited our arrival for a quick display of what the Rally Pro can do in the right hands. I gave my best attempt at re-enacting his stunts on the private off-road course, you can imagine my dismay when I realised that launching a motorcycle 50 feet in the air and pulling wheelies on demand isn’t quite the easy task he made it seem.

A few of the notes from this day mainly focus on just how easy the Tiger 900 Rally Pro made riding off-piste. Sure, it’s a taller bike and carries a 228 kg weight, but once you’re moving it is balanced perfectly. The engine comes to life in the dirt, and is accompanied by a wicked exhaust note that sounds seriously improved from the previous model.

Over the two days, I did notice that the Sport mode throttle response is rather sharp and at times twitchy when rolling on, but that’s precisely what you want if riding aggressively. Road mode is perfectly fine for your average riding.

On rider modes, Off-road mode allows those addictive skids and sprays of dirt when snatching the power on. It remembers the previous rider mode you were in, so upon switching off the bike you can press mode and the tick button (push in the joystick) to go straight back to where you were. Otherwise it will revert to road mode. If that happens, the rider aids will definitely intervene to stop the rear wheel from losing traction – halting your progress up a hill with loose terrain as the computer tries its best to save you.

Simply put, the Tiger 900 Rally Pro has all the attitude you want off-road, but will also happily do the long-distance miles to get you wherever you need to be. This leads me nicely to the question…

This is a seriously subjective question, but I have the answer.

I’d forget the stocker Tiger 900 GT, though the price is tempting at £12,195, throw on some of the accessories that are missing and you’ll not be far off the GT Pro at £13,895 that has all the bells and whistles (centre stand, heated elements, tyre pressure monitoring system, electronic rear suspension, Triumph Shift Assist, Rider Mode option) but I suppose regardless is minus the luggage.

Nothing wrong with this standard GT option, but spread over the monthly cost route that many riders opt for in the GT Pro, and the difference will be negligible on the monthly outgoings.

So realistically your choice sits with the GT Pro and Rally Pro (£14,495). Both are well equipped for tour riding, and the GT Pro has that cheaper price-point, but won’t be quite as keen for off-road jaunts…

Then the Rally Pro has the sublime Showa suspension, a 21-inch front wheel, off-road pro mode, and bonus protection for the sump and engine ideal for any adventure, wherever you want to go.

And there’s the answer. Fancy touring anywhere with the option for serious off-road riding? The Rally Pro is the pick. Doubt you’ll never take your pride and joy down that scary-looking trail? Save that few quid and go for the GT Pro.

My choice would be the Rally Pro, but I think you’d have guessed that already.

A seriously adept touring and adventure motorcycle depending on the guise you opt for, the new 2024 Triumph Tiger 900 is a superb pick for anyone looking to spend long days in the saddle, capable of all manner of riding. Regardless of picking the GT Pro or Rally Pro, you'll be well set for a proper ride regardless of what's around you.

The engine is proven to be torquey in a typical Triumph way, and with the 2024 tweaks you’re atop an even more adept machine for the task – at first I wasn’t sure the updates were too noteworthy, but having ridden extensively over two days, those few tweaks have made a colossal result.

Sure, the price is creeping up when looking at the Rally Pro compared to some rivals on the market - it's nearing the Ducati DesertX, and Yamaha Tenere 700 Extreme is quite a bit cheaper (but doesn't have the power).

You have the option here for an proficient tourer or adept adventurer, here, and fit any of the 2024 Tiger 900 range with full luggage and a happy pillion behind you, and some seriously good memories will be made.

The guys and girls at the Triumph Adventure Experience were first class, and will cater for all levels of riding ability with tips and tricks to help you on the way. The setting is superb, and the Costa Del Sol plays an incredible backdrop – with some beautiful sights to be seen once the riding is over and done!

Huge thanks to Triumph for having us along for the launch, head to their website to spec up your own.