Story and photos from ADVPulse.com, Chippy Wood and Steve Kamrad

For the 2024 model year, the Tiger 900 Rally Pro has undergone substantial updates since its initial release in 2020, prompting an international press launch in Malaga, Spain. Do the latest set of changes represent a major step forward? Can it serve as an attractive entry point for both loyal Triumph fans and newcomers alike? I’ll delve into the details, evaluating what’s new, what’s improved and ultimately, whether it’s worth the investment as we explore what this fresh Tiger 900 Rally Pro is all about.

What’s Stayed The Same?

To separate things, let’s go over what has stayed the same from the 2020 Tiger 900 Rally Pro, which was the last major update. The wheels are still a 21/17 tubeless, cross-spoke setup. While they’ve proven very strong, even the latest Tiger 1200 Rally Pro has an 18-inch tubeless spoked rear rim now. As an aggressive off-road rider and owner of a 2020 Tiger 900 Rally Pro myself, I know all too well the advantages of tire choices and bump absorption from an 18-inch rear wheel. Yet for the 15th year in a row since the Tiger 800xc was introduced in 2010, Triumph has insisted on a 17-inch rear for their middleweight adventure bike. I don’t care why; it’s still not ideal for an Adventure Bike, but at least the front tire has always been a dirt-friendly 21-inch rim diameter.

Also returning, is the same removable rear subframe and removable rear passenger pegs. It’s all great there, but one issue dating back to 2010 has been the Tiger’s steep steering head angle. For 2020-24 specifically, the rake angle of the off-road-focused Tiger has been a street-biased 24.4 degrees —three degrees steeper than almost any other Adventure Motorcycle or Dirt Bike on the market. 

The steep steering angle causes the front end to “push” a bit in gravel, sand, and mud and has been an issue that I’ve personally voiced to Triumph since 2018 when I reviewed the Tiger 800XCa. The only explanation is the ease of manufacturing one frame for both the Rally Pro and the GT Pro. The Tiger 900 GT Pro is the road-going model that benefits from quicker turn characteristics of a steep steering head angle on the street. However, the tradeoff is reduced front end stability off-road for the dirt-focused Rally Pro.

As for the suspension the Tiger 900 Rally Pro sits in the top-level of its class for bump absorption, returning for 2024 with the same high-quality Showa components offering 9.5 inches (240 mm) of travel up front and 9.1 inches (230mm) of travel at the back. Plus the Tiger really responds well to suspension adjustments.

The New Stuff

The brake packages are still the same with Brembo Stylema Monoblock calipers up front, but they are now linked via the Bosch inertial measuring unit (IMU) in on-road modes only, and I loved it! On the road, the stability and confidence offered by the linked braking system (Triumph calls it Enhanced Braking) is a welcome addition with zero negative impact on your riding experience.

The best part and the most changed thing for 2024 is the redesigned 888cc, counterbalanced, T-plain Triple with its 270-degree firing order. All those things are unchanged, but Triumph has added higher compression pistons (13:1 vs. 11.27:1), high lift cams on the intake and exhaust, and longer intake trumpets for more low-down torque. The exhaust ports are now oval as well with a set of long three-into-one headers going into a less restricted exhaust system. Up 13 ponies to 106.5 hp, the motor stands out among other middle-weight Adventure Motorcycles. Other bikes in this class might make similar peak HP numbers, but the way the triple makes and delivers its power is what sets it apart.

Moreover, the electronics and stability packages are revamped to match the motor’s 106.5 class-leading horsepower. I never thought we’d reach this point in technology for ADV Bikes, but the electronics and rider aids now make the motorcycle feel more premium. It intervenes in a perceivable way but better than you’ll ever be able to control on your own. 

And while the chassis is essentially unchanged for 2024, the upgrades to the motor and the electronics package make it feel like an all-new machine. The bodywork is also new and looks higher quality as it fits the form of the bike better, plus the glossy Intense Orange over muted (but also glossy) Ash Grey color scheme gives it an even more premium appearance.

In the cockpit, the 7-inch TFT dashboard with ‘My Triumph’ Bluetooth phone connectivity has been borrowed from the Tiger 1200 Rally Pro. And if you want a dirt-focused Tiger 900, Triumph now only offers the Rally ‘Pro’ version  outfitted with six rider modes, heated seats and grips, lower crash bars, and a slightly beefed-up skid plate. Gone is the “Rally” only variant, which lacked “Off-Road Pro” mode, “User” mode and the ability to turn off the traction control and ABS altogether. It is a welcome change, as all ADV Bikes should be able to turn off ABS and Traction Control for off-road work. The only drawback is that it now locks us into a higher spec package as our only option. 

Lastly, for the new stuff, Triumph has optimized their cornering ABS and traction control, as well as improved on its Shift Assist quick shifter system that comes standard on the Rally Pro. Also, the seats are now flatter and easier to move around on, which is nice, but I’d love it if a single dirtbike-style optional seat existed for us more aggressive off-road riders. One feature borrowed from the world of dirt bikes is the rubber-damped handlebar mounts. This should end any complaints about engine vibrations, although personally I never found that to be an issue.

On Road Experience

Electronics and Rider Aids

My first day in Spain involved some of the best roads I’ve ever experienced. They were tight and twisty, just like we like them. This is where the linked braking system won us over. No more second-guessing about rear brake pressure or if I’m dialing in the right amount. Just go for the front brakes, and the rest of the bike will fall in line. Reaching my foot for the rear brake during aggressive late braking on asphalt signaled that the rear brake was already being applied because the rear brake pedal was already pushed down deep in its stroke, and I could even feel it cycling the ABS.

I guess I’ll mind my business and stay up top at the front brake lever when I’m on the asphalt. I never felt any aspects of linked braking if I only engaged the rear brake on the tarmac, so I suspect it’s only linked front to rear and not vice versa. My rear brake-only actuation let me slide the Tiger 900 Rally Pro more confidently than I remember doing on the 2020.

Something of note: I never stalled the Tiger during two days of testing either on-road or off-road, and that’s huge for a bike that’s notoriously easy to stall. Either Triumph has done a slick job with the linked “unlinked” brakes that I can’t feel, or the engine management system is doing some work to keep the bike running while working with the slipper side of the slipper-assist clutch. Either way, I was highly impressed at the bike’s ability to make me look good, sliding into corners and keeping the bike running.

Talking about the electronics package, the Traction Control “maps”  have now been revised to better manage the rider’s throttle input against a possible best-case scenario before the throttle position overwhelms the rear tire’s available traction, instead of relying solely on the traction control to step in. Let me explain.

Imagine you ask for 100% throttle input from a 106-horsepower motor that can break the rear-end loose easily. But before the throttle by wire is even activated, the computer says, “Best-case scenario, you can have 70% of the throttle open at this lean angle.” As a result, the throttle bodies are opened to only 70%. Then, the traction control only has to reduce the power from 70% versus 100% of a throttle input. So now the traction control system is working less hard to dial back the attempted 100% input, and the traction control system responds with less interruption. That’s one of the reasons why the new engine and electronics package feels so much more refined to me!

And even though the Tiger 900 Rally Pro from 2020 had similar electronics, that package only had to hold back 93.9 horsepower. All that to say: the stronger motor helps the electronics package shine brighter than ever before.

The Engine

From 7,000-10,000 RPM, the old 2020 Tiger 900 Rally Pro would hold flat at around 90 horsepower. In contrast, the 2024 Rally Pro’s dyno chart continues upward until the rev limiter shuts down the show. In the upper RPMs, the new Tiger will stretch out your arms the first few times you successfully hold it wide open to the redline. It’s a hoot to ride up that high in the rev range on the road, but the Dyno Chart doesn’t show you things you can feel down low in the RPMs.

Down lower the motor feels more awake and the rear tire is also ready to beat the asphalt into submission. There’s much more feedback from the rear end when twisting the throttle-by-wire quickly. Together with the linked brakes, IMU, and traction control, the Tiger is confidence inspiring with a substantial safety net. My only complaint is in Sport Mode, with the traction control “on” and in an upright lean angle, it still won’t allow for small but fun wheelies (other motorcycles with advanced IMUs will loft the front in those scenarios). To get those, you’ll have to configure the settings in “User” mode to have the traction control “off” but still have the linked braking ABS system engaged, which is a comfortable safety feature to keep active for on-road riding.

Suspension Adjustments

I have no complaints with the suspension’s on-road performance, but let me tell you about my preferred settings. From the stock suspension setting, go in (clockwise) 4 clicks on the forks for compression and rebound and dial up the front preload to 12 out of 20 turns. Then, take some of the rear preload out and turn the “rebound” on the rear shock clockwise half a turn to add compression and rebound because they “crosstalk.” Stiffer settings keep the Tiger from getting too deep in the stroke and rebounding too fast, as my 235-pound frame can overpower most stock suspensions during aggressive riding.

Making these adjustments also gives the Rally Pro a bias towards a “counter-steer” feeling at turn-in. While it lets the front feel longer in tight turns, the counter steering requires less physical effort during sporty on-road rides and handles more intuitively by lowering the rear preload. The important thing is to know that the suspension responds to adjustments, and you shouldn’t be afraid of making changes because you can always go back to the standard settings. And if you are more in line with the 170-180 pounds “Goldilocks Zone,” you’ll be delighted with the suspension.

Dash Menu and Rider Modes

It’s not a secret that I disliked Triumph’s Tachometer on the 2020 Tiger with its futuristic and goofy chevron-shaped rev indicator. For 2024, we’ve been spared the Star Wars Tie Fighter display and given a standard digital analog-looking clock for the Tachometer that dominates the default screen—displaying all the way up to 12,000 RPM. The ECU shuts down the party at the 10,000 RPM redline, and I feel like there’s a missed opportunity to “turn it up to 11” in there, but the tach is easy to read, as well as the gear indicator.

At press launches, we used to dive into the menus and modes and displays to dizzying details but look how far we motorcyclists have come. Road, Rain, Sport, User, Off-Road, and Off-Road Pro modes come on the new machine, and we all know what to expect. In the off-road modes you get fIn the off-road modes you get full “off” abs and deactivated traction control in “Off-Road Pro” mode while offering customization in that menu and a standard “Off-Road” mode that keeps the Traction Control on but allows for slip and turns off the rear ABS. 

Then, it goes all the way up to Sport mode that anticipates aggressive throttle inputs and late braking. User mode is fully customizable and mixes and matches with styles from each profile type, but it also allows you to turn things like ABS off, Traction Control off, and throttle map to Sport mode and every combination you could want. 

If you have the bike in any mode with a safety feature turned off and you then turn the bike off, the bike will start in road mode., Although, it will prompt you for two clicks on the left hand grip to return you to the last mode you were in. So what’s not to like? Getting to different menus, like the trip/gas menu layout, wasn’t as intuitive as it’s been in the past from Triumph. Deal breaker? Not at all; get used to the menu, and you’ll have it figured out in a week.

Ergonomics

As previously mentioned, the heated rider and passenger seats are now a little flatter in the front area of the rider’s seat, where it meets the gas tank. Seats never have to be noticeably nice in any way, but when they’re doing their job right, you hardly notice them. That’s the takeaway for the 34.7-inch (880mm) seat height in the high setting or 33.9″ (860mm) in the low setting, which are unchanged for 2024. An optional low heated seat is available that drops the seat height by -0.79″ (-20mm) while “Low” suspension height models have been discontinued from the Tiger 900 lineup.

The handlebar bend carries over from 2020 to the 2024 Tiger, and it’s still my favorite shape and bend that I’ve experienced on an Adventure Motorcycle. Triumph has moved the handlebars 0.59” (15mm) rearward to make the cockpit fit riders better in what feels like a bid to attract buyers at dealerships. Maybe in the dealership, you’ll get an “Oh, that feels nice.” 

Riding experience-wise though, the handlebars are too close to my body when standing, and I’m left pulling myself along with the bike during aggressive stand-up riding situations. I feel just too far forward over the bars at 6’2″. While the bars being closer to the rider will help most people, I’d order a set of bar risers from the GT road bike as the bar risers are the same height but less rearward to open up the cockpit for me. I’d only do that after trying to rotate the bar mounts 180 degrees, moving the bars further forward. Still, they might be too far forward, resulting in some weird steering inputs because the handlebar position is too far forward from the steering stem. 

Now, I know I’m going to contradict myself, but the handlebars feel further away when in a seated position. My only assumption for that is the redesigned seat encourages you to sit just a smidge further back from the tank because when I attempt to “get over the gas tank” for a more aggressive seated riding position, the tank feels more in the way on the 24 than it does on my 2020 Rally Pro, even though the tank size and shape remains unchanged.

The hand and foot controls also remain the same for 2024, and all of them are adjustable to such a wide range I can’t place a reasonable limit on them. If you have baby hands or size 19 boots, you might have a problem, but you already know that. The cast aluminum foot controls look good, and the folding rear brake pedal can be flipped to a higher position if you are going to be standing a lot.

Off-Road Experience

Like its predecessor, the new Tiger is an excellent off-road machine but the forks seem to work better and have more “hold up.” We’re also putting less weight over the front with the rider triangle moved back 15mm, and the new motor has more punch as well, which makes the front end feel better, even though it has the same suspension as the 2020.

The rear end steps out almost telepathically now, which the previous model would not do in the detuned “Off-Road” throttle map. Why does that matter? Well, because to initiate the power slide on the 2020 Rally Pro, you’d have to “dial it up” and then overcorrect if things got out of line. The new machine slides beautifully, and if you have the composure to “hold her open” just a little, the chassis is much more stable with less drastic inputs. 

One of the minor shortcomings of the bike though is that it doesn’t offer an “off-road slide control.” That would be another premium touch to dial in but at 106 HP, does it need slide control? I want to be able to adjust a very low intervention but still a “just in case” type of traction control. However, that would require much more slip than the off-road traction control setting currently allows. Wouldn’t it be cool if Triumph developed a slide control algorithm by next March and gave it to us for free? Wink, Wink Triumph.

Traction and Power

We were on Michelin Anakee Wild 50/50 dual sport tires for the off-road portion of the test so we could ride the Tigers to their full potential and in the form of their intended purpose. The 270-degree firing order on the triple allows for small power pulses from the engine to put down the power and then let the rear tire, at inconceivable moments, have a break to regain traction before the next round of power pulses. MotoGP bikes and Yamaha’s R1 sport bike employed staggered firing order cranks for this reason. It works.

The staggered firing order also allows for more torque to be developed on the power stroke and gives the Tiger an even nastier growl with its high lift cams and high compression pistons. How good is the motor, you ask? The 2020-23 engine was and still is a fantastic powerplant but the 2024 motor’s power and refinement really transforms the bike. Check my thoughts at the end of the article to find out if I think it’s worth upgrading.

Braking and Handling

As mentioned, mechanically the brake package at the front and the rear are the same from the 2020 to the 2024 Tiger 900 Rally Pro, and they’re flat-out top level on and off-road. Adjusting the front brake lever, you can take away some of the initial bite for off-road sections, but the brakes are smooth and powerful enough to slow the Tiger down with just one finger. Moreover, the rear brake feels better than ever.

Under heavy rear braking, the slip-assist clutch prevents the bike from stalling by disengaging the clutch slightly under deceleration. The engine management system wants to keep the Tiger running even at low engine speeds and thus allows forgiveness in the timing of pulling in the clutch during rear wheel lockup. Having this kind of confidence and repeatable performance increases the Tiger’s ease of use and maneuverability off-road. Triumph can’t tell us precisely why the new model is significantly harder to stall, but rather, it’s the culmination of improvements to the bike. 

Rough Terrain

Riding on the trails with loose and embedded rocks in an appropriate off-road manner will allow you to breathe easily, as the next-gen model can hold its own in rough countryside. With 240mm of travel at the front and 230mm at the rear, there’s ground clearance to match it too. Riding higher in the stroke with its new punchy new powerplant, the skidplate makes less contact with the earth and rocks than expected. When pushed beyond its stroke, the Showa units do bottom out but not abruptly, and keep the skidplate off the deck. Adjusting your settings to the stiffer side should allow you to ride it aggressively, without the need to upgrade the units.

Bottom Line

For the same MSRP as last year ($17,395 USD), the Tiger 900 Rally Pro is significantly better at being a fantastic all-around Adventure Motorcycle. If you want to read my impressions of the 2020 Rally Pro, you can follow the link here. The fit and finish have gotten even better with the black frame and glossy paint bodywork. 

The motor is fantastic and matched with an excellent electronics package and component build-out that shifts the bike into the premium top-tier class without having to be 1200+ cc’s. You get all the features without all the weight, size, and price tag of other manufacturers’ flagship models and enough HP to satisfy almost any Adventure Rider.

Room For Improvement?

Giving it a more dirt-friendly frame rake geometry would be a definite improvement for this off-road focused adventure bike and can we please get an 18″ rear wheel like the Triumph Tiger 1200 Rally Pro?

Worth the Upgrade?

If you already own a 2023 or older Tiger 900 Rally Pro, I only see it being worth the upgrade if you come out of the deal with a 2024 for around $2,000 out of pocket, after trade-in or private sale of your old Tiger. In the case that you find a 2023 leftover Tiger 900 Rally Pro in a dealership, I’d suggest passing on it unless it’s deeply discounted. I’m thinking most dealers won’t be comfortable selling a 2023 Rally Pro at a significant enough discount to persuade me to take it over a 2024 though.

The Competition

Here are my thoughts on how the 2024 Tiger 900 Rally Pro matches up with some of its close competitors that I’ve had an opportunity to ride extensively:

Ducati’s Desert X is the Italian Stallion of the middleweight Adventure Bikes that feature the premium touches of flagship models, much like the Tiger 900RP does. With premium suspension, a proper 21/18 wheelset, and a form that’s easier to move around the Desert X vs the Tiger 900 debate could be a tough one to hash out. The Desert X feels better off-road and jumps easier than the Tiger. It’s a truly tough decision to make, but do you want a triple or a V-twin? On paper, the Ducati makes 110 horsepower but it’s not as exciting as the Tiger’s staggered triple whirl. The Tiger 900 RP feels like a more well-rounded ADV Motorcycle, and with over a decade of experience with them, I can attest to their rock-solid reliability.

As for KTM’s off-road weapon, the 890 Adventure R is the “big dirt bike” of the bunch and will remain that way for the foreseeable future. With considerable cost savings ($2500) it might just make the choice for you. But in my opinion, it doesn’t feel as premium as the Tiger and the motor is not as exciting. Personally I’m not a fan of the low-slug gas tank because it makes the bike feel wide at the bottom and gets in the way of getting your foot down when riding in slower technical terrain. If you’re looking for well-roundedness, the Tiger 900 RP arguably has a bit more than the KTM.

Lastly, Honda’s Africa Twin 1100 has always felt like a middle-weight ADV Bike with a big bore kit to me. It has a comfortable layout and makes off-road riding feel the most relaxed because, well, it’s a Honda. It’s a nice bike but not premium in the way of the Tiger’s “hot cams,” high compression pistons, and top-of-the-line electronics, but for $14,500, you get a proper 21/18 wheeled Adventure Machine with a decent suspension setup, and it’s 501 pounds ready to go. 

Final Thoughts Off-road

Is the new 2024 Tiger 900 Rally Pro better off-road than the outgoing model? Well, here’s the exciting thing: It shouldn’t be better off-road because of the increased power. But it is better! Even with all the rider aids turned off, it’s better. This creates a whole new argument for more powerful, efficient, high-strung motors in the adventure market strictly because they enhance all aspects of the motorcycle. What a time to be alive.

2024 Triumph Tiger 900 Rally Pro Specs

ENGINE TYPE:	Liquid Cooled, 12 valve, DOHC, inline 3-cylinder
CAPACITY:	888 cc
BORE:	3.07” (78.0 mm)
STROKE	2.43” (61.9 mm)
COMPRESSION:	13.0:1
MAXIMUM POWER:	106.5 HP (108 PS) (79.5 kW) @ 9,500 rpm
MAXIMUM TORQUE:	66.38 Lb-Ft (90 Nm) @ 6,850 rpm
FUEL SYSTEM:	Multipoint sequential electronic fuel injection with electronic throttle control
EXHAUST:	Stainless steel 3 into 1 header system, side mounted stainless steel silencer
FINAL DRIVE:	O-ring Chain
CLUTCH:	Wet, multi-plate, slip and assist
GEARBOX:	6 speed
FRAME:	Tubular steel trellis main frame. Fabricated, bolt-on aluminum rear subframe
SWINGARM:	Twin sided cast aluminum swingarm
FRONT WHEEL:	Spoked tubeless, 21 x 2.15 in
REAR WHEEL:	Spoked tubeless, 17 x 4.25 in
FRONT TIRE:	Bridgestone Battlax Adventure 90/90-21
REAR TIRE:	Bridgestone Battlax Adventure 150/70-R17
FRONT SUSPENSION:	Showa 1.77” (45mm) USD forks, manual preload, rebound and compression damping adjustment, 9.45” (240mm) travel
REAR SUSPENSION:	Showa rear suspension unit, manually adjustable preload and rebound damping, 9.05” (230mm) wheel travel
FRONT BRAKES:	Twin 320mm floating discs, Brembo Stylema 4 piston Monobloc calipers. Radial front master cylinder, Optimized Cornering ABS
REAR BRAKES:	Single 10.03” (255mm) disc. Single piston sliding caliper. Optimized cornering ABS
INSTRUMENTS:	Full-color 7” TFT instrument pack with My Triumph Connectivity System
LENGTH:	90.74” (2317 mm)
WIDTH (HANDLEBARS):	36.81” (935 mm)
HEIGHT WITHOUT MIRRORS:	Adjustable 57.16” (1452 mm) – 59.13” (1502 mm)
SEAT HEIGHT:	Adjustable 33.85” (860 mm) – 34.64 (880 mm)
WHEELBASE:	61.06 (1551 mm)
RAKE:	24.4°
TRAIL:	TBC
WET WEIGHT:	502.65 lbs (228 kg)
FUEL TANK CAPACITY:	5.28 gal (20 liters)
FUEL CONSUMPTION:	60.4 mpg (4.7 liters/ 100 km)
CO2 FIGURES:	108 g/km
STANDARD:	EURO 5+
SERVICE INTERVAL:	6,000 miles (10,000 km) or 12 months, whichever comes first

Gear We Used

Goggles: 100%
Backpack: Alpinestars Techdura Tactical Pack
Helmet: Alpinestars SM10 Flood
Boots: Alpinestars Tech 7
Jacket: Venture XT
Pants: Venture XT
Gloves: Alpinestars Full Bore XT

Photos by Chippy Wood and Steve Kamrad