Triumph announce ‘Tiger 900’
Triumph are saying ‘goodbye’ to their Tiger 800 adventure bike, replacing it with the Tiger 900 that’ll arrive here soon with a new engine, new frame, new brakes, new styling, new suspension and more rider-assistance technologies. There’s a new model structure, too.
New Family
The previous (Australian market) Tiger 800 grades of XR, XC, XRx, XCx, XRt and XCa have been replaced with a base model Tiger 900, then a Tiger 900 GT and Tiger 900 GT Pro, while the Tiger 900 Rally and Tiger 900 Rally Pro are the premium off-road models.
A separate addition is a Low Ride Height (LRH) version of the Tiger 900 GT that features reduced suspension travel and a lower seat height.
All variants run the same engine, gearbox, frame and subframe, with the main differences being the base model and GTs run alloy wheels, while the Rally versions use wire-spoke rims. Pro variants of the GT and Rally add extras like fog lamps, rider and pillion heated saddles, a tyre pressure monitoring system, up-and-down quickshifter and more electronic rider aids.
While the larger engine capacity moves the new Tiger closer to the 1050cc Tiger Sport, it’s yet to be confirmed whether that model will be dropped when the 900s arrive.
Fresh Triple
The Tiger’s three-cylinder engine configuration remains, but is now of 888cc capacity, compared to the outgoing Tiger’s 800cc.
This Euro 5-compliant engine also features a unique firing order – 1, 3, 2 – that Triumph says offers more character and feel. More feedback, improved tractability and throttle feel, as well as distinctive intake and exhaust are also said to be delivered by this new engine. In terms of pure numbers, the 900 triple produces 70kW at 8,750rpm and 87Nm at 7,250rpm, compared to the 800’s maximums of 70kW at 9,250rpm and 79Nm at 7,850rpm.
While maximum power is unchanged, Triumph says more of it is now available earlier in the rev range, with mid-range said to be improved by 9 per cent. Acceleration is described as being more responsive, too, with improved 0-60mph, 0-110mph and top gear roll-on times.
Allied to this is a new airbox, new air filter that’s easier to access and an all-new, two-piece radiator that claims to improve cooling performance while reducing overall coolant volume. The mass-optimised (40mm forward, 20mm lower) radiator also reduces ambient heat transmitted to the rider.
While an actual number has yet to be released, the new cooling system and redesigned sump are said to have no impact on ground clearance.
The Tiger 800’s 6-speed gearbox has been transferred across to the 900, as has the wet multiplate clutch and chain final drive, but a slipper clutch is now standard across the range, with the Pro variants adding an up-and-down quickshifter.
Modern, Modular Chassis
A new steel trellis frame on the Tiger 900 is 5kg lighter than the Tiger 800’s, while a modular design adds a bolt-on aluminium subframe and pillion rails.
There’s also a larger 20-litre fuel tank, new adjustable windscreen and improved ergonomics. The seat is narrower and two-level adjustable, handlebars are 10mm closer together and there’s a dedicated footrest position for each variant.
In terms of suspension, WP is out and Marzocchi is in, while Showa remains as the premium package. The base Tiger 900, GT and GT Pro run Marzocchi suspension, made up of a 45mm USD fork with 180mm travel and monoshock rear with 170mm travel. On the Tiger 900, this package offers manual preload adjustment on the rear shock only, but step up to the Tiger 900GT and manual compression and rebound adjustability is added to the front end, along with manual rebound adjustment on the rear. The Tiger 900 GT Pro upgrades to electronically-adjustable preload/rebound rear suspension damping, with up to nine settings selectable via the TFT instrumentation.
On the Tiger 900 Rally and Rally Pro, Showa suspension is standard, with a 45mm USD front end offering manually adjustable preload, rebound and compression, while the monoshock rear comes with preload and rebound damping. As the Rally/Rally Pro are the more off-road focussed of the new Tiger family, suspension travel is greater, too – 240mm at the front and 230mm at the rear.
Brakes are now premium Brembo Stylema units across the board, instead of the previous mix of Nissin and Brembo componentry found on the Tiger 800s. The entry-level Tiger 900 gets twin 320mm floating discs with 4-piston monobloc calipers on the front and a 255mm rear disc with a single-piston Brembo caliper and standard ABS.
The Tiger 900 GT/GT Pro and Tiger 900 Rally/Rally Pro run the same set-up, but add optimised cornering ABS.
Top-end Tech
In terms of rider-assistance tech, most of it is limited to the GT and Rally versions, with the optimised cornering ABS on these models combined with traction control.
Selectable riding modes start with ‘Rain’ and ‘Road’ options for the base Tiger 900, with the GT and Rally adding ‘Sport’ and ‘Off-Road’, while the GT Pro adds a ‘Rider-configurable’ mode. To this, the Rally Pro also adds an ‘Off-Road Pro’ mode.
The GT and Rally variants get a 7-inch TFT instrument screen that offers selectable display modes, colour options and even high/low contrast variation (the Tiger 900 uses a 5-inch TFT screen).
GT Pro and Rally Pro variants add the My Triumph connectivity system and app for seamless phone call and music operation, turn-by-turn GPS and even GoPro control. This system is also available as an extra-cost upgrade on the GT and Rally.
The GT/GT Pro and Rally/Rally Pro feature a 5V USB socket and secure storage compartment under the seat, plus illuminated switchgear, electronic cruise control and heated grips. As well as the aforementioned Triumph Shift Assist quickshifter, the GT Pro and Rally Pro also add heated seats and a tyre pressure monitoring system.
All Tiger 900 variants feature LED lighting throughout, too.
Essential weights and measures include wheelbases of 1551mm to 1556mm, widths of 830mm to 935mm, dry weight from 192kg to 201kg and seat height of 810-870mm (760-780mm for the LRH).
Refined Style
Along with all its new spec and tech features, the Tiger 900 also gets an all-new look. While the old 800’s styling was bold and aggressive, the 900’s is sleeker, more subtle, and dare we say it, a bit boring - even though Triumph calls it more aggressive.
The big, bug-eye headlight design is gone, as are the equally large foglamps, replaced with a smaller lighting package as part of an overall downsizing and reduced cross-section of the bodywork.
One could argue that the new Tiger 900 is a more fit-for-purpose design for adventure touring, but it’ll take some getting used from existing Tiger 800 owners.
Colours are limited to Pure White for the basic Tiger 900, while the GT and GT Pro can be had in Korosi Red, Pure White and Sapphire Black. The Rally and Rally Pro colour choices are Matt Khaki, Sapphire Black and Pure White, with a white frame that’s said to be inspired by the Tiger Tramontana rally bike.
Upon release, Triumph will offer a range of accessories to suit the new model, including crash bars, protection and comfort options, as well as two complete ranges of luggage.
Two themed inspiration kits – ‘Trekker’ and ‘Expedition’ - will also be available. Trekker is focused on road travel, with panniers, top box, back rest, carriage kit, a tank pad and screen deflector, while the Expedition kit aims to enhance operations off-road, with a different luggage set, roll bag, LED fog lamps and guards for the engine, radiator, forks and headlight.
Coming Soon
Australian-delivered units of the Tiger 900 are expected in Q2, 2020, with pricing to be announced closer to local release. The base Tiger 900 should keep the starting price under $20,000, but expect all other variants to be in the mid-to-high $20K range.
