First Ride: Triumph’s Latest Tiger 900 Rally Pro Sets the Bar for Adventure

07.01.2025 02:21

If you ever need to signal for help in an emergency, here’s a tip that could save your life: if you pack a handful of muddy leaves between the hot engine and exhaust of a 2024 Triumph Tiger 900 Rally Pro adventure motorcycle and then go ride for a few dozen miles, they’ll eventually ignite. Should you choose to leave this small fire unattended, it can grow into a large fire and eventually transform your motorcycle into a towering ball of life-saving smoke that’s visible from a hundred miles in every direction.

Should you change your mind about that fire, you can always put it out on the side of the road using either a bottle of water or the Bear Grylls method. Either one works, which is just one of the many things I learned during my recent (and very muddy) off-road test of Triumph’s latest middleweight adventure bike.

Here are some other choice facts I’d like to share about the Tiger 900 Rally Pro after logging a few hundred miles of all-terrain adventuring.

What’s New on the Triumph Tiger 900 Rally Pro for 2024?

The Tiger 900’s engine is the same size, but power has been substantially improved.

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At a glance, Triumph’s 2024 Tiger 900 Rally Pro looks nearly identical to the 2023 version, but a lot has changed beneath the surface. A trained eye will see that the bodywork has been lightly redesigned and the exhaust has a new shape, but cosmetic changes are the least significant change worth mentioning here.

First and foremost is the reworked motor, which retains its 888cc displacement yet gains an impressive 13 horsepower thanks to the addition of higher compression pistons, more aggressive camshafts, a more free-flowing exhaust, and a redesigned intake. Those changes boost peak output up to 106.5 ponies for the Tiger, which slots it directly between its main competitors, KTM’s 890 Adventure R and Ducati’s Desert X.

To complement that added grunt, Triumph has refined the Tiger’s electronic rider aids across the board, optimizing everything from the lean-sensitive traction control and ABS to the Rally Pro’s six selectable rider modes and bi-directional quickshifter. They’ve also added a linked braking system for 2024, which leverages data from the Tiger 900’s six-axis IMU to appropriately engage the rear brake whenever the front lever is pulled for maximum stopping power.

The Tiger 900 Rally Pro’s electronics are refined across the board, and are now controlled through this handsome 7-inch TFT display.

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All of those electronic bells and whistles are now actuated through a new 7-inch full-color TFT dashboard, which is the same unit currently found on Triumph’s top-of-the-line Tiger 1200 range. The flashy new dash also incorporates full Bluetooth connectivity with your smartphone, enabling music, messaging, navigation, etc. to be displayed front and center if desired.

Last but not least, Triumph has made a few tweaks in the rider comfort department via a reshaped seat and new rubber-damped handlebars. Triumph says the new bars should quell any vibration complaints associated with the T-plane crank engine and its lumpy (I mean that in the best way possible) 270-degree firing order.

The handlebars are now damped with rubber inserts, which solves the previous complaints some voiced about excessive vibration from the engine.

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So yeah, that about sums it up: more power, more tech, better rider aids, and a bit more comfort. Sound like a winning formula? Here’s how it translated to real-world riding over the course of my 350-mile off-road test.

On-Road Impressions

I put the 2024 Triumph Tiger 900 Rally Pro through its paces along the new Chattahoochee BDR-X off-road route, a three-day loop of the finest all-terrain riding the north Georgia mountains have to offer. The route is mainly dirt, gravel, and rocks, but there’s a nice mix of twisty mountain roads thrown in for good measure too, so we had ample opportunity to get in some paved miles along the way.

We got a little bit of everything on our test, including miles and miles of sweet mountain roads like these.

Mitchell Payne

While Triumph clearly markets the Rally Pro as a hard-nosed off-road ADV, one of the Tiger’s greatest attributes is actually the fact that it’s an outstanding street bike in every sense of the word. Our path included over 100 miles of street, city, and highway travel getting to and from the route itself, and the Tiger absolutely shined for every minute of it.

This is especially true for those long, arduous highway miles, one of the few areas where middleweight adventure bikes often come up short. Just put ‘er in top gear, lock in the cruise control at your desired speed, sit back, and relax. Even at a steady 80mph cruise, the Tiger’s revamped engine felt like it was just getting warmed up with no notable vibrations to speak of.

A tall (and adjustable) windscreen works great for highway travel, and drops down easily with a single hand when it’s time to get dirty.

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The seat is comfortable, the riding position is neutral and upright, and between the wide-ish bodywork and adjustable windshield, wind protection is on par with some of the best touring bikes out there. Factor in heated grips, a heated seat (both the rider and passenger seats are heated as standard equipment), and full smartphone connectivity and you’ve got the sort of luxurious touring experience typically reserved for much heavier and costlier flagship ADVs.

Once you’re off the main road and into the corners, things get even better. Despite its 21-inch front wheel and off-road suspension, the Rally Pro handles incredibly well in the twisties. Even on the fairly aggressive Michelin Anakee Wild tires we fitted to our test bike, turn-in on the Rally Pro was instant and effortless, and the bike held a line with unwavering stability.

Even with these knobby Michelin Anakee Wild tires, the Rally still corners on a dime and its Brembo Stylema brakes pack serious bite.

Kurt Spurlock

As you might expect, that extra power is fun to exploit on a deserted backroad too, and the Triumph’s rev-happy three-cylinder delivers a special sort of thrill that its twin-cylinder competition can’t quite touch. Combine that with the Tiger 900’s massively powerful Brembo Stylema brakes and you’ve got a middleweight ADV that’s more fun in the mountains than some sportbikes.

Off-Road Impressions

The Tiger’s street-savvy should really come as no surprise considering it shares its engine and chassis with an outstanding streetbike, the Tiger 900 GT. That’s all good and well, but this is the Rally Pro version we’re talking about here, and a name like that comes with a few implications.

The Rally Pro never feels like a big dirtbike offroad, but its size and weight virtually disappear once you get it rolling.

Mitchell Payne

If you’re gonna put the word “Rally” in the name of a motorcycle, it better be damn good in the dirt. If you’re gonna go a step further and add “Pro” on top of that, well… Let’s just say average riders like myself shouldn’t even come close to finding the Tiger’s limits.

Suspension is arguably the most important aspect of any off-road motorcycle, so let’s start there. The 2024 Tiger 900 Rally Pro retains the same Showa components from last year’s model, a combination of a 45mm fully-adjustable fork and preload/rebound adjustable shock, and that’s good news any way you look at it.

That’s because while this lively new motor is what keeps the Tiger 900 competitive, it’s the suspension that’s always made it special. Plush enough to soak up small bumps and chatter on the road yet firm and well-damped enough to take big hits and gnarlier terrain in stride, the Tiger 900 Rally Pro is truly capable both on and off-road without making any real compromises in either camp.

With 9.4 inches of travel up front and an even 9 inches out back, the Tiger plows through damn near anything without falling out of step and has more than enough ground clearance to keep the skid plate off the ground over all but the most advanced terrain. Most of us will rarely (if ever) take a bike like this on terrain like that anyway, but the Tiger can be jumped, bounced through ruts, dropped off rocks, etc. all day without missing a beat. I’ll also note that while the suspension is tuned from the factory for a 180-pound rider like myself, I can confirm that small adjustments make a noticeable difference when dialing in the clickers.

The factory footpegs are large and grippy enough for proper off-roading, and still held their own when things were at their muddiest.

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Of course that was the case with the old bike when it came to off-roading, but thanks to the extra power and optimized fueling, the 2024 Tiger 900 Rally Pro adds that special spice that the previous bike lacked. Power delivery is now downright thrilling whether you’re winding it out in a straight line or hanging it out around a corner, which has dialed up the fun factor here considerably.

There’s now enough juice on tap to break the rear wheel free more-or-less on command whether you’re in the standard Off-road mode or the Off-road Pro mode that’s unique to the Rally Pro model. The former allows a degree of rear wheel slip before traction control intervenes to reel you back in, while the latter is fully unbridled and lets you roost, slide, and skid to your heart’s content.

The Complaint Department

While Triumph may have built the most well-rounded middleweight off-roader on the market, there are still a few things I’d change about the new Tiger 900 that I think most riders will agree with. I can confidently say that the bike has no major flaws, but here are a few things to consider if you’re thinking of buying one yourself.

The rear wheel is still a road-biased 17-incher, which seems out of place on the Rally Pro model.

Kurt Spurlock

First, Triumph continues to build the Tiger Rally Pro with the same 17” rear wheel diameter as the road-going Tiger GT. Just about every other off-road-focused competitor sticks to the tried-and-true 18-inch rear for a reason (Aprilia, KTM, Yamaha, Ducati), and we know you can still get great street handling out of an 18-incher because we’ve ridden the Ducati Desert X.

Second, you still have to come to a complete stop to switch the Tiger into one of its off-road settings, which is a minor inconvenience but annoying just the same. I’m sure it’s got more to do with safety or regulatory requirements than anything else, but it’d be nice if you could switch to an intervention-free setting on the fly by simply rolling off the throttle like every other mode.

Next up would be the Tiger 900 Rally Pro’s stock tires. These bikes ship from the factory with utterly street-focused rubber (typically a set of Bridgestone Battlax Adventures, which are adventurous in name only), and that seems ridiculous for a motorcycle with both “Rally” and “Pro” in its name. I know firsthand that this bike still handles beautifully with a set of decent 50/50 tires spooned on, so the need to run out and spend another $400 to be able to use the bike as intended is a tough pill to swallow.

Last and surely the least important, a word on the center stand: while I appreciate that Triumph specs the Rally Pro with a center stand as stock equipment, the thing loves to bang around and make noise when you’re riding through the rough stuff. I’m not sure if it needs stiffer springs or some extra rubber somewhere along the frame, but I gave serious consideration to duct-taping it in place before our three-day test was over.

Conclusion: Who Should Consider the 2024 Tiger Rally Pro?

Say what you will about the Tiger’s looks, but this big cat comes absolutely loaded from the factory.

Kurt Spurlock

The 2024 Triumph Tiger 900 Rally Pro is best described as a “premium, high-powered, off-road focused middleweight adventure bike” and while that’s certainly a mouthful and a fairly tight niche, the Tiger isn’t alone in this space. KTM’s Adventure 890 R, Ducati’s Desert X, and BMW’s new F 900 GS are all competing for the same dollar, yet the Rally Pro manages to distinguish itself in a major way just the same.

With a starting MSRP of $17,395, the Tiger 900 Rally Pro is an expensive machine, especially for the middleweight class. Despite that fact, I believe this motorcycle stands out from the competition in terms of sheer value and all-around performance.

On the value front, it’s important to keep in mind that Triumph specs the Rally Pro with a list of standard features that would cost a small fortune (or aren’t even available) from its current competitors. Top-tier suspension is standard equipment, as are heated grips, heated seats, cruise control, TPMS, premium electronics, crash protection, auxiliary lights, and full Bluetooth connectivity including turn-by-turn navigation.

As for performance, the Triumph is slightly outclassed by the KTM in the gnarliest offroad conditions, but it’s still extremely capable in the dirt while also being significantly better on the road, both in terms of handling and rider comfort. In fact, the Triumph’s level of comfort and touring amenities are essentially unmatched in the middleweight class, and I’d go as far as to say that the Tiger is so good over long distances that it makes full-size ADVs seem superfluous for a good 90 percent of riders.

So who should buy it? I’d say just about anyone who wants a well-equipped middleweight adventure bike and has no real stake in that upper 5 percent echelon of expert offroad riding. Power, handling, comfort, and technology are all fully competitive for the segment, and the Triumph offers a better overall package than any of its competitors for less money.

2024 Triumph Tiger 900 Rally Pro Specs

Engine: Liquid-cooled DOHC 4-stroke inline 3-cylinder, 12 valves
Displacement: 888cc
Weight: 503 pounds (wet)
Seat Height: 33.9 inches
Fuel Capacity: 5.3 gallons
Price: From $17,395