The Triumph Tiger 900 GT Pro has been tweaked for 2024 and it's better than ever

Triumph’s Tiger 900 adventure bike has been seriously impressive since its release in 2020, selling over 45,000 machines and even taking the coveted MCN Machine of the Year in its Rally Pro guise.

For 2024, Triumph have gone for evolution rather than revolution, starting with gifting that impressive triple motor a few slight updates which have made it even better than before.

Not only does it have more grunt at the bottom end, but the smooth flow of power is now carried through even further to the top end, with an impressive level of urgency. Best of all, though, is how smooth it is; it’s now far less vibey than before through the newly dampened grips, and it feels as smooth as anything else cruising along at motorway speeds too.

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Fuel consumption has improved as well, with an average of 55mpg on twisty, throttle-happy roads that quickly rose towards the 60mpg mark on A-roads. As a touring bike that can go the distance, the tweaks to the engine and the ergonomics now mean that the Tiger 900 GT Pro is up there with the very best of them.

The chassis and suspension set-up on the GT Pro are mightily impressive as well, offering a comfortable, spacious riding position that is impressively plush on nice tarmac, while still offering suppleness for bumpy rides, too. Although the suspension isn’t fully adjustable (the front has no option to alter the preload), the ease of electronically adjusting the rear makes life easy, which is perfect with luggage or a pillion.

The previous generation Tiger 900 GT Pro was an impressive mile-munching tool, but with these subtle tweaks, it’s now even better than ever.

There’s very little to complain about when it comes to the ride quality of the Tiger 900 GT Pro. The cockpit offers an impressive amount of room even in the lowest seat height setting (it can be quickly altered from 820mm-840mm), thanks to the wide handlebars, low footpegs and the extra padding from the seat. Not only does the seat have thicker foam, but it’s also flatter which offers more space, and will easily handle a full day of riding without being too uncomfortable.

On tall-rounders and adventure bikes the screen can frequently be a bit of a pain in terms of buffeting, but the Tiger 900 offers an impressive level of protection with very little discomfort and a smooth airflow, even on the tallest setting. Although it’s not the cleanest design to look at (the springs are exposed, facing the rider) it’s incredibly easy to adjust on the move with one hand, and it offers a noticeable difference from the lowest to the highest setting.

The chassis and suspension set-up is impressive too, offering a window of usage that handles everything from fast, flowing cornering to pootling around in town. Although the weight still feels quite high up it’s well-balanced enough to not be an issue at slow speeds, and has a nice, tight turning circle too. The result is that Triumph’s Tiger 900 GT Pro truly is a joy to ride at any speed, and will happily tackle the city bustle as well as it can cope with some peg-scrapping antics too, if you want some sportiness injected into your adventure machine.

On the subject of which, braking power is incredibly potent, as those Brembo Stylemas offer bite with a responsive feel through the lever. Although the rear brake is strong, it doesn’t have the same nuance as the front, feeling more like an on/off switch. Even so, it’s by no means terrible and has plenty of power.

Triumph have put the hours in on this motor and it shows, with a significantly updated 888cc T-plane triple. The ’24 model has new pistons which means a higher compression, a new cylinder head with larger inlet ports, new inlet and exhaust camshafts, new (and longer) intake trumpets, new exhaust header assembly and new silencer too.

The result is a monumental difference to the riding experience, improving on an already impressive platform. It still has a huge hit of punchy torque at the very bottom of the rev range, but it now carries it all the way through to the redline with ferocity, which makes the Tiger 900 as happy being exciting and sporty as it is being docile.

That 888cc motor now feels smoother at the very bottom of the rev range, with a sublime throttle connection, even in ‘Sport’ and ‘Off-road’ mode. The quickshifter and autoblipper are smooth as well, and the Tiger will happily sit at motorway speeds in a quiet, controlled manner.

It now offers a real 60mpg figure on cruise control too, and does so without any excess vibrations through the ‘bars and seat, which has drastically improved the whole riding experience. This is thanks to a new seat design, and the internal engine work smoothing things out and also the damped handlebar mounting.

Triumph’s Tiger 900 GT Pro is a well-finished machine for the most part, which looks and feels premium not only in its componentry, but in its detailing too.

In terms of reliability, the previous generation Tiger 900 has proven to be a dependable machine with a lot of positive reviews. However, there have been a few issues which mainly came from the first generation, and Triumph have been keen to address this.

Valve clearance intervals have now been upped to 18,000 miles, and there’s been a 27% reduction in service costs too, which has always been a big gripe from owners.

At £13,895, Triumph’s Tiger 900 GT Pro isn’t cheap, but it’s impressively priced in the 19” front wheel middleweight(ish) adventure category, especially when the standard equipment on the Pro is taken into account.

In terms of its rivals, Yamaha’s advanced and impressive Tracer 9 GT+ is £14,910, while Ducati’s electronically suspended Multistrada V2 starts at £15,795. A thorn in the Tiger's side comes from BMW’s F900XR which starts at £10,350, but a reasonable specification machine costs £12,010 and still doesn’t come as well equipped.

The Tiger 900 GT Pro is impressively spec’d, coming equipped with just about everything that is needed on a mile-munching adventure machine.

In its Pro guise, you get a centre stand, heated grips, heated seats (both rider and passenger), handguards, cruise control, an electronically adjustable shock, cornering ABS and traction control, a quickshifter and autoblipper - the list goes on.

It now has the same 7” TFT dash and interface first released on the Tiger 1200 models which is fairly simple to navigate, but isn’t the cleanest dash in the business. It’s also got a really slow processing time when navigating through the menu, and it feels like it takes a lifetime to fire up after the key has been twisted.