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2022 Tiger 900 Cruise Control fix

Discussion in ' Triumph Tigers ' started by wood600rr , Jul 21, 2022 .

wood600rr

wood600rr Adventurer

I just bought a 2022 Tiger 900 Rally Pro and everything was perfect except the cruise control would not function. I followed the instructions in the manual to no avail, the light on the dash would not illuminate. So I did some searching and found a fix for a different model Tiger and I gave it a try, lo and behold it worked perfectly. Seems like the dealer never activated it, the sequence below activates it properly: This is from manual, but not sure if you have to have the Triumph Diagnostic tool running as the test is part of a particular Diagnostic tool test. Switch ignition on ( But do not run engine): Operate each function only once in the below order 1) Press Cruise control On 2) Operate front brake 3) Operate Rear Brake 4) Operate Clutch Lever 5) Operate Twist grip cruise cancel ( Roll twist grip fully forward) 6) Operate Cruise control accelerate 7) Operate Cruise Control decelerate 8) Turn ignition off then on Try it and let us know

AloneInTheHills

AloneInTheHills Long timer

The only thing I can think of is maybe they do it at 1st service (if so they should have told you). Lots of manufacturers recommend not using CC until after break in. Too steady of an rpm isn't great for new cams. Better break in is to intentionally vary gear and speed to be at varied and not too high rpm.
Yeah that makes sense I suppose, this is the first bike I have had with cruise control and I likely won't use it much especially around town but for sure it should be disclosed if it is not activated until first service.

OuttaTowner

OuttaTowner Long timer

That's the same procedure on the 800's. This can occur if certain DTC's are tripped and reset. Probably occurred during bike assembly at the dealership and they never reset it. Keep this procedure handy if this occurs on a trip and your cruise is disabled. From the manual: Cruise Control Switch Check The cruise control switch check is required after certain DTCs or defects have been repaired which relate to the ride by wire system or cruise control system, or after the adaptions have been reset. The switch check requires the user to operate the switches in order, following the instructions on screen. ... A malfunction of any switch will not necessarily cause a DTC to be stored and may prevent the cruise control from operating correctly.

Not Dave

Not Dave I smell bacon Supporter

wood600rr said: ↑ ... this is the first bike I have had with cruise control and I likely won't use it much ... Click to expand...

brock29609

brock29609 '21 Triumph Tiger Rally Pro

My '21 900 Rally Pro cruise control stopped working after some electrical mods I was making. Regarding this sequence, #1 and #7 are the same button, right? So should one of these steps be skipped? My copy of the shop manual makes several references to a Cruise Control Switch Check, but it never explains how to perform it. wood600rr said: ↑ Operate each function only once in the below order 1) Press Cruise control On 2) Operate front brake 3) Operate Rear Brake 4) Operate Clutch Lever 5) Operate Twist grip cruise cancel ( Roll twist grip fully forward) 6) Operate Cruise control accelerate 7) Operate Cruise Control decelerate 8) Turn ignition off then on Try it and let us know Click to expand...
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tiger 900 gt pro cruise control

tiger 900 gt pro cruise control

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

2024 Triumph Tiger 900 GT Pro review

  • Better fuel economy
  • Damped handlebar mounting and improved ergonomics
  • More power and torque

At a glance

Overall rating.

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.

2024 Triumph Tiger 900 GT Pro tested for MCN by Carl Stevens

  • What's that kit? Read Carl's review of this Alpinestars Andes V3 jacket

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.

2024 Triumph Tiger 900 GT Pro on the road

Ride quality & brakes

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.

2024 Triumph Tiger 900 GT Pro rear action

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.

2024 Triumph Tiger 900 GT Pro engine

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.

Reliability & build quality

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.

2024 Triumph Tiger 900 GT Pro detail

Value vs rivals

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.

2024 Triumph Tiger 900 GT Pro front

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.

2024 Triumph Tiger 900 GT Pro dash

Model history & versions

Model history.

Triumph overhauled their middleweight adventure bike range in 2020 when they replaced the Tiger 800 XC (off road focused) and 800 XR (road focused) with all-new 900 models.

The new bikes got increased engine capacity to become 900s (888cc) and also swapped to a T-plane 270-degree crank designed to mimic the low-down grip and torque of a V-twin.

Triumph also ditched the confusing model designations  in favour of GT for on road and Rally for off, which was later adopted across the Tiger 1200 range, too.

Other versions

There are several versions of the Triumph Tiger 900 to choose from. The base Tiger 900 GT (£12,195) forgoes the electronic shock adjustment of the Pro as well as a few gizmos like heated seat and quickshifter.

There is also the Rally Pro version s of the Tiger, too, which share the same platform as the GTs, but comes equipped with a 21” front wheel, long travel suspension and a few other subtle tweaks.

Both the GT and the Rally also come in an Aragon special edition for 2024.

Owners' reviews for the TRIUMPH TIGER 900 GT PRO (2024 - on)

1 owner has reviewed their TRIUMPH TIGER 900 GT PRO (2024 - on) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.

Review your TRIUMPH TIGER 900 GT PRO (2024 - on)

Version: 2024 Tiger 900 GT Pro

Annual servicing cost: £400

This bike not set your soul on fire, but by god it is easy to ride in almost any setting. I owned a 2021 model for a few years so the upgrade to the engine is appreciated, though I still think 125hp is what this bike will eventually end up at like the street triple. I've had the bike for about 60 days at this point and put on about 1500 miles. Negatives first.. I don't like the stock Metzler Tires and can't wait to get rid of them. They are better than the last generation but still can't hold a line, at least these aren't vague feeling. The windscreen sits slightly lower by about a inch or so. I'm 6ft and the wind barely goes over my helmet. I do get way more bugs on helmet than the previous tiger. Wind protection is good don't get me wrong but if you are 6ft or taller you may feel the need to go to the aftermarket. I have no plans to do that myself however. TFT screen is not bad its just fussy. Too many sub menus to navigate to change music, suspension, tire pressure, fuel gauge and such. The Good.. The engine is fantastic. This bike will not pull your arms off but it will straighten them pretty quickly. The engine really pulls around 5k and up. The seat is fantastic and the cockpit is very pleasant. I can ride the bike for a full tank and not get tired.

Ride quality is exceptional. Obviously its a shame no preload on the front shocks. The adjustment for rebound and damping are surprisingly very noticeable. One click and and you will feel it. As previously stated the Metzler tires are not great but ok. The brakes are great like on all Triumphs. Great feel and adjustable.

I want 125hp but I always want 10 more hp in every bike I own. 125hp with 72ft pounds of torque on this bike would be perfect in my opinion. The engine is sublime. Is it still vibey? yes it is, but its much better and really should not deter you from buying one.

Quality is everywhere. Not sure what to say about this.. Its a Triumph. I consider them the Lexus of motorcycles. My 2021 Tiger had zero issues and put on 18,000 miles on it. I expect the same out the 2024 model.

I paid 400 dollars for my first service. I plan on doing all my own servicing from here on out till the 18k valve check. New tires every 5k or so.

Heated seats and grips are musts for me since I ride year round here in the Southern USA. Center stand for easy oil changes and tire changes. Cruise control works very easily.

Buying experience: Charleston Triumph. I will not buy from any other dealer. Easy and no pressure.

2024 Triumph Tiger 900 GT Pro review

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Ultimate Motorcycling

2020 Triumph Tiger 900 GT Pro Review (19 Fast Facts)

2020 Triumph Tiger 900 GT for sale

With the competition mid-size adventure motorcycle segment hotting up, it was time that Triumph moved on from the aging Tiger 800 line. It’s not that the Tiger 800 was a bad motorcycle—I very much enjoyed touring Wales on it a couple of years ago—but it was due for replacement after three generations.

If nothing else, Triumph needed to sort out its naming of the Tiger line. You had to be a true Triumphile to know the difference between the XCx, XCa, XRt, and XRr—a confusing recipe for alphabet soup. That brings me to the 2020 Triumph Tiger 900 GT Pro and the roads of central Morocco.

Tiger 900 GT review

1. The new 888cc triple is a fantastic touring powerplant. With the right balance of smoothness and character, the inline-3 rewards a twist of the throttle without demanding it. It’s a short-stroke design, though the 900’s power increase over the 800 does not come at the top end. There is more torque everywhere in the powerband, compared to the outgoing 800, with over 55 ft-lbs of torque on tap from 3000 to 8750 rpm—peaking at 64 ft-lbs at 7250 rpm. Twist the throttle, and the Tiger 900 moves out. At that same 8750 rpm, the 95-horsepower peak is reached—again, power is increased significantly over the same range as the torque. While the motor will spin up to 10k, there is simply no reason to not click up a gear instead. This powerplant is used across the five-motorcycle Tiger 900 range.

2. Moving up from the 900 GT to membership in the GT Pro club has its benefits. The GT Pro gets five riding modes (four on the GT), electronically adjustable shock damping, an up/down quickshifter, smartphone/TFT-display connectivity via the My Triumph app, LED fog lights, heated seats, illuminated switches, tire pressure monitoring, and a centerstand. Significant differences between the GTs and the off-roading Rallys includes a 19-inch cast-aluminum front wheel (21-inch wire-spoked on the Rally models), Marzocchi suspension (Showa on the Rallys), and shorter suspension travel (2.4 inches at each end). Also, the GT Pro doesn’t get the motor crash protection that the Rally Pro enjoys, and the Rally Pro has six riding modes. With these distinctive feature sets, Triumph has made it easy to differentiate between the models.

Tiger 900 GT Pro off-road review

4. There are two seat heights—both of them work. The seat is quickly adjustable between two heights—31.9 and 32.7 inches. I liked the flat-footed access the lower setting gave me—but on longer rides, the taller position affords a bit more legroom. With the seat lower, my legs did feel in more of a sporting position, though the grips are relatively higher. It’s nice to have a choice, and which one I go with will be determined by the ride ahead—lower in the twisties, and higher on the highway.

5. Metzeler Tourance Next tires tip the hand of Triumph’s intentions for the Tiger 900 GT. Although they’re touted as Enduro Street tries by Metzeler , the dual-compound Tourance Next is much more of a high-mileage all-weather sport-touring tire that happens to come in a 19-inch size for the front wheel. For the purely upright touring-friendly ergonomics of the Tiger 900 GT, the Metzelers provided more than enough confidence and performance on Moroccan backroads. The long lateral sipes that displace water also help on the dirty twisting roads. I never felt any uneasiness at the front end, and the rear tire didn’t noticeably trip the traction control, even as I got the triple spinning on the iffy pavement.

6. Four preset and one customizable riding mode makes the 2020 Triumph Tiger 900 GT Pro a versatile performer. The three expected modes are on the GT Pro—Sport, Road, and Rain—plus an Off-Road mode, along with a Rider mode ready for your personalized requirements. The three street-going modes all have the same IMU-assisted Cornering ABS setting, with Off-Road dealing with ABS more gingerly. Traction control intrusion is dialed differently for all four modes, and can be shut off via the TFT screen and the left handlebar joystick.

Tiger 900 GT seat height

8. While some will be happy to fuss with the Rider mode and produce a unique arrangement, I found the three street-going presets to be fully satisfactory for the job at hand. Whether tearing down a rugged back road, or zipping through traffic, there was never a moment where the Cornering ABS or traction control felt like a hindrance or unwelcome intruder. Triumph engineers—software and hardware—got it right with Sport and Road for my tastes. Again, if you’re persnickety, the customizable Rider mode is there to accommodate you.

9. The Triumph Tiger 900 GT Pro has an up/down quickshifter for convenient clutch-free shifting. Do you really need a quickshifter on an adventure motorcycle? Probably not, but the Triumph Tiger 900 has one. It’s not surprising how fun it is to use when riding aggressively, but I also found myself using it as we churned in and out of villages at languid speeds. If the rpm drops too low, the quickshifter does occasionally balk, so don’t lose your clutching skills just yet.

10. Cruise control on the Tiger 900 gives your right hand a break as you click off miles on open highways. It’s easy to access on the left handlebar and works intuitively.

11. The 2020 Triumph Tiger 900 GT Pro gets Marzocchi suspension, and they are good units. Triumph didn’t go all the way with semi-active suspension, or even fully electronically adjusted suspension. The shock’s spring-preload and rebound damping are electronically adjustable, while the front requires manual adjustment of the compression and rebound damping, with the fork’s spring-preload fixed. The shock has four damping presets that mirror the riding modes, along with four preload settings. The GT Pro allows you to select any of nine damping adjustments, with 1 being softest and 9 hardest. Triumph selected 8 for Sport, 5 for Normal (Road), and 2 for Comfort (Rain). If you’re not satisfied with the default setting tied to the riding modes, you can adjust the damping on the fly.

Tiger 900 GT street review

13. The Triumph Tiger 900 gets up-spec Brembo Stylema brakes for 2020. Not only are the larger front discs (320mm vs. 305 on the Tiger 800) being grasped by four-piston monoblock calipers instead of two-piston sliding calipers, the radial master cylinder provides a firm, precise feel at the lever. A steady squeeze on the progressive brakes delivers confidence-inspiring power. There’s also a Brembo (instead of a Nissin) working the rear disc now. As someone who uses the rear brake quite a bit, not only to finesse slower speed situations, but as a supplement to the front, I was delighted with the feel.

14. The windscreen is five-way, manually adjustable to suit your size and riding conditions. High-speed drones on the highway felt best with the windshield in the highest position (over a two-inch range). When riding through the bustling and dusty, harder-to-read pavement conditions in Marrakech, I was happy to push the screen out and down to the lowest position so as not to be looking through it. While the screen can be moved on the fly, I was only able to safely slide it down, not up. It’s simple enough to accomplish at a stop.

15. The fuel tank is larger but slimmer. The touring range of the Tiger 900 been extended a bit as the capacity bumps up to 5.2 gallons, a quart more than the 800. The tank is redesigned so that the additional volume does not add to its waistline. As a result, the 900 is slimmer than the 800, and this contributes to how manageable the bike feels, particularly at slow speeds.

2020 Triumph Tiger 900 TFT

17. Secure, dedicated storage and USB charging are available for your smartphone under the Tiger 900’s seat. You can functionally access it via the MyTriumph app.

18. With more than 65 new accessories available for the 2020 Triumph Tiger 900s, you’re sure to find a way to personalize your Tiger. From luggage/storage options to protection, and comfort to performance, you can tweak the Tiger 900 to fit your riding style. Triumph put together a couple of targeted kits—the Trekker Kit for touring, and the Expedition Kit for off-road enthusiasts (or just someone who likes the off-road ADV look).

2020 Triumph Tiger 900 GT for sale

Location photography by Gareth Harford and Chippy Wood

RIDING STYLE

  • Helmet: Arai XD4
  • Jacket: Alpinestars Stella Andes Pro Drystar
  • Back protection: Alpinestars Nucleon KR-Celli
  • Gloves: Alpinestars Stella Tourer W-7 Drystar
  • Pants: Alpinestars Stella Andes V2 Drystar
  • Socks: MP Magic Perino Wool
  • Boots: Sidi Performer Lei

2020 Triumph Tiger 900 GT Pro Specs

  • Type: Inline-3
  • Displacement: 888cc
  • Bore x stroke: 78.0 x 61.9mm
  • Maximum power: 94 horsepower @ 8750 rpm
  • Maximum torque: 64 ft-lbs @ 7250 rpm
  • Compression ratio: 12.3:1
  • Valvetrain: DOHC, 4vpc
  • Fueling: EFI
  • Transmission: 6-speed w/ up/down quickshifter
  • Clutch: Assist and slipper
  • Final drive: O-ring chain
  • Frame: Tubular steel w/ bolt-on subframe
  • Front suspension; travel: Fully adjustable damping Marzocchi 45mm inverted fork; 6.7 inches
  • Rear suspension: travel: Linkage-assisted, fully electronically adjustable Marzocchi shock; 6.7 inches
  • Wheels: Cast alloy
  • Front wheel: 19 x 2.5
  • Rear wheel: 17 x 4.25
  • Tires: Metzeler Tourance Next
  • Front tire: 100/90 x 19
  • Rear tire: 150/70 x 17
  • Front brakes: 320mm floating discs w/ Brembo Stylema 4-piston monoblock calipers
  • Rear brake: 255mm disc w/ Brembo single-piston sliding caliper
  • ABS: Cornering ABS

DIMENSIONS and CAPACITIES

  • Wheelbase: 61.3 inches
  • Rake: 24.6 degrees
  • Trail: 5.2 inches
  • Seat height: 31.9 or 32.7 inches
  • Fuel tank capacity: 5.3 gallons
  • Estimated fuel consumption: 55 mpg
  • Curb weight: N/A
  • Sapphire Black

2020 Triumph Tiger 900 GT Pro Price:

  • $16,200 MSRP

2020 Triumph Tiger 900 GT Pro Review – Photo Gallery

2020 Triumph Tiger 900 GT for sale

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  • Triumph Manuals
  • Tiger 900 GT Pro 2020

Triumph Tiger 900 GT Pro 2020 Manuals

Triumph Tiger 900 GT Pro 2020 Owner's Handbook Manual

Triumph Tiger 900 GT Pro 2020 Owner's Handbook Manual (200 pages)

Table of contents.

  • Table of Contents 2
  • Safety First 7
  • Warning Labels 16
  • Parts Identification 18
  • Serial Numbers 23
  • General Information 25
  • Hand Controls 27
  • Ignition Switch/Steering Lock 27
  • Right Handlebar Switches 29
  • Left Handlebar Switches 30
  • Throttle Control 33
  • Brake Lever Adjuster 34
  • Clutch Lever Adjuster 35
  • Instruments 36
  • Instrument Displays Overview 36
  • Instrument Panel Layout 37
  • Display Styles 39
  • Warning Lights 39
  • Warning and Information Messages 44
  • Odometer and Speedometer 46
  • Tachometer 46
  • Fuel Gauge 47
  • Coolant Temperature Gauge 47
  • Ambient Air Temperature 48
  • Gear Position Display 49
  • Display Navigation 49
  • Riding Modes 49
  • Riding Mode Selection 50
  • Main Menu 52
  • Information Tray 63
  • Cruise Control 70
  • Activating Cruise Control 71
  • Adjusting the Set Speed While in Cruise Control 71
  • Deactivating Cruise Control 72
  • Resuming the Cruise Control Set Speed 72
  • Traction Control (TC) 73
  • Optimized Cornering Traction Control (if Equipped) 75
  • Traction Control Settings 76
  • Tire Pressure Monitoring System (TPMS) (if Equipped) 76
  • Tire Pressure Warning Light (if Equipped with TPMS) 77
  • Tire Pressure Sensor Serial Number 77
  • Tire Pressures 78
  • Replacement Tires 78
  • Sensor Batteries 79
  • Fuel Tank Cap 81
  • Filling the Fuel Tank 82
  • Center Stand (if Equipped) 83
  • Seat Care 84
  • Seat Lock 84
  • Passenger Seat 85
  • Rider's Seat 86
  • Rider's Seat Height Adjustment 87
  • Heated Seats (if Equipped) 88
  • Storage Compartment (if Equipped) 89
  • Windshield 90
  • Tool Kit 91
  • USB Socket (if Equipped) 92
  • Electrical Accessory Sockets 94
  • Breaking-In 95
  • Daily Safety Checks 96
  • How to Ride the Motorcycle 97
  • Stopping the Engine 98
  • Starting the Engine 98
  • Moving off 100
  • Shifting Gears 100
  • Triumph Shift Assist (TSA) (if Equipped) 101
  • Braking 102
  • Anti-Lock Braking System (ABS) 104
  • Optimized Cornering ABS (OCABS) 106
  • Parking 107
  • Considerations for High Speed Operation 109
  • Accessories, Loading and Passengers 111
  • Maintenance 117
  • Scheduled Maintenance 120
  • Scheduled Maintenance Table 122
  • Engine Oil 124
  • Sump Guard 124
  • Engine Oil Level Inspection 125
  • Engine Oil and Oil Filter Change 126
  • Disposal of Used Engine Oil and Oil Filters 128
  • Engine Oil Specification and Grade (10W/40 & 10W/50) 128
  • Cooling System 129
  • Coolant Level Inspection 130
  • Coolant Level Adjustment 130
  • Position the Motorcycle on Level 130
  • Coolant Change 131
  • Throttle Control 132
  • Clutch Inspection 132
  • Clutch Adjustment 132
  • Drive Chain 133
  • Drive Chain Lubrication 133
  • Drive Chain Free Movement Inspection 134
  • Drive Chain and Sprocket Wear Inspection 136
  • Breaking-In New Brake Pads and Discs 137
  • Brake Pad Wear Compensation 138
  • Disc Brake Fluid 138
  • Front Brake Fluid Level Inspection and Adjustment 139
  • Rear Brake Fluid Level Inspection and Adjustment 141
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  • Steering Inspection 142
  • Front Suspension 143
  • Never Attempt to Dismantle any Part 143
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  • Skin and Eye Damage Can Result from Contact with the Pressurized Oil 143
  • Skin and Eye Damage Can Result from 143
  • Front Suspension Setting Charts 144
  • Make Sure that the Correct Balance 144
  • Between Front and Rear Suspension Is 144
  • Refer to the Information or Consult Your Authorized 144
  • Front Suspension Spring Preload Adjustment 145
  • Front Suspension Compression Damping Adjustment 146
  • Front Suspension Rebound Damping Adjustment 147
  • Front Fork Inspection 147
  • Riding the Motorcycle with Defective or Damaged Suspension Is Dangerous and May Lead to Loss of Control and an Accident 147
  • Rear Suspension 148
  • Rear Suspension Setting Charts 148
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  • After Washing 174
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  • Preparation for Storage 180
  • Preparation after Storage 181
  • Specifications 183
  • Specifications 189
  • Approval Information 199

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Tiger 900 GT & Rally

Obrovský skok vpřed ve všech schopnostech vnáší maximální dobrodružství do každé jízdy.

Na výběr máte hned z pěti modelů, které se od sebe liší úrovní výbavy i technickými parametry. Nejvybavenější Tiger 900 Rally Pro & GT Pro zahrnují již vyhřívané rukojeti, sedla nebo oboustranné rychlořazení.

Ať už budete čelit městské džungli nebo se vydáte na cestu kolem světa, můžete si být jisti, že Tiger 900 vás dostane vždy tam, kám vás napadne.

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2023 Triumph Tiger 900 GT [Specs, Features, Photos]

2023 Triumph Tiger 900

The 2023 Triumph Tiger 900 GT: A Leap Forward

Model overview.

  • Specifications

Last year British motorcycle builder Triumph completely remade the Tiger 900, with the aim of giving adventure riders the ultimate machine to match their adventure dreams. For the more road-focused rider, Triumph offers the Tiger 900 GT and GT Pro as part of their 2023 bike lineup .

At the heart of the Tiger 900 GT is a liquid-cooled, 888cc inline-three-cylinder engine that produces 94 horsepower and 64 lb-ft of torque. This powerful engine is paired with a six-speed transmission and a slip-assist clutch. To ensure you can bring it all to a quick stop, Triumph adds premium Brembo Stylema brakes.

The GT features Marzocchi 45mm upside-down front forks, with both front and rear offering manual adjustability. Stepping up to the GT Pro you find a new electronically adjustable suspension setup, developed in collaboration with Marzocchi.

As you’d come to expect from Triumph Motorcycles , all of the 900 Tigers are loaded with tech, including cornering ABS and traction control, and six selectable riding modes. Full LED lighting, heated grips, cruise control, handguards, and secure cell phone storage with charging, are all standard items in the Tiger 900 line. The GT Pro adds My Triumph connectivity system with Bluetooth, Triumph Shift Assist, heated rider and pillion seats, LED fog lights, and Tire Pressure Monitoring.

Color choices for the 2023 Triumph Tiger 900 GT models:

  • 2023 Triumph Tiger 900 GT: Pure White, Sapphire Black, Caspian Blue
  • 2023 Triumph Tiger 900 GT Pro: Pure White, Sapphire Black, Caspian Blue

The 2023 Triumph Tiger 900 GT model pricing starts at:

  • 2023 Triumph Tiger 900 GT: $14,995 USD / $16,600 CAD
  • 2023 Triumph Tiger 900 GT Pro: $16,895 USD / $19,295 CAD

On this page: we’ve curated specs, features, news, photos/videos, etc. so you can read up on the new 2023 Triumph Tiger 900 GT in one place.

2023 Triumph Tiger 900

General Info

  • Price: $14,995 USD / $16,600 CAD
  • Key Features:
  • 888cc Triple engine
  • Marzocchi suspension
  • Brembo Stylema 4-piston radial monobloc calipers
  • Triumph Shift Assist up-and-down quick-shifter
  • Selectable riding modes
  • 7” TFT Display
  • GT Pro adds electronic suspension
  • Engine: 888 cc DOHC, inline 3-cylinder
  • Power: 94 HP (estimated)
  • Torque: 64 lbs-ft @ 7,250 RPM
  • Dry Weight: 427 Lbs (194 kg)
  • Seat Height: Adjustable 32.28-33.07 in (820-840 mm)

Competitors

  • Suzuki V-Strom 800DE
  • Ducati Multistrada V2 S
  • BMW F 850 GS
  • KTM 890 Adventure
  • Moto Guzzi V85 TT

2023 Triumph Tiger 900

2023 Triumph Tiger 900 GT Specifications

From Triumph

2023 Triumph Tiger 900

2023 Triumph Tiger 900 GT Features

Exciting adventure options.

The Tiger 900 GT – Built for maximum urban adventure, proper long-distance travel and everything in between, the GT range has all the performance, equipment and technology to approach every ride with confidence and excitement.

NEW 900CC TRIPLE ENGINE

All-new class-defining chassis.

Improved ergonomics – Narrower standover width improves rider comfort, particularly when stop-start riding. Handlebars are now 0.39 inches closer to the rider giving a more comfortable upright riding position, and dedicated footrest positions for each Tiger 900 model are optimized for the style of riding.

TAILORED SUSPENSION AND BRAKES SETUPS

The 900 and GT models have Marzocchi 45mm upside down cartridge front forks that deliver 7.08-inches (180mm) wheel travel. On the GT and GT Pro models, these have manually adjustable compression and rebound damping.

The Rear Suspension Unit delivers 6.69-inches (170mm) wheel travel, and is manually adjustable for preload and rebound damping on the GT model.

The top-spec GT Pro RSU features a new electronically adjustable suspension setup, developed in collaboration with Marzocchi.

Tiger 900 Rally – To reflect the advanced off-road performance of the Tiger 900 Rally range, the ultimate in suspension capability is delivered by a Showa suspension setup.

Both Rally models have 45mm Showa upside down cartridge forks with manual adjustment of preload, rebound and compression damping, and 9.44-inches (240mm) wheel travel. On the rear there is a gas pressurized RSU, adjustable for preload and rebound damping, with 9.05-inches (230mm) rear wheel travel.

STATE-OF-THE-ART TECHNOLOGY

The mid- and top-spec Tiger 900 GT and Rally models feature new full-color 7-inch TFT instruments which display comprehensive ride information, plus new optimized cornering ABS and traction control for improved safety. The range offers up to six riding modes to tailor your ride depending on your needs, and core technology for all GT and Rally models is set at a high level, including all-LED lighting, heated grips, cruise control, handguards, and secure cell phone storage with charging.

ALL-NEW AGGRESSIVE STYLE AND ATTITUDE

Emphasizing its all-road capability and exceptional agility, the new Tiger 900 has a narrow standover width and is designed with a lighter front-end, reduced bodywork scale, more aggressively styled fuel tank and advanced, lightweight frame.

2023 Triumph Tiger 900 GT Photos

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2023 Triumph Tiger 900 GT Videos

Is This The Definitive Touring Motorcycle? 2023 Tiger 900 Gt Modes, Assists, Riding And All Else :

Let’s talk Triumph Tiger 900 GT Pro and stuff :

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Rider Magazine

2023 Triumph Tiger 900 GT Low | Tour Test Review

The following review of the 2023 Triumph Tiger 900 GT Low comes from Reg Kittrelle, founder and publisher of Thunder Press and Battle2win magazine and author of the Unrepentant Curmudgeon column at Rider ‘s sibling publication, American Rider .

2023 Triumph Tiger 900 GT Low

“She was tall, beautiful in her own way, and a little intimidating. I knew we’d do things I’d never done before.”

Unrequited love? Nope, not this time. “She” was a new 2007 Ducati Multistrada 1100 S and one of Bologna’s first entries into the growing adventure bike segment. I needed that Ducati. 

BMW is credited with creating the adventure – or ADV – motorcycle with the introduction of the R 80 G/S in 1980. The bike’s success pushed other OEMs into offering their versions. What appealed to me then – and continues to do so today – is the versatility of ADVs. Their motors are usually large, quick, and fast. Their long-travel suspensions nicely gobble up less-than-perfect pavement. They’re entirely unafraid of dirt roads, yet they can deal competently with a track day. They are comfortable and can seemingly carry everything.

2023 Triumph Tiger 900 GT Low Deadwood South Dakota

Read all of Rider ‘s Adventure & Dual-Sport Motorcycle coverage here.

By my count, I’ve owned four ADVs, each with a distinct personality. That Multistrada? A pur sang sportbike in an ugly suit. Next was a Buell Ulysses, a fun, torquey brute. Then there was a KTM 990 SM-T, a headstrong beast that did not understand the concept of slow. My current – and favorite – is a 2012 Triumph Tiger 800 XC. Bought new in 2011, it’s the motorcycle I’ve owned the longest. That’s also the year the street-oriented Tiger 800 and off-road-ready Tiger 800 XC shared Rider ’s Motorcycle of the Year award.

History aside, what has brought me here is Rider ’s offer of a 2023 Triumph Tiger 900 GT Low for a cross-country trip I had planned. Gee, I probably had to think about that for all of 10 seconds.

Too Short for an ADV?

As much as I favor ADVs, they have one significant drawback for us shorter riders. By design, ADVs have tall seats due to their long-travel suspension and 19- or 21-inch front wheels. This presents a problem for me since I’m 5-foot-7 with a 30-inch inseam.

2023 Triumph Tiger 900 GT Low Mount Rushmore

My 2012 Tiger had a 33-inch seat height, barely allowing me to put one toe on the ground. I needed a more confident feel than that, so I lowered it an inch in the rear via a “dog bone” link on the shock, and I lowered the front end by 1.5 inches by moving the fork tubes higher in the triple clamp. These changes allowed for the tips of both of my big toes to touch down. Additionally, I installed risers that moved the handlebar up and back to put me in a more upright, comfortable position. 

Related: 2023 Triumph Tiger 1200 GT Pro | Road Test Review

The 2023 Tiger 900 GT Low

The “Low” version of the Tiger 900 GT puts both my feet flat on the ground. To achieve its lower seat height of 29.9 inches, suspension travel has been reduced 1.6 inches in front and 0.75 inches at the rear compared to the standard Tiger 900 GT, which has a seat height of 31.9 inches in its lowest position. Given that the GT Low is a street-oriented motorcycle, the reduction in travel and ground clearance has a negligible impact.

2023 Triumph Tiger 900 GT Low Flaming Gorge

Additionally, the handlebar’s rise and pullback place me where I want to be. Further contributing to the comfort quotient are heated grips and a nicely padded and supportive seat that remained comfortable even after long hours on the road. The Tiger Low fits me as if I were that mythical average rider around which motorcycle ergonomics are designed.

The Tiger was fitted with Triumph’s accessory Expedition panniers: 37-liter top-loaders made from 1.5mm aluminum with polymer reinforcements. I particularly appreciated the six brackets on the lids that made it easy to strap on additional gear. 

2023 Triumph Tiger 900 GT Low

All of this means that the bike fits my simple definition of an ADV: a motorcycle that can comfortably take me to distant places carrying lots of stuff. 

Related: 2022 Triumph Tiger Sport 660 | Video Review

A Loose Plan

I picked up the Tiger in Southern California, loaded my gear, then headed east. As I would be camping most nights, my cargo included a sleeping bag, a tent, and an air mattress. I usually like to cook my own meals, but on this trip, I opted for restaurants and just a small stove for making coffee.

2023 Triumph Tiger 900 GT Low St. Joseph Missouri

My trip followed a loose plan. There were people and things I wanted to see, but my route was more influenced by whim and weather than design.

With only 210 miles showing on the odo, I treated the first several hundred miles as a break-in ride. By the time I hit Las Vegas, the initial bit of engine roughness smoothed out, and I could begin to enjoy one of the sweetest motors found in a motorcycle frame.

From Vegas, I headed north to Interstate 70 in Utah, then east to Colorado. The interstate in Utah has an 80-mph speed limit, so 90-mph traffic flow is not unusual. At one point, I was passed by a semi-truck doing 90-plus. This velocity investigation on my part showed that the top speed on this ’23 model was noticeably higher than my 2012 Tiger 800 XC while having the same claimed 94 hp, perhaps as a result of the 900 GT weighing 50 lb less and featuring a redesigned Triple.

2023 Triumph Tiger 900 GT Low Monarch Pass Continental Divide Colorado

Mid- to upper-range acceleration was excellent, but initial grunt – as from a stop – was less than I expected. Not slow, just slower. At any speed, the Tiger was perfectly stable, and the adjustable windscreen eliminated nearly all buffeting. An exception to this was in parts of Kansas where the crosswinds tried their damnedest to unseat me.

Continuing east, the Tiger ate up Kansas and Missouri on the way to the Mississippi River, where I turned north to Dubuque, Iowa. Just east of there, I met up with a group of friends in Galena, Illinois, one of my planned stops for a weekend.

2023 Triumph Tiger 900 GT Low Mississippi River

Electronic Bits on the 2023 Tiger 900 GT Low  

Monitoring almost every aspect of my trip was a 7-inch TFT display. Easy to read even in direct sunshine, the dash offers almost too many options and controls. After fiddling with various screens, I chose one that kept my speed and mpg numbers forefront.

2023 Triumph Tiger 900 GT Low

I was particularly impressed with the fuel consumption. I consistently saw 54-55 mpg at steady interstate speeds, and mileage on backroads and around town was always above 40 mpg. With a 5.3-gallon tank, that translates to 285-290 miles of range on the freeway and 210-plus otherwise.

One feature I learned to love was the Tiger’s ride modes, including Street, Off-Road, Rain, and Sport. I used Rain more than I wanted to but appreciated its softened throttle response on wet and icy roads, reducing possible tire slippage (cornering-optimized ABS and traction control also help). Sport worked the opposite, giving a noticeably sharper throttle response. 

Ambushed by the Weather

Leaving Illinois, I drifted up to Wisconsin and then headed west through Minnesota, South Dakota, and Wyoming. The weather turned from sunny to cloudy and stormy, but between the rain drops, I was able to get in some great riding in South Dakota’s Black Hills. The worst weather I hit was in Utah between Duchesne and Green River, where rain, hail, ice, and a bit of snow greeted me.

2023 Triumph Tiger 900 GT Low Utah

The hailstorm was the most vicious I’ve experienced, with the stones knocking my head around like a cueball. At nearly 10,000 feet elevation, the dash flashed red and displayed an ice alert. That had me questioning just what the hell I was doing! I slowed even slower than the slow I was going and finally made it to Green River only to find that a flash flood had inundated my campground. That night’s motel was a very welcome sight, but to add insult to injury, the restaurant next door had beer but no tequila, my preferred post-ride medicine.

2023 Triumph Tiger 900 GT Low Hoover Dam Lake Mead

From Green River, the weather improved, and I rode in sunshine south to Quartzite, Arizona, then west to Orange County, California, to return the Triumph. This variety of weather put the Metzeler Tourance Next tires to the test, and I rode confidently on both wet and dry roads. While I did minimal off-pavement riding on this trip, my experience shows they do a decent job on dirt and gravel surfaces.

By the trip’s end, I’d spent 23 days visiting 14 states and logged about 5,500 miles in a full menu of weather, including a couple of flash floods and those ferocious Kansas winds. Temperatures ranged from 31 degrees in Minnesota to a nasty stretch of 106 degrees in Kansas, with altitudes up to 11,312 feet over Colorado’s Monarch Pass. 

2023 Triumph Tiger 900 GT Low South Dakota

It’s the Little Things

Not everything about the 2023 Triumph Tiger 900 GT Low was to my liking. The TFT dash screen is a marvel of electronics, but it’s about 2 inches too low, requiring you to look down farther than you should, and the tankbag I used obscured part of the screen. Also, the ignition switch is buried in a hole atop the triple clamp, making it difficult to access with heavy gloves and especially inconvenient with a loaded tankbag.

Triumph persists in fitting DIN-style power outlets. Not many commonly used devices, such as a GPS, heated gear, or phones, come with a DIN plug. One of these outlets is located beneath the dash screen and on the left side just below the saddle. There’s a USB outlet under the seat, but that’s hardly handy.

Tail of the Tape

2023 Triumph Tiger 900 GT Low

It’s no surprise that this newest Tiger 900 is more than a worthy successor to my 2012 model. The changes have been evolutionary, taking the best of the original and honing it to a world-class level. It is narrower, lighter, and more capable and has a host of features unavailable on my bike. The highest compliment I can pay the 2023 Triumph 900 GT Low is that it would be more than welcome to again take my old self to distant places carrying lots of stuff.

See all of Rider ‘s Triumph coverage here.

2023 Triumph Tiger 900 GT Low Specs

  • Base Price: $14,700
  • Price as Tested: $16,365 (Expedition panniers w/ mounts)
  • Website: TriumphMotorcycles.com
  • Warranty: 2 yrs., unltd. miles
  • Engine Type: Liquid-cooled, transverse in-line Triple, DOHC w/ 4 valves per cyl.
  • Displacement: 888cc
  • Bore x Stroke: 78.0 x 61.9mm
  • Horsepower: 94 hp @ 8,750 rpm (factory claim)
  • Torque: 64 lb-ft @ 7,250 rpm (factory claim)
  • Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
  • Final Drive: Chain
  • Wheelbase: 60.8 in.
  • Rake/Trail: 24.1 degrees/5.1 in. (Low version)
  • Seat Height: 29.9/30.7 in. (Low version)
  • Dry Weight: 425 lb
  • Fuel Capacity: 5.3 gal.
  • Fuel Consumption: 46.4 mpg
  • Estimated Range: 246 miles

tiger 900 gt pro cruise control

Octogenarian (he loves that word) Reg Kittrelle got a late start on his riding career but has managed to stay up on two wheels for the past 57 years. He was the founder and publisher of Thunder Press and Battle2win magazine, and he writes the Unrepentant Curmudgeon column at American Rider .

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I have a 2020 900 GT Pro, essentially the same bike. it has some great features, but several nits to pick, too. 1. First gear is far too tall especially for a bike with off-road aspirations. 2. 6th gear is too short. Changing a drive sprocket to give it longer legs will aggravate the first gear problem. 9 mph is the minimum speed with clutch engaged. 3. bars are too broad and tall. if someone reading this has found something better, please let me know. 4. I find it to not track well while going straight (but it corners very well). i’m hoping the new Dunlop Roadsmart IV tires will fix that. 5. The seat is terrible for me, but an $89 Butt Pad from Alaska Leather made a great improvement. 6. Keyless should be standard at this price point. 7. Cruise control and fuel economy are excellent.

My wife recently lost her 2014 Tiger abs to a flood. This article was so helpful as the Tiger 900 low is on her short list as a replacement. This article was a great help. Not just a quick weekend to do a less than thorough evaluation but an epic trip. This is how things should be! Great information and detail. Thanks Reg Kittrelle.

We need more short bike friendly reviews. Too bad I am Triumph shy as both of my last Triumphs were discontinued and they were orphaned rather abruptly Triumph. Not something you really want to happen when you but a “top of the line” bike. 2015 Triumph Trophy SE and 2016 Thunderbird LT.

Cs, I too had both of these bikes! I loved them both! The trophy was a sleeper for lo g travel and a great value. Loved the style and look ( had Caspian blue/ white) of the tbird/lt. Don’t really miss that one so much as I replaced it with a bmw Grand america for long tours. I was thinking of buying the tiger but went with ktm 890 base adventure. Had to update the suspension for a 235 lb rider but overall happy. I’m sure I’ll get back on the triumph scene ( had an ace cafe to) and maybe explore the tiger. Great article though and good insight. Ride safe everyone.

How old are you? I am 72 and looking for a bike for solo trips as I am reluctantly having to make some concessions to my years with lower and lighter machines and this review is a help, thanks.

Reg describes himself as an octogenarian.

How is the engine vibration level. I had a 500cc Suzuki 2 stroke twin back in the day (of Kawsaki 500 & 750 triples & Honda 750 4 cyl). It was buzzy! Definitely didn’t enjoy long distance.

Seems like most modern bikes, other than sport road bikes, are twins. I was thinking a triple mite be a bit smoother(?).

Great review. I was looking forward to the 2024 model coming out but Triumph decided NOT to produce the Tiger 900 GT Low in 2024. What a shame! I also have an older tiger 800 xcx low and I’m in the market for a new bike and having to shop around for another brand. (I’m only 5’3″ so need the low version).

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Tiger 900 GT Pro - Review

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  • Start date May 2, 2023

gearheadmoto

  • May 2, 2023

Preface : I’ve been riding for nearly 20 years and have owned 10 motorcycles which include just about every class of bike except dirt/dedicated off-road. I’m California based so Euro bikes demand a premium $$ over Japanese. This is my 2nd Euro bike. I’m biased towards Japanese and with the Tracer 9 GT or V-Strom-XT at a 30-50% discount (in my area) to the Tiger it was a tough decision to make. I’ve owned 3 V-stroms over the years and feel that bike is about 80% of what the Tiger has to offer. Excellent platform, but barren of any “nicety”. I have a few older injuries that have caught up to me and need those niceties now unfortunately...ha. I almost went the BMW GS route, but feel Triumph is a bit more unique with the triple and better buy for the $$. The below is from an owner’s perspective; you may wish to check out moto blogs or Triumph’s spec sheets if you want a lease’s or marketer’s take. Cons (take your medicine first): Throttle : The first few hundred miles seriously had me questioning my purchase. The throttle in first gear was very jerky/snatchy and impossible to ride smooth at speeds under 30 mph. It smoothed out around the 300 mile mark and after the first service it almost feels like a different bike. Speeds under 10 mph regardless of the “mode” that’s selected still aren’t as smooth as every other bike I’ve owned. MPG : Started around 38 and settled around 44 on average. I’ve calculated around 45 on a longer highway ride so not horrible, but not as good as I was expecting. Prior bikes with same/similar displacement were 55+ mpg and only req’d 87 instead of 91, but this one has much more HP. Might still be breaking in, we’ll see. Service : 500 mile service was stupid expensive, period. 6,000 mile service is even more $$ and 12,000 miles is when the valves are due. Factor in service costs when purchasing new. I’ve serviced all of my prior bikes myself, but with the cost of this machine it’s a dealer bike at least until the warranty is up. Spare Key Tumblers : This is just stupid. Triumph gives you spare key tumblers so you can buy their “Triumph” luggage and match your ignition key, but they want you to buy their proprietary stamped Triumph bags at full MSRP whereas the exact same luggage stamped GIVI is about 30-40% cheaper and will not take their proprietary tumblers. There is a work-around to this if you’re willing to swap the entire latch, but come on Triumph. Lights: The headlights are left and right…what’s with the trend of running 1 bulb on low beam full time and 1 bulb off full time for high beam? Why not have a dual filament/LED bulb in both sockets so both are on low beam (then high when needed) and look symmetrical? Also annoying you can’t have high beams on with aux fog lights on. Cold Start : I’ve had some random cold start issues for the last few hundred miles and by cold start I mean the first start in 24 hours…even if its warm outside. I’ve read its pretty common and it turns over on the second crank, but I’m not super happy about it and sure its emissions related. I’ll be checking on this issue at my next service. Triumph Bluetooth : Works when pairing bike to Triumph app, but not much else (including Sena headset for music). There are some workarounds but your phone mounted to bars is probably your best option Pros (buy once cry once): Throttle : Shift past 2nd gear, WOT, kick the quick-shifter, and holy cow she’s fast. If you want a do-it all mule of a bike with sport bike style acceleration this engine is tough to beat. Exhaust : Really opens up after break-in with a deeper tone and unique triple note at higher RPM. Reminds me of why I always wanted a Daytona 675 when it came out years ago. 2 Up Riding : This bike is a beast. Fully loaded top/side cases & 2 up riding and still tons of passing power. Cruise Control: Really should be standard on all levels of touring bikes. Not a huge fan of how you switch back to manual, but its definitely a big pro. Suspension : On the fly suspension adjustments really sold me on the Pro model especially since I commute M-F and then ride with a passenger on the weekends. The bike raises/lowers itself in seconds…no tools…no fuss….just select if you’re riding with a passenger and how much luggage. Really soaks up the bumps on comfort mode. Lights : Very bright low beam and crazy bright with both low/high beam. Well done…and hey at least the rider doesn’t see the “burned out” bulb Display : Takes some getting used to, but gives you a lot of options on how you want to read your data. I don’t love that the odometer is on the service interval stage, but the rest of it looks great....very "futuristic" compared to other bike displays on the market. Conclusion: I’ve wanted a Tiger for years. I really wanted to like the 800s but the high-pitched whine on a test ride years ago hurt my ears even with plugs in. I decided to take a chance on the 900 and I'm glad I did. If I had the option I’d pick one up used and let the first owner take the big appreciation hit. I had to go new as there just aren’t that many around my area to begin with. Hope this review called out some nits in case you’re shopping. Good luck,  

shanered6

Tigers rule the wild !

tiger 900 gt pro cruise control

Tiger Rider

Yup! Good solid review. Thanks for sharing. May look at these for my next ride when the time comes. Hard to give up that original Triumph triple sound track.  

CarlS

Charter Member #3

  • May 3, 2023
  • May 8, 2023
gearheadmoto said: Preface : I’ve been riding for nearly 20 years and have owned 10 motorcycles which include just about every class of bike except dirt/dedicated off-road. I’m California based so Euro bikes demand a premium $$ over Japanese. This is my 2nd Euro bike. I’m biased towards Japanese and with the Tracer 9 GT or V-Strom-XT at a 30-50% discount (in my area) to the Tiger it was a tough decision to make. I’ve owned 3 V-stroms over the years and feel that bike is about 80% of what the Tiger has to offer. Excellent platform, but barren of any “nicety”. I have a few older injuries that have caught up to me and need those niceties now unfortunately...ha. I almost went the BMW GS route, but feel Triumph is a bit more unique with the triple and better buy for the $$. The below is from an owner’s perspective; you may wish to check out moto blogs or Triumph’s spec sheets if you want a lease’s or marketer’s take. Cons (take your medicine first): Throttle : The first few hundred miles seriously had me questioning my purchase. The throttle in first gear was very jerky/snatchy and impossible to ride smooth at speeds under 30 mph. It smoothed out around the 300 mile mark and after the first service it almost feels like a different bike. Speeds under 10 mph regardless of the “mode” that’s selected still aren’t as smooth as every other bike I’ve owned. MPG : Started around 38 and settled around 44 on average. I’ve calculated around 45 on a longer highway ride so not horrible, but not as good as I was expecting. Prior bikes with same/similar displacement were 55+ mpg and only req’d 87 instead of 91, but this one has much more HP. Might still be breaking in, we’ll see. Service : 500 mile service was stupid expensive, period. 6,000 mile service is even more $$ and 12,000 miles is when the valves are due. Factor in service costs when purchasing new. I’ve serviced all of my prior bikes myself, but with the cost of this machine it’s a dealer bike at least until the warranty is up. Spare Key Tumblers : This is just stupid. Triumph gives you spare key tumblers so you can buy their “Triumph” luggage and match your ignition key, but they want you to buy their proprietary stamped Triumph bags at full MSRP whereas the exact same luggage stamped GIVI is about 30-40% cheaper and will not take their proprietary tumblers. There is a work-around to this if you’re willing to swap the entire latch, but come on Triumph. Lights: The headlights are left and right…what’s with the trend of running 1 bulb on low beam full time and 1 bulb off full time for high beam? Why not have a dual filament/LED bulb in both sockets so both are on low beam (then high when needed) and look symmetrical? Also annoying you can’t have high beams on with aux fog lights on. Cold Start : I’ve had some random cold start issues for the last few hundred miles and by cold start I mean the first start in 24 hours…even if its warm outside. I’ve read its pretty common and it turns over on the second crank, but I’m not super happy about it and sure its emissions related. I’ll be checking on this issue at my next service. Triumph Bluetooth : Works when pairing bike to Triumph app, but not much else (including Sena headset for music). There are some workarounds but your phone mounted to bars is probably your best option Pros (buy once cry once): Throttle : Shift past 2nd gear, WOT, kick the quick-shifter, and holy cow she’s fast. If you want a do-it all mule of a bike with sport bike style acceleration this engine is tough to beat. Exhaust : Really opens up after break-in with a deeper tone and unique triple note at higher RPM. Reminds me of why I always wanted a Daytona 675 when it came out years ago. 2 Up Riding : This bike is a beast. Fully loaded top/side cases & 2 up riding and still tons of passing power. Cruise Control: Really should be standard on all levels of touring bikes. Not a huge fan of how you switch back to manual, but its definitely a big pro. Suspension : On the fly suspension adjustments really sold me on the Pro model especially since I commute M-F and then ride with a passenger on the weekends. The bike raises/lowers itself in seconds…no tools…no fuss….just select if you’re riding with a passenger and how much luggage. Really soaks up the bumps on comfort mode. Lights : Very bright low beam and crazy bright with both low/high beam. Well done…and hey at least the rider doesn’t see the “burned out” bulb Display : Takes some getting used to, but gives you a lot of options on how you want to read your data. I don’t love that the odometer is on the service interval stage, but the rest of it looks great....very "futuristic" compared to other bike displays on the market. Conclusion: I’ve wanted a Tiger for years. I really wanted to like the 800s but the high-pitched whine on a test ride years ago hurt my ears even with plugs in. I decided to take a chance on the 900 and I'm glad I did. If I had the option I’d pick one up used and let the first owner take the big appreciation hit. I had to go new as there just aren’t that many around my area to begin with. Hope this review called out some nits in case you’re shopping. Good luck, Click to expand...

brooke

Well-Known Member

  • May 16, 2023
  • May 17, 2023
  • May 23, 2023

The new T-Plane engine sounds and feels like a box of loose bolts. It is a truly terrible innovation. Why take a perfectly smooth smooth high-tech engine, and deliberately make it worse? If they had wanted more torque (which the T-Plane does not give) they should investigate a longer stroke and offset cylinders. I would rather lose some bhp, if I could gain more torque. I hate the way the -900 can stall on slow turns (5 mph in second), which can end up with a falling bike if you are not quick to catch it. This is unacceptable, on a bike that is supposed to be able to navigate a muddy rutted lane, at 5 mph. Rod  

You should send this review to Triumph. I'm not bein critical. Triumph needs to know how their customers feel.  

  • May 24, 2023
rodders said: I would rather lose some bhp, if I could gain more torque. I hate the way the -900 can stall on slow turns (5 mph in second), which can end up with a falling bike if you are not quick to catch it. This is unacceptable, on a bike that is supposed to be able to navigate a muddy rutted lane, at 5 mph. Rod Click to expand...

IMHO despite having a lower ratio first gear I don’t believe the 900 will ever run as slow as the 800 could without stalling , Probably not even close . Granted the 900 has a flatter torque curve but that’s a natural, it’s 11 percent more displacement , lower redline and less hp per cc will do that to you . The new crankshaft hooks up on the dirt better at middle and high engine speed , I can go along with that also and that’s a nice plus for a motocrosser . I can’t remember exactly what rpm I could lug the 800 down to in hi gear and roll on the power without stalling but it was extremely low , trails bike low . The new 850 s certainly doesn’t come close but having finally got it in some greasy stuff with those so so tires I must admit it got the job done with out stalling or spinning the tire up . I think it vibes less now at 3000 km , thank goodness for that . So it’s a better motocross engine but not as nice a touring unit , depends on what you do I guess .. I suspect the 270 will be 30 percent more noticeable on the 1200 …. Q  

Qship said: I can't ride my '17 Tiger Explorer 1200 at 5 mph in second(without a lot of clutch slipping. Heck I can't even do that in 1st without slipping the clutch. Click to expand...

Perhaps an increase in the rear sprocket size by a few teeth will get the bike behaving like you want. Lots of peeps have done this to tailor the bike to their riding style. The 1200s don't have this option available due them being shaft driven.  

  • May 25, 2023
Qship said: Perhaps an increase in the rear sprocket size by a few teeth will get the bike behaving like you want. Click to expand...
  • May 26, 2023

Ahhhhh! Thought you had one. Both 5th AND 6th gears are overdriven on my bike. Think 6th could be a bit taller IMO. 3-400 RPM difference between 5th and 6th gears. Still a bit wound out at freeway speed for my liking. Good thing it the older smooth triple.  

  • Jun 9, 2023
Qship said: Ahhhhh! Thought you had one. Click to expand...
  • Jun 10, 2023

I must admit that i dont understand why you would make a lovely smooth engine thats awsome on the road but can get it done on the dirt if you need it too , and then make it lumpy and twin like for the dirt when we all know that at least 80% of people 90% of time ride on the road ? Basically its all about selling an image !!! Here in Scotland its ilegal to ride forestry roads and as most of the land is privately owned here there is nowhere (apart from private tracks you have permission on ) off road to ride , the only time i get off road now is the 2 mile gravel road on and off the estate were i live.  

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  • Jul 27, 2023

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Tiger 900 Gt Pro

Discussion in ' Technical Help ' started by Honda man , Jan 30, 2021 .

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Honda man

Honda man New Member

Help, i have just bought an OBD module to reset my service light. Plugged in and after resetting the spanner have now found that the quick shifter doesn't work, no TPMS showing also lost auto cancel indicators. Has anybody got any suggestions apart from going to Triumph dealer. Could these problems be caused by OBD module. Any help would be appreciated.  

Ducatitotriumph

Ducatitotriumph Crème de la Crème

What module, software & lead have you used? Sounds like a software issue to me as these are all of the items that have to be activated by the dealer (except indicators) I think you might have reset the software and not the reset light?  

Agree

Ducatitotriumph said: ↑ What module, software & lead have you used? Sounds like a software issue to me as these are all of the items that have to be activated by the dealer (except indicators) I think you might have reset the software and not the reset light? Click to expand...
Yes i think i have cocked up, looks like a trip to Triumph unless anybody has got other options.  

DBlackRider

DBlackRider Member

Auto cancel indicator lost in the menu is a known bug of the Tiger 900 Software. You need to go to your dealer and ask them for an update  

Useful

Jack Mooney New Member

Afternoon, Had my Tiger 900 GT Pro delivered on 6th March, absolutely love the bike (it's my first Triumph) I can't fault it apart from the Cruise Control. I'm not sure if anyone has experienced the same issues. I know that I need to be in 3rd gear or higher and travelling 19mph or faster. The manual is telling me that I need to press (Set -) button to engage the Cruise Control and then adjust with the (+/-) buttons.I think i'm doing everything right but still I cannot get Cruise Control to turn on and I see no indicator for it on the TFT display. I called the dealer, they asked me to try this 4 point sequence that can activate CC on the bike if they forgot to do it. 1. press front brake 2. press rear brake 3. press clutch lever 4. roll throttle forward Unfortunately still no luck. Any suggestions are much appreciated.  
Are you sure that you are rolling the throttle forward enough? It's quite a stiff action and easy to not do properly. It's how to cancel it btw (when you are moving) and it's activated. Also, make sure that you do not have a brake light on permanently as that will stop the CC from coming on (clutch lever switch too) Failing that, dealer time!!!  
Ducatitotriumph...thanks for the reply. Yep, rolling throttle forward to the point where it wont go any further. I'm trying to do the sequence smoothly as a 1, 2, 3, 4 I haven't noticed the brake light on or any other warning lights, apart from the (ABS) flashing when the bike is first switched on which can be normal. Trying to avoid an unnecessary trip to the dealer where the guy will fix the problem in 2 minutes...sods law I'll try the sequence a few more times before calling the dealer. Thanks!  

Like

Jack Mooney said: ↑ Afternoon, Had my Tiger 900 GT Pro delivered on 6th March, absolutely love the bike (it's my first Triumph) I can't fault it apart from the Cruise Control. I'm not sure if anyone has experienced the same issues. I know that I need to be in 3rd gear or higher and travelling 19mph or faster. The manual is telling me that I need to press (Set -) button to engage the Cruise Control and then adjust with the (+/-) buttons.I think i'm doing everything right but still I cannot get Cruise Control to turn on and I see no indicator for it on the TFT display. I called the dealer, they asked me to try this 4 point sequence that can activate CC on the bike if they forgot to do it. 1. press front brake 2. press rear brake 3. press clutch lever 4. roll throttle forward Unfortunately still no luck. Any suggestions are much appreciated. Click to expand...

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  • Tiger 1200 - Mods & Workshop

Cruise Control stopped working

Rayzor61

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Just got the Tiger 1200 back from dealer service to replace the head and timing chain. Everything works fine but I just noticed the other day that my cruise control dosn't wok anymore. Not sure yet but the aux outlet might not be getting power either. I can confirm whether or not the aux outlet is working but no idea how to check for cruise control fixes. I don't think the two are related because I cant figure how Triumph would put an Aux socket on the same circuit as the crtuise control. The manual has no particular fuse for cruise control. I'm lost. I know that the button has to be fully engaged, the bike must be in 4th gear, and you have to be rolling along at 40 mph or more. I've used it for 3250 miles. No matter what I try, it stil does not work. I tried holding the toggle switch down for several seconds, recycling the on-off ignition switch, and everything I can do to get it to work but nothing..... The green light on the instrument cluster should come on but it doen't. Any idea's as to what the problem might be????????????????? I don't want to roll it all the way back to the dealer (too far)...  

Farmer Jon

I would call your dealer & ask for the shop foreman or the mechanic that did your headwork. They should know what all was unhooked to do the headwork and may be able to talk you through it. My guess is a plug on a wiring loom... If not, then you'll probably need to head back to the dealership.  

KevB

My CC stopped working after the first service which included a new tune. Dealer had to recalibrate it (that's what they told me anyway). Other guys on the tiger-explorer forum talk about a sequence of pushing various buttons on the handlebar to fix the problem. If you do a search over there you should find the answer. Cheers  

Cruise Control Reset Proceedure Thanks to our good friend and Exploer owner James over at the XPlorer Forum, here are the proceedures to reset the cruise control if you ever get a reflash and they forget to run the seqence to reset, this proceedure works and we should all know about it. I almost took it an hour away to the dealer and it took a total of 15 seconds The reset sequence worked for me so is worth a try before you make the trip to the dealers. The conditions are Ignition key on (engine not running) and cruise control switched off: Activate front brake switch Rear brake switch Clutch switch Twist grip switch (push the throttle in the closed position) Activate cruise on/off switch Cruise accelerate switch (+) Cruise decelerate switch (-)  

The whole proceedure is about 15 seconds, wella....cruise works again!  

When it says activate brake, do you hold down front brake, hold down rear brake, hold down clutch, etc or tap front brake release, tap rear brake release, tap clutch and release etc? I have issue on 800 XCA that sounds similar but is not resolved by steps.  

john.sheets

I've tried this sequence multiple times without luck on a 2022 Rocket 3 GT. One question, since the rocket 3 doesn't have a dedicated on/off switch for CC, what do we do about that step? Just skip it? Since this sequence hasn't worked, any other suggestions?  

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    1. 3. Spain Costa blanca. #1 Jan 30, 2021. Help, i have just bought an OBD module to reset my service light. Plugged in and after resetting the spanner have now found that the quick shifter doesn't work, no TPMS showing also lost auto cancel indicators. Has anybody got any suggestions apart from going to Triumph dealer.

  22. Cruise Control stopped working

    #1 · Aug 28, 2013. Just got the Tiger 1200 back from dealer service to replace the head and timing chain. Everything works fine but I just noticed the other day that my cruise control dosn't wok anymore. Not sure yet but the aux outlet might not be getting power either.

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