One month with… Triumph Tiger 900 GT Pro

Life with the Tiger Sport 660 and 800 was an eye-opener in terms of how far the Tiger range stretches in price, performance and purpose. But to my (uneducated) motorcycling mind the name is more associated with ‘proper’ adventure bikes like this 900. It’s certainly a significant step up in size, stature and purpose than the Tiger Sports, if not in outright performance compared to the 800. Proof that’s about more than just numbers comes here, the 900 using a very different T-plane triple geared for torque, the whole bike taller, longer in travel and very different in character. Peak Tiger? Time to find out!
Skip to: Is this a proper Tiger?

40-something (just) new convert to motorcycling making up for lost time and trying to figure out what kind of rider I am. With riding still at the novelty stage every trip out is a blast, whether it be the regular commute over the hills to the office or days out on the brilliant roads around my Yorkshire home.

Dan says: “Straight away the 900 felt a much more serious and substantial piece of kit”

School holidays meant the swap from Tiger Sport 800 took place in at my brother’s place on the south coast. Very different riding from what I’m used to back home, that’s for sure. And straight away the 900 felt a much more serious and substantial piece of kit. More premium than the 800, too, which for all its rampant engine and performance is actually based on relatively budget Trident 660 foundations. The 900 uses a fancier combo of steel trellis frame and bolt-on aluminium subframe, with chunky Marzocchi suspension front and back, premium Brembo Stylema brake calipers and a bigger all-TFT screen. Less than a grand separates the base GT from the Tiger Sport 800 but it immediately looks more premium, the Pro version seen here getting fully adjustable suspension, quickshifter, heating for grips and seat and an extra configurable rider mode among the upgrades. Strangely it’s actually a little less powerful than the 800, though. At least on paper. Against the 115 horsepower of the top Tiger Sport the 108 horsepower of the 900’s T-plane triple looks less than impressive, though the 2024 model year bike seen here at least has more than the 95 horsepower of the previous version. Numbers are only one way of measuring a bike’s performance, though, and immediately on firing the 900 up I realised that for all the shared name and engine configurations this and the Tiger Sports were in fact chalk and cheese. That different firing order gives a very different character, with a lumpier tickover and chunkier sounding exhaust note over the smoother, revvier 660 and 800. Even within the first few hundred yards I could sense this was a much more muscular bike than the daintier Tiger Sports. First trip out on the 900 was a couple of hours on mixed B-road and motorway to a shoot at Silverstone. If not as rampant as the 800 the 900 still clips along, the throaty engine note encouraging greedy handfuls of throttle at every opportunity just because. It’s not shy of revs, either, peak power coming just shy of 10,000rpm. With that taller riding position and bigger front wheel the 900 demands a more deliberate riding style than the 800, but it’s no slouch in the twisties. And when the roads switched to motorway cruising it settled to a relaxed cruise in keeping with this GT version’s more road-biased set-up. A strong first impression, that’s for sure. Back to top