Triumph's new-for-2020 900 GT and 900 GT Pro brings an urban bias to its multi-surface, adventure-bike Tiger line making it a good prospect for long-range/touring riders as well as those looking for a solid commuter. Power comes from an all-new, 900 cc plant, but the real star of the show is the electronics suite that delivers safety along with push-button personality changes to give this pair extra flexibility. The question is whether it's enough to be genuinely worthy of the Gran Turismo moniker.

2020 Triumph Tiger 900 GT / GT Pro Design

There's certainly nothing new about the Tiger line or its established look, but the 900 GT series manages to pay proper homage to the previous models even while it carries subtle features to create a finish all its own. In profile, the S-curve in the flyline is unmistakable due to the 5.28-gallon (20 liter) fuel tank hump ahead of an adjustable-height saddle that can be set at a fairly low 31.88-inches (810 mm) high or cranked up to 32.67-inches (820 mm) off the ground.

A cut-down front fender contains the fling with foil-shaped uprights that shunt the wind around the front fork tubes to maximize penetration and keep the inner fork tubes clean. A bird's beak mudguard and dual headlight arrangement makes up the minimal visage, and there's a vented windshield and stock handguards to finish off the pilot's protection.

Across the GT range, a seven-inch TFT screen handles all of the instrumentation and acts as the rider interface for the ride-quality and safety-related electronic features. If you like to ride two-up, a set of fold-up passenger footpegs and pair of generous grab-rails join a wide cushion for your pillion's points of contact.

Turn signals at both ends ride tucked out of harm's way so it will probably shrug off a drop in the parking lot or roadside mishap without losing any of the hang-on gear. The taillight is spaced away from the tail along the short plateholder/mudguard assembly that wraps it all up.

2020 Triumph Tiger 900 GT / GT Pro Chassis

A tubular-steel Trellis on the Tiger 900 GT and GT Pro forms the main structure with a bolt-on subframe and yoke-style, cast-aluminum swingarm to handle the rest. At this point the differences between the base Tiger 900 GT and the GT Pro start to become apparent.

The fandanglery continues into the anchors with a multi-mode, corner-sensitive ABS feature that oversees the work of the Brembo Stylema monobloc calipers. Up front, dual 320 mm discs and four-piston binders take care of business with a single-pot caliper and 255 mm disc out back. Cast wheels mount Z-rated rubber in a 100/90-19 and 150/70-17 hoop on the front and rear, respectively.

2020 Triumph Tiger 900 GT / GT Pro Drivetrain

There's even more electronic wonderment to be found in the engine-control systems of the Tiger 900 GT and GT Pro. The same six-axis inertial-force measuring device that enables the special ABS also adds its corner-sensitive wizardry to the traction control feature, and it all comes bundled under four riding modes on the base Tiger 900 GT and five on the Pro. Since the root model, the Tiger 900, only comes with two riding modes, this makes for a nice little bit of lagniappe.

The new, liquid-cooled, in-line triple rides in a transverse configuration that leads the way with the 3-into-1 stainless exhaust headers set right up front where they can radiate. A 78 mm bore and short, 61.9 mm stroke gives the lump its 888 cc displacement and medium-hot, 11.27-to-1 compression ratio to which it owes its 93.9-horsepower output at 8,750 rpm. Torque tops out with 64 pound-feet at 7,250 rpm, and after the power washes through a six-speed transmission and chain-type final drive, the overall drive ratio will deliver 125 mph at redline.

2020 Triumph Tiger 900 GT / GT Pro Pricing

Both the Tiger 900 GT and the GT Pro come in a choice of Pure White, Sapphire Black, or Korosi Red.

2020 Triumph Tiger 900 GT / GT Pro Competitors

Nothing but the most serious of competitors would do for Triumph's flagship Tiger 900 GT Pro, so I headed straight over to Ducati for its equivalent machine, the Multistrada 950 S.

Ducati Multistrada 950 S

Don't get me wrong, the Duc isn't what you'd call a “girl's bike” by any means, just that it has a very sensual nature.

Ducati's own Skyhook Suspension system delivers electronic suspension control front and back for a clear advantage in the stems. Bosch provides the cornering ABS that is followed by traction/cruise/hill-hold control and quick shifter, plus for extra safety at night, a cornering light feature illuminates the way ahead for better situational awareness. At the end of the day, it's pretty much a wash so far.

Ducati packs in a few extra cubes with a total of 937 cc in its V-twin. Power takes a jump with 113 ponies against the Trumpet's 93.9 horsepower, as does torque with 71 pound-feet from the Duc against the 64 pound-foot British triple. The advantages that the Multistrada brings to the table come at a price. Ducati lists the Multistrada 950 S for $16,995, and that's a difference of a pretty big chunk of change at our guess of $14,300 for the Tiger.

Read our full review of the Ducati Multistrada 950 / 950 S.

He Said

“Just when I thought we had enough street-savvy ADV bikes on the market, Triumph says “Hold my beer and watch this.” This 900 series replaces the 800 to deliver more of what everyone loved about the outgoing model. More and more, this looks like the emerging commuter trend of the decade.”

She Said

My wife and fellow motorcycle writer, Allyn Hinton, says, “Kudos to Triumph for getting rid of the confusing naming conventions in the old Tigers: XC, XR, XRx, XCa, XRt, etc. That used to make my head spin. For the new Tigers, let's be clear. This isn't just a brushed up Tiger 800. It's a new bike with a new engine and lest you think they just bored and stroked the 800 engine, this new engine has a different crank configuration and new firing order. What you get is more torque down low like a V-twin but still maintain that in-line triple mid-range torque for solid acceleration that you don't have to wind up tighter than Dick's hatband to realize. The new chassis is a modular design for the first time in the Tiger range, and center of gravity is lower for better handling.”

2020 Triumph Tiger 900 GT / GT Pro Specifications