It’s everything we loved about the Tiger 800, but on a whole new level

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
  • Year:
    2020
  • Make:
  • Model:
  • Engine:
    inline-3
  • Displacement:
    888 cc
  • Top Speed:
    125 mph
  • Price:

2020 Triumph Tiger 900 GT / GT Pro Design

  • Adjustable seat height
  • Full-color 7-inch TFT Display
  • GT Pro: Integrated My Triumph Connectivity
  • Onroad-oriented adventure
  • LED lighting
  • Cruise Control
  • Heated grips (GT Pro: also heated seats)
  • Illuminated switch cubes
  • GT Pro: Tire pressure monitoring
2020 Triumph Tiger 900 GT / GT Pro
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2020 Triumph Tiger 900 GT / GT Pro
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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.

Since the frame arrangement provides a narrow waist where the sculpted seat, tank, and midsection meet and there is minimal bulk between your thighs, you can count on a straight shot from hips to ground when you go to deploy your training wheels.

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

  • Fully adjustable Marzocchi rear suspension
  • Optimized cornering ABS and traction control
  • Brembo Stylema® brakes
  • GT Pro: New electronic RSU
  • agile and stable handling
2020 Triumph Tiger 900 GT / GT Pro
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2020 Triumph Tiger 900 GT / GT Pro
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2020 Triumph Tiger 900 GT / GT Pro
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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.

Both mount 45 mm, usd Marzocchi forks with manually adjustable compression and rebound damping up front, and both run a Marzocchi monoshock with adjustable preload and rebound-damping values. Where the base model is manually adjusted, however, the Pro model is electronically controlled and push-button adjusted for a clear convenience upgrade.

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.

Frame: Tubular steel frame, bolt-on subframe
Swingarm: Twin-sided, cast aluminum alloy
Rake: 24.6º
Trail: 5.24 in (133.3 mm)
Front Suspension/Travel: Marzocchi 45 mm upside down forks, manual rebound and compression damping adjustment/ 7.08 in (180 mm)
Rear Suspension/Wheel Travel: Marzocchi rear suspension unit, manual preload (electronically adjustable preload on GT Pro) and rebound damping adjustment/ 6.69 in (170 mm)
Front Brakes: Twin 320 mm floating discs, Brembo Stylema 4-piston Monobloc calipers. Radial front master cylinder, Multi-mode ABS, Optimized Cornering ABS.
Rear Brakes: Single 255 mm disc. Brembo single-piston sliding caliper, Multi-mode ABS, Optimized cornering ABS
Front Wheel: Cast alloy, 19 x 2.5 in
Rear Wheel: Cast alloy, 17 x 4.25 in
Front Tire: 100/90-19
Rear Tire: 150/70R17

2020 Triumph Tiger 900 GT / GT Pro Drivetrain

  • All-new 888 cc triple engine
  • 93.9 hp @ 8,750 rpm
  • 64 lb-ft @ 7,250 rpm
  • Four riding modes (Five on GT Pro)
  • Slip and Assist Clutch
  • GT Pro: Shift Assist quickshifter
2020 Triumph Tiger 900 GT / GT Pro
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2020 Triumph Tiger 900 GT / GT Pro
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2020 Triumph Tiger 900 GT / GT Pro
- image 877441

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.

Engine: Liquid-cooled, 12-valve, DOHC, inline 3-cylinder
Displacement: 888 cc
Bore x Stroke: 78 mm x 61.9 mm
Compression: 11.27:1
Max Power EC: 93.9 hp (70 kW) @ 8,750 rpm
Max Torque EC: 64 lb-ft @ 7,250 rpm
System: Multi-point sequential electronic fuel injection
Exhaust: Stainless steel 3-into-1 header system, side mounted stainless steel silencer
Final Drive: O-ring chain
Clutch: Wet, multi-plate
Gearbox: 6-speed

2020 Triumph Tiger 900 GT / GT Pro Pricing

2020 Triumph Tiger 900 GT / GT Pro
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2020 Triumph Tiger 900 GT / GT Pro
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2020 Triumph Tiger 900 GT / GT Pro
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Triumph has yet to announce the U.S. price, but we know the base Tiger 900 will roll for $12,500. The mid-range GT model will likely start at $14,300.

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

Instrument Display and Functions: 7" TFT multi­functional instrument pack with digital speedometer, trip computer, digital tachometer, gear position indicator, fuel gauge, service indicator, ambient temperature, clock and Riding Modes.
Color: Pure White, Sapphire Black, Korosi Red
Price: TBD

2020 Triumph Tiger 900 GT / GT Pro Competitors

2019 - 2020 Ducati Multistrada 950 / 950 S
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2020 Triumph Tiger 900 GT / GT Pro
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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

2019 - 2020 Ducati Multistrada 950 / 950 S
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The Italian builder keeps to its usual curviness on the Multistrada 950 S, but in truth, it's only marginally more voluptuous than the Brit.

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.”

"These are lighter and more powerful than the old Tigers so we're looking at even more agile and responsive handling. Right now, the Tiger 900 range is the adventure bike to beat, in my opinion.”

2020 Triumph Tiger 900 GT / GT Pro Specifications

Engine & Drivetrain:
Engine: Liquid-cooled, 12-valve, DOHC, inline 3-cylinder
Displacement: 888 cc
Bore x Stroke: 78 mm x 61.9 mm
Compression: 11.27:1
Max Power EC: 93.9 hp (70 kW) @ 8,750 rpm
Max Torque EC: 64 lb-ft @ 7,250 rpm
System: Multi-point sequential electronic fuel injection
Exhaust: Stainless steel 3-into-1 header system, side mounted stainless steel silencer
Final Drive: O-ring chain
Clutch: Wet, multi-plate
Gearbox: 6-speed
Chassis:
Frame: Tubular steel frame, bolt-on subframe
Swingarm: Twin-sided, cast aluminum alloy
Rake: 24.6º
Trail: 5.24 in (133.3 mm)
Front Suspension/Travel: Marzocchi 45 mm upside down forks, manual rebound and compression damping adjustment/ 7.08 in (180 mm)
Rear Suspension/Wheel Travel: Marzocchi rear suspension unit, manual preload (electronically adjustable preload on GT Pro) and rebound damping adjustment/ 6.69 in (170 mm)
Front Brakes: Twin 320 mm floating discs, Brembo Stylema 4-piston Monobloc calipers. Radial front master cylinder, Multi-mode ABS, Optimized Cornering ABS.
Rear Brakes: Single 255 mm disc. Brembo single-piston sliding caliper, Multi-mode ABS, Optimized cornering ABS
Front Wheel: Cast alloy, 19 x 2.5 in
Rear Wheel: Cast alloy, 17 x 4.25 in
Front Tire: 100/90-19
Rear Tire: 150/70R17
Dimensions & Capacities:
Width Handlebars: 36.61 in (930 mm)
Height Without Mirror: 55.51-57.48 in (1,410-1,460 mm)
Seat Height: 31.88-32.67 in (810-830 mm)
Wheelbase: 61.25 in (1,556 mm)
Dry Weight: 427 lbs (194 kg), GT Pro: 436.51lbs (198 kg)
Tank Capacity: 5.28 US gal (20 L)
Top Speed: 125 mph
Details:
Instrument Display and Functions: 7" TFT multi­functional instrument pack with digital speedometer, trip computer, digital tachometer, gear position indicator, fuel gauge, service indicator, ambient temperature, clock and Riding Modes.
Color: Pure White, Sapphire Black, Korosi Red
Price: TBD
TJ Hinton
T.J got an early start from his father and other family members who owned and rode motorcycles, and by helping with various mechanical repairs throughout childhood. That planted a seed that grew into a well-rounded appreciation of all things mechanical, and eventually, into a formal education of same. Though primarily a Harley rider, he has an appreciation for all sorts of bikes and doesn't discriminate against any particular brand or region of origin. He currently holds an Associate's degree in applied mechanical science from his time at the M.M.I.  Read More
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All images featured on this website are copyrighted to their respective rightful owners. No infringement is intended. Image Source: triumphmotorcycles.com, ducati.com

Press release

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