Triumph Tiger 900 [2020-2022]: A Quantum Leap in Middleweight Adventure
Introduction: The Bond-Worthy Adventure Machine
When Triumph rebranded its Tiger 800 series as the Tiger 900 in 2020, it wasn’t just a numerical upgrade. This generation represents a complete reimagining of what a middleweight adventure motorcycle can be. Having spent a day thrashing the Tiger 900 Rally Pro Bond Edition (yes, the same one that chased down villains in No Time To Die), I can confirm this bike isn’t just Hollywood material—it’s a genuine all-terrain powerhouse.
The Tiger 900’s redesign focused on three pillars: a reworked T-plane triple engine, a lighter modular chassis, and tech that bridges the gap between road comfort and off-road aggression. Let’s dissect why this generation became an instant classic among ADV riders.
Design & Ergonomics: Built for Domination
Aggressive Styling Meets Functional Refinement
The Tiger 900 sheds the softer edges of its predecessor for a sharper, more purposeful aesthetic. The sculpted fuel tank, angular bodywork, and twin radiator setup give it a mechanical honesty that screams capability. The Bond Edition’s murdered-out black scheme adds tactical flair, while the 21-inch front wheel (on Rally models) hints at its dirt-ready intentions.
Rider-Focused Geometry
Triumph nailed the ergonomics here. The 850-870mm seat height (adjustable to 810-830mm on GT models) might intimidate shorter riders, but the narrow stand-over width makes mounting less of a circus act. The handlebars sit 10mm closer to the rider compared to the Tiger 800, creating a natural upright posture. Even at 6’2”, I found the Rally Pro’s legroom generous during a 4-hour mixed-terrain ride.
The real magic? Weight distribution. By shifting the engine 40mm forward and 20mm lower, Triumph achieved near-perfect front/rear balance. At stoplights, the 201 kg (443 lbs) dry weight feels manageable; at speed, it disappears entirely.
Performance: Where the Triple Shines
The T-Plane Engine Revolution
The 888cc inline-three isn’t just bigger—it’s smarter. The uneven firing order (1-3-2) mimics a V-twin’s low-end grunt while retaining the triple’s top-end scream. Results? 93.9 HP @ 8,750 RPM and 87 Nm (64.2 lb-ft) of torque peaking at 7,250 RPM.
On twisty Alpine roads, the engine’s character shifts dramatically:
- 0-4,000 RPM: Subdued, tractor-like pull ideal for technical trails
- 4,000-7,500 RPM: A linear surge that’s addictive on backroads
- 8,000+ RPM: A howling crescendo that’ll have you chasing the 196 km/h (122 mph) top speed
Fuel efficiency surprised me—5.2 L/100 km (45.2 mpg) during spirited riding. That’s 380 km (236 miles) from the 20L tank, enough to outlast most bladders.
Transmission & Gearing
The 6-speed gearbox is slick, though the clutch lever feels heavier than BMW’s GS offerings. Triumph’s choice of a 16/50 sprocket combo prioritizes acceleration over highway cruising—perfect for off-roaders. At 100 km/h (62 mph), the engine hums at 4,200 RPM in 6th, relaxed but ready to overtake without downshifting.
Chassis & Suspension: Precision Meets Plushness
Rally Pro’s Off-Road Credentials
Showa’s 45mm USD forks (240mm travel) and rear monoshock (230mm travel) are the stars here. Crank the compression damping for rocky trails, and the Tiger floats over obstacles like a trials bike. Switch to road mode, dial in more rebound, and it carves corners with sportbike poise.
The Brembo Stylema brakes deserve applause. Dual 320mm front discs with 4-piston calipers offer surgeon-like precision. Even during panic stops on gravel, the cornering ABS never felt intrusive.
GT Models: The Road Warrior’s Edge
Marzocchi suspension on GT variants trades some travel (180mm front/170mm rear) for buttery-smooth pavement manners. The cast alloy wheels (19” front/17” rear) add stability during aggressive cornering, though they’re less forgiving on potholes than the Rally’s spoked setup.
Technology: Smarter Than Your Average Cat
TFT Dashboard & Riding Modes
The 5-inch TFT display is a masterclass in usability. Bluetooth connectivity feels dated compared to newer bikes, but the essentials—tire pressure, fuel economy, gear position—are always visible. Six riding modes (Rain, Road, Sport, Off-Road, Rider-Customizable, and Off-Road Pro) transform the bike’s personality.
Off-Road Pro is the party trick: disables rear ABS, allows clutchless wheelies, and lets the rear tire slide like a trials bike. It’s unnervingly fun.
Lighting & Practical Touches
Full LED lighting ensures you’re seen (and sees) in Mongolian-grade darkness. The adjustable windscreen isn’t electric, but its 60mm range eliminates helmet buffeting. Heated grips (standard on Pro models) have three settings—luxury on frosty mornings.
Competition: How the Tiger Hunts
BMW F 850 GS Adventure
- Pros: Lower seat (810mm), superior cruise control, optional adaptive headlight
- Cons: 95 HP parallel-twin lacks character, heavier at 244 kg (538 lbs) wet
- Verdict: Better for tall riders prioritizing tech over soul
Yamaha Ténéré 700
- Pros: 74 HP CP2 engine is bulletproof, 204 kg (450 lbs) wet weight
- Cons: No cornering ABS, basic LCD dash, harsh seat
- Verdict: The budget choice for purists, but lacks polish
KTM 890 Adventure R
- Pros: 105 HP LC8c engine, 240mm suspension travel, 20 kg (44 lbs) lighter
- Cons: Vibration-heavy at highway speeds, reliability concerns
- Verdict: The off-road specialist, but compromises road manners
Tiger 900’s Edge: It splits the difference perfectly. More tech than the Yamaha, more refined than the KTM, and more engaging than the BMW.
Maintenance: Keeping Your Tiger Purring
Key Service Intervals
- Oil Changes: Every 10,000 km (6,200 mi) with 10W-40/10W-50 synthetic (3.1L with filter)
- Valve Clearances: Every 20,000 km (12,400 mi)—easier access than older Tigers
- Chain: 122-link O-ring type. Clean every 500 km (310 mi) with MOTOPARTS.store’s biodegradable chain cleaner
Common Upgrades
- Sprokets & Chains: Swap to a 17T front sprocket (+1 tooth) for smoother highway cruising
- Air Filter: High-flow options add 3-5 HP on tuned models
- Brake Pads: MOTOPARTS.store’s sintered pads reduce fade during aggressive riding
Troubleshooting Tips
- Cold Starts: If idle RPM drops below 1,000, clean throttle bodies with Triumph-approved cleaner
- Overheating: Check coolant level (2.25L capacity) and radiator fins for debris
- ABS Errors: Often caused by dirty wheel sensors—clean with electrical contact spray
Conclusion: The Swiss Army Knife of ADV
The Tiger 900 isn’t just evolutionary—it’s a paradigm shift. Triumph took the “jack of all trades” criticism and forged a motorcycle that masters both tarmac and trail. Whether you’re commuting, crossing continents, or practicing your best Bond impersonation, this generation delivers with a sophistication that few rivals match.
Does it have flaws? The menu-heavy TFT can distract mid-ride, and the exhaust note lacks the Triumph Speed Triple’s bark. But these are quibbles in a package that redefines middleweight adventure.
At MOTOPARTS.store, we’ve seen Tiger 900 owners gravitate toward crash bars, auxiliary lights, and premium touring seats. Whatever your adventure demands, this cat has nine lives—and the aftermarket support to match.
Specifications sheet
| Engine | |
|---|---|
| Stroke: | Four-stroke |
| Max power: | 70 kW | 94.0 hp |
| Max torque: | 87 Nm |
| Fuel system: | Multipoint sequential electronic fuel injection |
| Max power @: | 8750 rpm |
| Displacement: | 888 ccm |
| Fuel control: | Double Overhead Cams (DOHC) |
| Max torque @: | 7250 rpm |
| Bore x stroke: | 78.0 x 61.9 mm (3.1 x 2.4 in) |
| Configuration: | Inline |
| Cooling system: | Liquid |
| Compression ratio: | 11.3:1 |
| Emission standards: | Euro 5 |
| Number of cylinders: | 3 |
| Valves per cylinder: | 4 |
| Dimensions | |
|---|---|
| Wheelbase: | 1556 mm (61.2 in) |
| Dry weight: | 192 |
| Seat height: | 810–830 mm (31.8–32.7 in) (GT models); 850–870 mm (33.5–34.3 in) (Rally Pro models) |
| Overall width: | 830 mm (32.6 in) |
| Overall height: | 1410–1460 mm (55.5–57.5 in) |
| Ground clearance: | 230–240 mm (9.1–9.4 in) |
| Fuel tank capacity: | 20 L (5.3 US gal) |
| Drivetrain | |
|---|---|
| Clutch: | Wet multi-plate |
| Final drive: | chain |
| Chain length: | 122 |
| Transmission: | 6-speed |
| Rear sprocket: | 50 |
| Front sprocket: | 16 |
| Maintenance | |
|---|---|
| Engine oil: | 10W-40 or 10W-50 |
| Brake fluid: | DOT 4 |
| Spark plugs: | NGK CR9EK or NGK CR9EIX |
| Spark plug gap: | 0.6–0.7 mm |
| Coolant capacity: | 2.25 |
| Rear tire pressure: | 2.9 bar (42 psi) |
| Engine oil capacity: | 3.1 |
| Front tire pressure: | 2.5 bar (36 psi) |
| Engine oil change interval: | Every 5000 km or 2 years |
| Valve clearance check interval: | 24,000 km (15,000 mi) |
| Chassis and Suspension | |
|---|---|
| Rake: | 24.4° |
| Frame: | Tubular steel frame with bolt-on subframe |
| Trail: | 146 mm (5.7 in) |
| Rear tire: | 150/70--17 |
| Front tire: | 100/90-21 |
| Rear brakes: | Single 255 mm disc, Brembo single-piston sliding caliper (ABS) |
| Front brakes: | 2 x 320 mm floating discs, Brembo Stylema 4-piston monobloc calipers (ABS) |
| Rear suspension: | Showa rear suspension unit, manual preload and rebound damping adjustment |
| Front suspension: | Showa 45mm upside-down forks with manual preload, rebound, and compression damping adjustment (Rally Pro); Marzocchi 45mm upside-down forks, non-adjustable (base models) |
| Rear wheel travel: | 170 mm (6.7 in) (GT models), 230 mm (9.1 in) (Rally Pro models) |
| Front wheel travel: | 180 mm (7.1 in) (GT models), 240 mm (9.4 in) (Rally Pro models) |
