Triumph Tiger 900 vs Tiger 800: Better? How?

 [UPDATE: Triumph has launched the Tiger 900 in India with prices starting from Rs 13.70 lakh (ex-showroom India). Head here for details.]

Triumph’s Tiger 800 was a very capable tourer, but it had plenty of room for improvement. As a tourer it could have worked with better ergonomics; as an adventure motorcycle it needed more grit and balance. Let’s see what makes the Tiger 900 the better motorcycle, if at all.

More punch = more fun + more versatility!

The new engine on the Tiger 900 has more displacement to help it meet Euro V emission norms. But the T-shaped crank and the resulting uneven firing order (1-3-2)has made for a punchier power delivery. While peak power is unchanged, the new motor delivers 8Nm more peak torque a little lower in the rev range than before. More importantly, you get more torque and power than before across the rev range. So much so that you will have to make fewer downshifts while commuting or touring because of the chunk of torque available from low revs. Along with the chatter from the engine, it almost feels like a V-twin!

The torque from the engine will be a boon when covering long distances too. It will make fewer demands from the rider whenever a change of pace is required. Also, the added punch will make it more enjoyable and rewarding to ride. While displacement has gone up Triumph claims fuel efficiency hasn’t been affected. Along with the taller gearing for the 5th and 6th gears (up 3 and 7 percent, respectively), and a larger 20-litre tank, the range between refills should be more than before. In our previous tests the Tiger 800 lagged behind its competitors on this front so any improvement will be welcome.

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The change in gearing also lets you cruise more comfortably as the engine sits at an easy 4700rpm at 120kmph. Interestingly, despite the taller gearing Triumph claims that the roll-on accelerations in these gears are faster than before!

Better for everyday use

Lighter clutch action because of the slip-and-assist clutch and the V-twin-like strong torque at low revs will simplify your commutes. A lighter feel from the chassis makes the Tiger 900 much easier to manoeuvre at low speeds too. The GT’s 810mm seat height (can be raised to 830mm) is low and the slimness of the chassis makes getting both feet on the ground really easy.

Better for touring

Ergonomics, performance, features and usability have all been improved, making the Tiger 900 a significantly better motorcycle to tour on. For starters, the Tiger also offers better ergonomics than before. The handlebar is 10mm closer to the rider, which gives you a more upright riding position and is definitely more relaxing for shorter riders like me (5’6”). The seat cushioning is also impeccable with no aches and pains after long days in the saddle. Change in suspension hardware offers a plusher and more consistent ride too. The GT family gets adjustable Marzocchis from the mid-spec variant. The GT Pro gets an electronically adjustable rear monoshock, which allows you to adjust the damping and also set the preload on the go.

To top it off the top spec Pro variants come with heated grips, riders seat and pillion seat as standard. The Tiger also packs better ergonomics for shorter riders, an impeccable seat, and greater features -- easily adjustable windscreen, heated grips and heated rider’s seat. To top it off, heated pillion seat is an option, while auxiliary lamps are standard on the Pro versions.

Safer than before

The Tiger 900 has key hardware updates that widen the safety net. Front brake discs are now larger, up from 305mm to 320mm. Along with it, Triumph is offering Brembo’s flagship Stylema monobloc calipers as standard! The effectiveness of these brakes is such that you might compare the feeling while braking hard to hitting a wall!

The safety net is cast wider still with the inclusion of an IMU that allows for cornering ABS and lean sensitive traction control. It also has a TPMS that triggers a warning message on the screen when tyre pressures drop, however, it won’t show you actual pressures.

Sexier and geekier than before

Slim and tight. And, tough. Thes best describe the Tiger 900’s look. The headlamp fairing, the radiator shrouds are all leaner and tighter. The brushed metallic effect on the panel that runs from the headlamps to the tank on the Rally adds to the sense of toughness. The Rally also packs an engine guard as standard. There’s also the added dash of sophistication thanks to the wing-shaped LED DRL in the headlamps, which are also packing an all-LED setup.

LED auxiliary lamps are offered on the Pro variants as standard while the LED turn indicators and tail lamp are offered in certain markets. Taking it up further is the 7” colour TFT display that packs in bluetooth connectivity for your phone and GoPros on the top spec Pro versions. These allow you to see navigation instructions and camera settings right on the dash. There are two very handy 12v charging sockets and a rather pointless 5v USB charging point under the seat.

All said and done…
.. the Tiger 900 is a new generation motorcycle and it certainly establishes itself as the better ride on every front. Comprehensively.Triumph has introduced the GT Pro, Rally and Rally Pro to India with prices ranging from Rs 13.7 lakh - 15.5 lakh.

Is the Triumph Tiger 900 too good to be true? Why don’t you read what’s not so good about it to get the full picture? Or if you are interested in off-road adventures, read about it here. Or head over to the Tiger 900 introduction page where we have links to all our stories from the Tiger 900 ride experience in Morocco.