Motorcycle specifications TriumphTiger 900 Rally Pro 2026 Road crossings

Here's one of the best ways (if not the best) to discover the world behind the wheel of a Triumph. The Rally Pro version of the 900 Tiger outclasses the whole family. The family cleaned up its act in 2024: only three models remain in the catalog - the GT, the GT Pro and this Rally Pro. They're here to cover all the public's desires in this vigorous and highly strategic mid-size trail category.

Mid-size is one way of putting it. From BMW to Ducati, from Japan to Europe, from road to off-road, a displacement close to 1,000 has become the norm - and the 1,200s and above are taking advantage of the situation to take it to another level. Our intrepid wildcat here expresses himself and takes off with the 888 cm3, well known in the range since 2020. The manufacturer has taken it one step further, increasing its power to 108 hp! Quite a step forward for this three-cylinder, which used to remain at the limit of the 95-horsepower range to provide a gateway for young licence holders. But those days are gone, and it's now ready to show its full potential.

Where did it get its 13% power? By revisiting its innards. New intake cones, extended by 15 mm, send air into a cylinder head with larger ports. Then camshafts with higher lifts kick in, while new pistons compress the gaseous mixture much harder - the compression ratio rises from 11.3:1 to 13:1. The T-plane is still as full as before, but it now pumps out 13 more horsepower, with a maximum at 9,500 rpm. Torque isn't quite as plump, but benefits from an extra 3 Nm. At 6,850 rpm, the peak reaches 9.2 mkg.

In terms of watts, the Tiger 900 is now almost as well endowed as a 1050 V-Strom (1 mkg separates them). The Rally Pro features exactly the same tubular steel trellis frame as the GT and GT Pro, but with a completely different set of peripherals to validate its off-road passport. There are minor differences in geometry, with a narrower caster angle (24°4 instead of 24°6 for the GT), a 5 mm shorter wheelbase and a 14.1 mm longer caster. Triumph favors maneuverability for this machine, which is logical given its appetite for dynamic playgrounds.

But it's the suspension that really counts. The GTs are equipped with Marzocchi, while the Rally Pro favors Showa, with much greater travel. 60 mm more, bringing the values to 240 mm for the 45 mm inverted fork and 230 mm for the monoshock. Both can be adjusted from virtually anywhere; the only thing missing is the rear rebound. Bridg' Adventure tires in 90/90-21 and 150/70-17 are used for all types of terrain. With these tires, the Englishwoman can go well beyond the figurative and offer a wide range of excursions without fearing the extraverted roughness of the roads. All the more so as its large (and more enveloping) engine cowling and crash-bars are there to protect the majority of the mechanics.
The Tiger is familiar with all this, as it is a continuation of its predecessor.

Where Phase II improves, however, is in the vibration-isolating handlebar mounting and its 15 mm closer fit to the rider. The seat is flatter and a little thicker, Triumph has added a USB-C port to the dashboard, installed the "My Triumph" connectivity module as standard (for smartphone play, music, calls and simplified navigation) and replaced the TFT screen. Still 7 inches in size, it is now much more ergonomic, modelled on the 1200. However, it is still flexible in certain procedures.

Riding Modes have been retained, with six configurations - Road, Sport, Rain and All-Terrain - on all 900 Tiger models, plus the customizable Rider inherent in the Pro finish, plus the Off-Road Pro exclusive to the Rally Pro. With it, the rider can completely deactivate ABS and traction control, to fully exploit the machine... to the full extent of his technical baggage. Just because Ivan Cervantes can jump 3 metres doesn't mean anyone can.

For some years now, the Hinckley-based brand has been distinguishing itself by offering top-of-the-range, sporty braking on its trail bikes, with some serious Brembo gear: Stylema calipers and 320 mm discs. Awe-inspiring! The Tiger 900 family wants to make itself even safer, with the addition of an electronic brake splitter between front and rear. The result is greater efficiency and stability under heavy braking. During these hard braking phases, the warning lights come on to signal the "unexpected".

A host of riding aids, including traction control and cornering-active ABS, Up&Down shifter, cruise control and tire-pressure monitoring, are available around the 6 riding modes. Comfort is enhanced by a 50 mm adjustable bubble, height-adjustable seat, heated seats and grips, two USB ports and a 12V socket, center stand, hand guards, anti-dribble assisted clutch and 20 liters of fuel in the tank.
And let's not forget the DRL daylight signature, LED lighting, backlit controls, small additional lights, Bluetooth and tubeless-spoke rims.

A brief summary? The second-generation Triumph 900 Tiger Rally Pro is :
- A more powerful engine
- Slightly reworked design
- Coupled electronic braking
- TFT screen with new graphics
- Connectivity as standard
- Improved handlebars and a more comfortable seat
- Larger engine compartment
- An extra USB port and smart turn signals

At first glance, with its very timid facelift (just the sides and cheeks), the 900 Tiger Pro looks like it's hardly evolving at all. However, it is now much more powerful, with a few new features. The price inevitably climbs, crossing the 17,000-euro mark. That's a hefty price for a 900. But that's hardly surprising, given the level of equipment, the positioning of its big brother 1200 (at 5,000 baht more), the upward levelling of prices throughout the segment, and the machine's qualities. With the Tiger Rally Pro, forget the idea of the single trail and the expedition with a blanket and a knife - welcome to business class!

M.B - Manufacturer's photos