Motorcycle specifications TriumphTiger 900 Rally 2021 Between the day and the furrow

The trail battle is being waged on two fronts. The main one brings together all the generalist manufacturers and some of the more modest ones: the on-road segment. The other, more technical, is the initiator of one-hour epics or out-of-bounds journeys. Triumph is present on both, with its Tiger XR and XC, in several displacements. Not to mention the special forces 1200 Scrambler.

Hinckley has decided to go on the offensive with the new Tiger 900 family. A new engine, a new chassis, a new face and the end of enigmatic authentication codes accompany these machines with tantalizing promises. Triumph's Tiger 900 Rally is the perfect way to tackle off-roading with a sibling. The package is a step up from its predecessor, the 800 XCx.

No need to beat about the bush (more on that later ;-), the 900 Tiger is far more seductive than the previous generation. Gone is the esoteric sledgehammer look, replaced by cheeky eyes and the beginnings of a more feline silhouette. The Tiger has changed so much that it needed a new design as well as a new name.

It wants to make you dream. He imagines you crossing expanses where only wildebeest, sun-crushed yellow grass and lost stones meet. When a tree announces the trails, the Tiger 900 Rally looks its best.
Starting with a fuller engine. The 3-cylinder gains 88 cm3, a different ignition sequence for greater character, improved cooling, repositioning in the frame to optimize weight distribution, a healthy dose of torque and greater availability. No change on the power side, with 95 hp from this 888 cm3. It's more practical to claim an A2 kit without going through a specific version. But if the watts remain the same, that doesn't mean they're the same. Maximum power is obtained earlier, at 8750 rpm instead of 9500, and there's more vigour at all revs, up to 9% more at mid-range. At 8.9 mkg, maximum torque is up 10%, also at lower revs.

enough to push off at high speed, relaunch without a moment's pause and overtake all the critters around. Triumph has installed a new frame around the boiler. Still a tubular steel trellis, but with a different design. The rear frame is no longer welded to the main section. Instead, an aluminum frame is bolted to the trellis. Much easier to change if the rear end is crumpled during a ride. A new swingarm also makes its appearance, as does a new tire configuration. The tiger gets rid of its inner tubes in favor of tubeless tires. The spoked rims retain the same dimensions: 90/90 in 21" for the front and 150/70 in 17" for the rear.

Strangely enough, the aluminum crash bars and engine mount have disappeared, replaced only by a piece of plastic. It's a bit out of place on a machine that claims to be ambitious and adventurous. Is Triumph skimping on equipment? Would they like to steer the customer towards options or another version? Or is it absolute confidence in the Tiger Rally's new crossing capabilities?
Admittedly, the Tiger Rally's suspension components have also turned a corner. The factory began by changing suppliers, this time preferring Showa to WP. The inverted fork has been enlarged from 43 to 45 mm in diameter, and gains preload adjustment in addition to the rebound and compression damping provided by the 800 unit. The rear shock absorber is reinforced with adjustable rebound and preload. This means not only more adjustability, but also increased travel for the suspension. With an extra 20 mm at the front and 15 mm at the rear, the 900 Tiger benefits from 240 and 230 mm of travel. All the more reason to be bold off-road, with a smile on your face as you take on bumps, jumps and antics.

Triumph has also given the entire 900 Tiger family a great deal of confidence on the braking front. Not only are disc diameters increased to 320 mm, not only does ABS become cornering and multi-mode, but it also benefits from Brembo's top-of-the-range Stylema calipers.
What else has increased... The wheelbase, a little, by 6 mm; the fuel tank, by one liter to boost capacity to 20 units; the seat height, by 10 mm. Not so cool for those of measured stature. This will require a little extra effort, although the minimum height of 850 mm (870 in the high position) is still far from pure enduro. As for weight, we're on a diet. Eight kilos less for TPF as you go from XCx to Rally.

unlike the pioneers who set off with a compass, a map, scurvy halfway down the road and a knife as their only weapon and tool, this all-terrain trail bike (how's that for a pleonasm?!?) goes for the serious electronics package. The 7-inch TFT screen, larger than the 800's, gives you an inkling of this, as do the following additions. Thanks to the addition of an inertial unit, ABS and traction control are now sensitive to the bike's angle of inclination. An Up&Down shifter (optional) enables you to change gears in both directions without touching the clutch. The lighting is full LED, with a unique signature daytime running light strip.
The complementary package includes just about everything you need... or don't need. Cruise control, a 5-position joystick to operate the dashboard, 4 driving modes (Road - Rain - Off-Road - Sport ), a "phone box" under the seat with a USB socket, another 12V socket and heated grips.
Would you like a little more? Before looking at the options catalog, take a look at the Rally Pro. Equipped with a good ladleful of extra equipment, with permission to break the 15,000-bullet ceiling.

Triumph has gone to great lengths to enhance the value of its "little" Tiger. More than just improvements, it's a new bike with enhanced capabilities, a stronger identity, and a commitment to quality and efficiency combined. Admittedly, it's not cheap, but its customers don't come to this market for "cheap".

M.B - Manufacturer's photos