My Review of Triumph Tiger GT Pro
To start with, it was love at first sight. Overawed by the outward beauty, that testifies to the magnificent quality and secret of this machine. Yes, you may call it unrequited love, but it comes with such an aura that led to obsession and unstoppable desire to tend the cherished object. It is called love because it never stops to bring smile and delight — it is a pleasure to touch, sitting on it makes you feel at home, and you pride yourself cruising along, envied by the passing crowd. More fascinating because the loved object has a heart that understands its owner. It dances with the tune of the lover, no complaints, it can adapt well to different circumstances. It has intelligence to make him the winner on the road and on other occasions impart control of her lover when it smells danger or lapses.
This is the tale of the new, all dancing, all singing Triumph Tiger GT Pro 900. It is a machine made to perfection, albeit there are certain things that could be better, but no one doubt Triumph has delivered their promise. This bike got a unique feel, sound and character, way different from the old Tiger. New electronic suspension, adjustable riding mode, Brembo brakes front and rear, cornering ABS, Bluetooth connectivity, GPS navigation and pretty TFT screen, many other endless enhancements to mention.
Why an upgrade?
I was happy with my Tiger 800. Indeed, I could have just kept the bike for another 5 years! But there was just a thing or two that moved my heart for a brand new, yet another adventure bike.
I am not a young biker, but I supposed I have another good 5-10 years of riding life, or longer!
The most frequent nudging about the old Tiger was its super low height which caused frequent peg scrapping during cornering, especially with a pillion on board. This was so annoying and happened at a minimal lean angle. Another nuisance was the frequently broken chain guard, so far, I had it replaced three times. It did not affect the ride, though the exposed chain metal might lead to many potential problems, Pan the service Engineer assured me there was no other way to escape this recurring problem, just keep your chain well lubricated all the time.
First let’s discuss regarding the type of bikes. I have a strong preference for an adventure bike as my ‘default’ bike (adventure aka touring bike, also known as ‘dual-sport’ bike as it can be used on and off-road). It is no doubt the best all-rounder — for short or long rides, city or sub-urban rides, unknown terrain, day or night, rain or sunshine, daily commuting with convenience and comfort of pillion and luggage carrying capacity.
Since its first release in 2010, Triumph Tiger has gained increasing popularity as an adventure or touring bike. My outgoing Tiger 800 XRX was a second generation Tiger. When Triumph came up with third gen Tiger three years ago — (XR, XRX, XRT – road-oriented model or XC, XCX and XCA — off-road oriented model) I was not tempted to rush for an upgrade, since it was not very long that I owned the 800 XRX, despite the acclaimed many new modifications and features introduced. Indeed, the bikes, despite similar engine capacity, has more pulling power, I had ridden the demo model and quite impressed with the new power plant. But I was content with my current bike then. Now, almost 3 years later, I felt it’s about the right time for an upgrade to this 5th generation Tiger. And I stick to the road biased model, the highest spec, which is Triumph Tiger GT Pro.
How about brand choice? I have long been contemplating a BMW GS1200 (2020 version 1250), because of its reputation, reliability and being a ‘liter’ bike with excellent horsepower, handling and ride comfort. In fact, after riding the bike for a long journey Dungun-KL I seriously thought about getting it as my next upgrade. Then my friend offered his nearly new GS1200 (2018) at around RM80k (which is about the price of a brand new Triumph Tiger GT Pro).
However, in the last minute, there was a second thought. I was still a little doubtful as to the practicality of a 1200cc bike — as my primary use of the bike would be daily commuting and short rides, including traveling into busy city traffic. There is a smaller alternative of BMW, which is the F850GS, which I was not familiar with, so I would not consider this an option. One other major reason, the wife doesn’t like it (the GS — she felt was too tall, and she did not feel secure sitting on the bike!) in fact, she has a strong like for the Triumph brand, with history of knowing this brand for the last 6 years, she also has a good impression of Fastbike hospitality and their friendly ‘Ratpack’ community.
In honesty, we had an enjoyable time with the Ratpack — their members are easygoing and welcoming. And of course, Fastbike boss, Dato Malique attentive and caring attitude for customers. He is known with his succinct persuasion (we called it in malay ‘racun’ — seductive ‘poison’!). He patiently took me steps by steps in the purchase deal. Being a fourth time buyer I was supposed to be familiar with the process, DM ensured I was happy with the arrangement – indeed I had almost decided to purchase the bike even before the test ride!!
Everyone knows Triumph may not make the fastest or most capable bikes, but its prestigious continental image, well-known reliability and excellent after sales service plus the ‘social’ part all have kept many owners happy and loyal to this brand.
There are myriads of choice for adventure or touring bikes, including sports touring one. But after having to go through the chore again and again every time I set to buy another bike, this time I kept the routine simple. I am looking for a ‘better’ machine than my current Tiger 800, to allow me to enjoy riding an Adventure bike to its full extent, excluding off-road riding, of course. And I do not need to start new. Therefore, I have excluded other bikes which I am aware, may offer some unique features or even cheaper in price (relatively) e.g. a Honda Africa Twin, an exciting 1L Adventure bike at a similar cost to this 900 cc Tiger. There are other competitors such as Ducati Multistrada (litre-bike, cheaper than GS1250), Yamaha MT09 Tracer or KTM Adventure 1190.
Do I miss anything for not trying other brands? Well, arguably there isn’t absolutely good or bad bike, it’s all up to one’s preference. It is down to the individual biker, so long he or she finds the bike suits his needs (and budget) well, and that he enjoys riding whatever bike of his choice. Having this background in mind, and knowing, after this long years of Triumph’s reputation, indeed the Tiger brand itself, I was satisfied not to look further.This is the tale of the new, all dancing all singing Triumph Tiger GT Pro 900. It is a machine made to perfection, albeit there are certain things that could be better, but no one doubt Triumph have delivered their promise. This bike got unique feel, sound and character, way different than the old Tiger. New electronic suspension, adjustable riding mode, brembo brakes front and rear, cornering ABS, bluetooth connectivity, GPS navigation and pretty TFT screen, many other endless enhancements to mention.
From 800 to 900, what’s so new?
Finally, after almost four years and over 50k km done, I decided to part with my Triumph Tiger 800 XRX, sold it to the same guy who bought my Street Triple 4 years ago.
And the next bike of choice? No big surprise, none other than a fourth Triumph bike, Tiger GT Pro! It’s a flashing red color tall and handsome machine equipped with a 888cc 94hp engine, full electronic controls and gadgets. The machine, though has similar horsepower to the original 800, it has higher torque hence pulling power, slightly lighter, it is a much taller bike, compared to my old 800 Low height version. A bigger fuel tank by 1litre, which promises to deliver more km.
Looking at the profile from the front end, it presents a fresh and striking look. It is radically different from the old Tiger. Sleeker, more mature appearance and each part well crafted, highly refined. I never had a top end bike before, I wonder what makes the GT Pro so different from the baseline mode. After owning the bike for a month, I came to fully appreciate it.
The LED headlamps have a unique design that appears sleek and cute, well, the pair has got ‘eyebrows’ above it (called unibrow)– this contributes to somewhat an ‘aggressive look’. This is a radical departure from the old Tiger with that classic double oval (separated) headlamps. The paired headlamps work similarly with other bikes, e.g. GS, Yamaha Tracer etc — the left one fully lit when turned on, while both are lit on high beam. You can just have the ‘low light’ mode by turning the unibrow light on — which is bright enough and looks awesome. I wish though, especially during daytime ride perhaps, that I could have the paired fog lights lit along with headlamps unibrow — unfortunately, the fog lights only lit if you turn the headlamps on.
A tall adjustable windshield that can be stretched all the way up to help the rider stand the wind blast during highway cruising. There is a prominent beak that gives its trademark as an adventure bike. The red paint really makes for its beauty, though I kept wondering why on earth they made the front mud guard (shade) matte-green instead of red color code. Perhaps, that’s what made it look special.
The GT Pro model comes complete with accessories except crash bar, which cost over RM4000 (top/bottom), though as premium club member I received 30% discount which made it more affordable. Standard panniers and top box with bracket sets you back more than RM8k lucky for new bike you will get in store credit plus shopping voucher worth RM6.5k. Since I sold my old Tiger, I decided just to keep the top box, which saved me RM2k. To make pillion ride more comfortable, I fitted a backrest on this top box — this is available at Sunny Cycle or Serdang Motors for around RM80. To help me cope with the tall bike, I also ordered a low seat which in contrast to the stock seat provided, not a heated seat (not sure if heated seats really needed in hot condition in our country!).
A large TFT screen makes its distinction. In contains everything from odometer, Bluetooth connectivity for navigation, calls and messaging, music (if you have stereo Bluetooth system attached to your helmet!), ride modes, preload settings, vehicle settings, Tyre Pressure Monitoring System (TPMS) etc. The Bluetooth connects to the Triumph app on your smartphone, which can be downloaded from Appstore or Android Google Play.
The bike is equipped with a USB port for charging your phone, this is located under the seat in a specialized compartment to accommodate your phone while it’s being charged.
The RIDE: First month experience of 4700 km journey
Just over a month, 4700 km done including medium long ride such as
KL-Gurun (Jerai Hill) & back to KL approx 800 km
KL-Genting Highland–not a long ride, but considered one of the highlight rides
KL-Batu Pahat return trip approx 500 km
KL — Bota (Perak) same day return trip — 600 km
KL-Melaka return trip (300 km)
KL-Tapah return trip (340 km)
Hence it can be said at least 60% of this journey so far was spent on long rides. Considering it is MCO period, I am pleased to note that the bike was kept moving almost on a daily basis — for commuting to work, and completed the above long rides accumulating significant distance.
Indeed, my daily commute will include 50% highway ride means high-speed ride, and the rest of journey mostly less city traffic ride.
The GT Pro met my expectation, it performed as well as my old Tiger 800, and much better, advanced. Right from the time you start the ignition, you are surrounded by an aura of a big touring/adventure bike. The engine note is great, the exhaust not too loud but enough to be heard. It roared at high rev. The Smooth revving engine. That ‘mellowed’ feeling of a touring bike is there, which makes the difference from the sporty Street triple with the same basic 3 in-line engine. The gentle but energetic acceleration is a pleasure, not forgetting the bike is capable of launching itself from 0 to 170km/hr in just a few seconds. This is surprised me even after riding over 4000 km. I just twisted the throttle going gently along the highway when suddenly glancing at the digital odometer showing a speed close to 170 km/hr in no time! Yes, despite the vibration at the throttle, a ‘full throttle’ will quickly take you up to 180-190 km/hr before you realize it.
Talking about speed, I must caution you dear readers, I am far from being a speed demon, neither do I wish to be one. Furthermore, we have kind of agreed during the recent bikers’ forum organized by UKMBikers addressed by three highly experienced speakers, bikers — whose conclusion: yes speed kill, so slow down. That’s it, you should not ride past 140-160 km/hr, according to one of them . Hmm, I have once decided that my commuting speed should be 120-140 km/hr on the highway, it didn’t take long before this oath was broken, oh dear. It is hard enough to separate bikers from their speed, so I often thought it is not pure speed, rather inappropriately high speed, such as going more than one and a half time speed of the traffic, or approaching a corner with excessive speed and later breaking. Enough on that note.
For short ride, commuting and city traffic, the bike is nimble — comfortable and confidence inspiring build, new suspension system and relatively slim profile (for daily city ride it works best without the panniers), allow one to sneak past the traffic with relative ease. You don’t feel the lag at all, even at 5th gear, as long as you keep the speed above 60-70 km/hr. Since this was during MCO period, cruising along Middle Ring Road II from Ampang to Sungai Besi toll is possible to be done at 6th. Gear, no downshift required.
The quick-shifter certainly helped a lot, allowing me to up or down shift faster and smoother, it took a while to master though, and I must admit I still make a mistake. I rather not get used too much, since I even ride the Kawa Z900RS, I would not want to forget how to manual shift, or else it could tip me into looking for one similar system for the Kawa!
I frequently bring a pillion and found that highway ride feels more stable with a preload setup for two up with full luggage. Ensuring a modest amount of load (keeping weight at each box blow 5 kg approx — my thought), you will ride past 150 km/hr all the way up. The bike behaves well, so stable and comfortable to both rider and pillion. The new suspension system a boost.
Without pillion, I found the best load setup is single rider without luggage — this applies regardless of you carrying full load or empty boxes, so long all the boxes attached to the bike. Setting the preload to single rider with full load somehow causes a wobbly sensation, especially during high speed cornering — well I am still experimenting this different preload setup.
The bike felt solid, at cornering or during traffic maneuvering whether at a fast or slower pace. Fast acceleration, precise braking (caution do not overdo the Brembo brake, it’s too powerful!), gives you a high confidence level to enjoy the ride. Whether on highway, trunk road, day or night, raining or wet road, it behaves well. It absorbs bumps nicely so riding on an uneven road surface or unpredictable terrain can be undertaken safely at reasonable speed.
Reaching past 200 km/hr, there will be ‘plateau’ in which further acceleration is possible if the bike does not threaten to throw a tank slap. I experienced it once, full throttle all the way, odometer showing 205 or something, then the bike suddenly felt a little heavy, like it does not pull itself anymore… I released the throttle a bit… and there was a gentle shaking until it reached 165 km/hr, then it steadied again. With the 800, I rarely reached this speed whether alone or with pillion, so I could not for sure make any direct comparison between them.
A bit about gearing. Changing gear with quickshifter is neat, only occasionally I revert to old habits of pulling the clutch, especially when speed drops abruptly below 4000 rpm. With its high pulling power, the bike feels smoother to ride on higher gears, and certainly at speed above 120 km/hr you better be off on 6th, or else prepare to suffer from strong vibration at the handlebar. I noted at lower gear like 3rd, I could hardly press above 140 km/hr without hearing loud engine strain. Maybe I am expecting too much. This is not a sport bike, so the behavior still could not match that of its Triple Street sibling. This goes in contrast with my other 900cc bike, Kawasaki Z900RS, which I could push the RPM all the way smoothly on third or fourth gear.
Handling and Endurance tests?
Among notable ride moments were Gurun-Bangi ride (400+km). Juru lay-by to Tapah R&R, 181 km stretch completed within one hour 25mins. With 2 ups and moderate load we cruised along the PLUS North highway at an early hour of the day — not so heavy traffic that allowed the bike to concur the highway overtaking most of the four wheelers in a breeze. The ecstasy of handling a steady and smooth ride, comfortable upright position and strong engine pull made the journey a mesmerizing one. The trip included a short stretch of twisty road before and after Minora Tunnel (Perak), well-known spot for bikers to sharpen their cornering skill. We passed this section squeezing between vehicles and other bikes caroling the tune with the Tiger GT Pro commanding aptitude, what an aura. Total time spent on the road (including long breaks!) Gurun-Bangi was 5 hours.
Another was a quick ride to Genting Highlands (GPO) with my son Harith. We started with clear weather but alas out of a sudden changed to pouring rain; we were soaked wet on the way up and down, all the way home. Tackling the twisties during wet weather was no laughing matter, and for an old biker like me, I would rather be happy to slow down. But the bike was ever willing to push my limit, and I began enjoying the lean and laps, till the rain started. On the road down, despite the initial hesitation, once I found the pace, I built up speed; the bike complied well, the stock Metzeller tyres dealt confidently on the wet road, despite my earlier experiencing a shudder whenever I run over white lines. Entering the Karak highway I felt more optimistic and pushed for more speed with ease.
Commuting and city ride: I must confess my unpleasant experience on my first day riding this bike. This was before I fitted the low seat, and alas the factory fitted seat was set ‘high’. I could barely reach my either feet on the ground when stopping! That was when I had a nightmare negotiating the dense traffic congestion at MRR Ampang (construction site), there were a time when traffic came to a complete halt, and the space between the vehicles could hardly allow a big bike to pass! I was imagining the worst. Lucky I got through without scratching the bike or stalling the engine! Surviving the first day ride, since then, I had absolutely no problem maneuvering the bike. Given a similar situation, I would manage without repeating the same nightmare. I must note that, since I got the low seat, it helped my feet to reach the ground when stopping, though not fully.
I regularly take the bike for commuting, entering the city congestion, or simply get myself trapped in heavy traffic — all were handled with no fuss. It has proven itself, being a middle weight machine, perfect company for going to work, short ride to meet friends or family, or shopping. The top box helped to store my bag, rain jacket and other items that I can throw in, it will easily accommodate. I like to wear the boots, it gave me more confidence and feel taller. Negotiating city traffic one could ride in any way that suits his style — gently or aggressively (observing safety and traffic rules of course), the bike always ready for action.
The downside
The bike is heavy; it is not so easy to move it around. With under 200 kg mass, pushing the bike around met with lots of resistance. Lucky I never dropped it. I was trying to compare it with the GS1200, which somewhat felt easier to push despite its bulk. This may be my personal impression. Even compared to my old Tiger 800, the GT Pro feels more solid and stiffer.
As to the height, I can’t complain too much, since I am a short person, so I got the trick around by using the low seat. However, there were a few occasions when I had trouble lifting the side stand when the bike is parked at slope, this particularly is embarrassing when I am carrying a pillion. I would have to ensure that the bike is parked on a flat ground. My wife has the habit of getting on the bike first before me, therefore the only way to start the bike moving is by releasing the side stand when both of us already seated on the bike. Whatever preload setup did not make any difference, I still have difficulty flicking the stand with my left foot. What a shame… occasionally I could remedy this by shifting my butt extreme forward, so I could get my right foot planted firmly on the ground, tilt the bike right to support my left foot flicking up the stand.
As with the electronics, I found it impossible to activate the hazard light without lifting my right hand off the throttle, press the hazard light with the thumb or index finger, then back on the throttle. This wasn’t the case with the old Tiger, where the hazard light switch was mounted below the starter which I could reach easily with my thumb. I also noticed the brilliant design of automatic self cancelling hazard light/indicator lights that was an advanced feature previously presence in Tiger 800, is missing! Let say you have the hazard light on, and now you are turning at the next junction, so you would press the indicator button, the hazard light automatically turns off, and when you are done turning, the hazard light will be back on automatically. Alas, this facility is no longer made available in the GT Pro. Those are just two ‘small’ conveniences which I enjoyed in the old bike.
Finally, let us talk about handlebar vibrations. Yes, it is a great disappointment, especially to those who are used with the smoothness of the old Tiger machine. The vibration is palpable once you touch 5000rpm above (speed of 135 km/hr or more approximately). It is worse at lower gears, and hence I have the urge of up shifting the gears quickly (to 6th) as soon as I get to a straight road, in order to avoid the vibrations. I have fitted additional hand grip (Sunny Cycle KL, or Lazada online), this helped to diffuse it a bit.
The good news is, in my personal experience, I do not get worsening numbness of my hands during long cruise compare to my old Tiger. And do note, the vibrations will not get any worse with increasing speed! In fact, traveling long distance at high speed was no bother, I feel less stress, less fatigued and my hands did not get more numb than usual. Yes, it is annoying no doubt, pity, without this irritation, one would have rated the GT Pro as a ‘perfect bike’. Regret it? No, I do not think it hampers your riding pleasure, and as already mentioned it did not make my hands more tired than usual, and I was able to accelerate or cruise at high speed steadily despite the constant vibrations. Yes, it does make the bike ‘wild’ in a sense, yet this did not stop me falling in love with this wild beast.
Fuel economy
With 20L tank capacity it supposed to take you beyond 350 km full tank, that is at normal riding speed I supposed. In my experience, on average I could cover 300 km till the fuel range indicator showing 0 (occasionally it did show 0 well before this, but I kept going and indeed I safely made it to the refuel, with 2 liters reserve left!). If you are not brave enough like me, then you can certainly cover 250 km before next refuel, regardless of your riding style. The fuel reserve warning comes early at around 220 km, or earlier if you ride more aggressively.
My star rating? *****
It surprises you why I gave 5* and not 4.5 or less? And I already said it is a wild beast? Yeah, love is strange, but the GT Pro comes as a stranger that quickly turns into an affectionate affair. It brings so much fun, adventure and a sense of accomplishment riding this bike. It has an astounding beauty, robust character and great handling. It makes me want to keep riding every day, every moment.
The Road to Heaven 