TRIUMPH, TIGER, BIKE, AUTOMOBILE, INDIA, 900
Triumph Tiger 900 Rally Pro review:Almost half a century after Ted Simon’s Tiger 100 brought the brand name to fame after traversing 126,000km over 45 countries and 4 years, Triumph have come back with a 900cc version that's designed to do all of the above and make it look easy!
Ilike to imagine the day when the engineers at Triumph walked into work at Hinckley, only to be told that it was the end of the road for their beloved Tiger 800 and that they were to build as its replacement an entirely new motorcycle entirely from scratch. The Tiger 800, you see, was widely regarded as the poster child for adventure touring, with an almost cult following, not just in India but around the world. Building a new one entirely from scratch and ensuring that it was objectively “more” perfect than the motorcycle before it must have been like trying to make lightning strike in the same place, twice, and better the second time around. Yet here it is, in the flesh, plastered on these pages, the all-new Tiger 900 Rally Pro. I could tell you right now that it is, in fact, objectively perfect but if you were as big a fan of the Tiger 800 as we were, you’re probably going to want to read in excruciating details as to why. And how exactly.
Let's start by judging the book by its cover, or in this case the bodywork. The Tiger 900 is sharper, slimmer and more angular than its predecessor, and yet somehow it has a stronger presence. From the front, the sleek LED headlamps have sharp DRL that runs along the top like a furrowed brow, adding a mean streak to the Tiger’s presence. The lamps are flanked by two fiber wind-deflectors and an adjustable windscreen. One of the things I like about the tiger is the simple assembly that they’ve used for the adjustable windscreen that employs a spring mounted screw over metal channels, it's easy to use and will be cheap to repair. The adventure tourer beak too is more compact and sharper, but ties together the front end really well.
You couldn’t tell, looking at it parked but the Tank on the Tiger is actually slimmer than the one on the Tiger 800 by a fair margin. Despite its more compact dimensions, the capacity has increased to 20 liters. Housed inside the beaky front end is the new split radiator set up that integrates nicely into the fairing. What really stands out throughout is Triumph’s understanding of the ground realities of riding and owning an adventure motorcycle. Like the fact that the LED indicators have been moved from the radiator mounts on the 800 to near the headlights, protecting them from breaking every time the bike tips over. This philosophy extends under the skin too, the Triumph 800’s frame was a single unit with the sub-frame and footrest hangers welded onto the primary frame, leaving it vulnerable in big crashes. The new frame assembly consists of a light-weight aluminum sub-frame bolted onto the brand new primary frame, fixing the issue and ensuring owners repair costs stay low even in serious crashes. There’s a new 7 inch TFT instrument set up as well, that works well even in the day time and gets Triumph’s own MYTRIUMPH Bluetooth connectivity suite that allows you connect and interact with wireless headsets, your mobile (For telephony and navigation) and a GOPRO. I’m not one for fancy instrument clusters,personally, but the functionality that this particular unit offers stands out significantly.
The center-piece of this new motorcycle though is the brand new 888cc in-line three that replaces the old 800 triple. The old motor, although iconic in its own right, rode like a super sport. All the fun was way up high in the power band, that’s great on tarmac not so much on the slippery stuff. To fix this, Triumph the 900 employs a T-plane crank with an asymmetric 1-3-2 firing order, that significantly improves the power distribution in the low-to-mid range of the engine without really taking much away from its signature top end performance. The new firing order alters the aural experience too. There is more bass to it, and it's notably gruffer. The 95.2bhp available hasn’t changed much, peak power comes in quicker on the 900 by 250rpm. Instead Triumph have focused on the torque delivery, 87Nm (8Nm more) of peak torque is delivered almost 800rpm earlier. As a result of all of the above, the Tiger 900 just feels more tractable. It's better in traffic at low city speeds and it is significantly better at idling speed off-road navigation. That said, you push that needle and the top end performance will still surprise you. The surge of power is not as manic as before, but its progressive and consistent delivery is equally infectious. The six speed gearbox has been tweaked to with a much taller ratio on the 5th and 6th gear. As a result highway cruising speeds are achieved under 5,000 rpm, at which the engine is almost silent.
In the saddle, the narrower tank, well proportioned seat and lighter overall construct hide the already diminished proportions of the Tiger 900 well. The entire design of the Tiger 900 seems to be around the central idea of managing the moving masses, the engine is lighter and more compact and has been placed tilted forward in the new chassis to relieve more ground clearance without raising the seat height. The fact that the seat is adjustable by 20mm makes it all that much more accessible. Add all of this to the fully adjustable showa springs both at the front and back and sharper rake angle, make for a Tiger that is sharper and lighter on its toes than ever before.
The Tiger 900 brings the marquee to the next generation in style, it stands out for being an earnest rider focussed rebuild that has been designed keeping the needs to the rider and the scope of the motorcycles use in mind. At 15.5 lakh ex-showroom for the Tiger 900 Rally Pro, with all the bells and whistles I’d consider the Tiger one of the strongest of the middleweight adventure tourer offerings by a long shot. The lighter construct, comprehensive electronics and tractable motor make it feel that much more accessible as well!
Source: INDIA TODAY
TRIUMPH, TIGER, BIKE, AUTOMOBILE, INDIA, 900