Triumph Motorcycles has announced its 2024 Triumph Tiger 1200 GT Explorer and Tiger 1200 Rally Explorer models, which include further refinements to the engine, enhanced comfort and ergonomics, improved cornering clearance, reduced seat height with Active Preload Reduction as standard, and new colors. The GT Pro and Rally Pro models will not be available in the U.S. market for 2024.
2024 Triumph Tiger 1200 GT Explorer
At the unveiling of the new bikes, Triumph’s Global Product Marketing Manager James Wood said that, similar to the recent changes made to the Tiger 900 line, when it came to the 2024 Triumph Tiger 1200, the company is “constantly looking for ways to improve and refine our bikes and always looking to make them better for our riders.”
The Tiger 1200 line still features the liquid-cooled, transverse inline-Triple with DOHC and 4 valves per cylinder and a T-plane crankshaft with a 1-3-2 firing order. The irregular firing sequence gives the engine the feel and tractable response of a Twin down low and the sporty character of a Triple from the midrange to redline. In our 2023 Tiger 1200 GT Pro review, the Jett Tuning dyno showed 130.2 hp at 9,100 rpm and 81.8 lb-ft of torque at 7,000 rpm to the rear wheel through the bike’s shaft final drive.
When asked at the unveiling if Triumph had considered changing the engine configuration, Wood said the T-plane was a “very conscientious decision … because of the extra character it gives you and because of the extra tractability it gives you at low rpm.”
“That is absolutely something that we love about this bike and something we know that customers love about this bike too,” he said. “So it was never an option to be changed to anything else. It’s a really nice engine, especially for adventure-style riding.”
2024 Triumph Tiger 1200 Rally Explorer
For the 2024 model, Triumph has made further changes to the crankshaft, alternator rotor, and balancer to increase engine inertia, plus some associated engine calibration changes, all with the goal of a smoother and more precise low-rev torque delivery. Triumph says customers will be able to feel the increased smoothness while accelerating or decelerating, especially at low speeds, and that an updated clutch design will create smoother engagement when changing into first gear.
2024 Triumph Tiger 1200 Rally Explorer
Both Triumph Tiger 1200 Explorer models still feature Brembo Stylema braking components, with dual 4-piston monoblock radial front calipers clamping down on 320mm floating discs and a 1-piston rear caliper and 298mm disc. Cornering ABS is standard, as is cornering traction control. The Showa semi-active suspension system has On-Road and Off-Road damping modes, with nine settings ranging from Sport to Comfort within each mode, as well as automatic rear preload adjustment. Travel is 7.9 inches front and rear. The Tiger 1200 Rally Explorer rides on tubeless spoked wheels (21-inch front, 18-inch rear), and the GT Explorer features cast aluminum wheels (19-inch front, 18-inch rear).
2024 Triumph Tiger 1200 GT Explorer
The seat on both bikes has been redesigned with a flatter profile, providing more space for the rider, and the accessory low seat reduces the seat height by 0.8 inch from 33.5 inches to 32.7 inches on the GT Explorer and from 34.5 inches to 33.7 inches on the Rally Explorer. Seat height is reduced an additional 0.78 inch by the new Active Preload Reduction feature, which was revealed in August 2023 and offers the rider greater confidence by reducing the rear suspension preload as the Tiger 1200 slows to a stopsimply by pressing the ‘Home’ button on the switch cube for one second.
The cornering clearance of the Triumph Tiger 1200 GT Explorer model has been increased by lifting the footpeg position and moving them closer to the bike, and a longer clutch lever has also been introduced, providing increased space for riders’ fingers, adding further comfort especially on longer journeys.
The Tiger 1200 Explorer technology package includes the Triumph Blind Spot Radar System, 7-inch TFT instrumentation with integrated My Triumph Connectivity System, Shift Assist, heated grips and seats, tire pressure monitoring, Hill Hold, and a keyless system that includes ignition, steering lock, and fuel cap.
2024 Triumph Tiger 1200 GT Explorer
Both variants of the Triumph Tiger 1200 Explorer models will be available with new colors for 2024. The GT Explorer will be available in Carnival Red, as well as the previous options of Snowdonia White and Sapphire Black. Pricing starts at $23,795. The Rally Explorer will be available in the new Matte Sandstorm and Jet Black options, as well as the popular Matte Khaki. Pricing starts at $24,895.
As evidenced by the popularity of our series of “Best Motorcycles for Smaller Riders” lists on the Buyers Guides section of our website, seat height is an important consideration for riders, and considering the height of most adventure bikes, if there is one place you want to feel planted, it’s coming to a stop – especially with a passenger and full load. As a result, Triumph has announced the Active Preload Reduction for the Tiger 1200 range, which lowers the seat height by up to .78 inch more than even the accessory low seat option. Active Preload Reduction will be available for both new and existing Tiger 1200 owners. For more information, read the press release below.
Triumph Tiger 1200 Rally shown with Active Preload Reduction
Triumph Motorcycles has released a new enhancement to its advanced Showa semi-active suspension across the current Tiger 1200 range, which was first announced in November 2021.
The new Active Preload Reduction feature has been developed to lower the resting seat height by reducing the rear suspension preload as the Tiger 1200 slows.
For the Tiger 1200 GT, GT Pro, and GT Explorer models, there are currently two seat height settings: 33.46 inches (850mm) and 34.52 inches (870mm), while for the Rally Pro and Rally Explorer models these are 34.44 inches (875mm) and 35.23 inches (895mm). When these motorcycles are fitted with the accessory low seat option, the seat position is lowered by an additional .78 inch (20mm), giving a lowest seat height of 32.67 inches (830mm) on the GT family and 33.66 inches (855mm) on the Rally family.
The new Active Preload Reduction feature allows these seat heights to be reduced farther. Depending on the combined weight of the rider, pillion, and luggage this could further lower the height by up to .78 inch (20mm) when the motorcycle comes to a standstill, offering the rider greater ease and confidence. New Tiger 1200 owners will be able to access this new minimum preload feature by simply pressing the ‘Home’ button on the right switch cube for one second, as the feature will now come standard on all new Tiger 1200 motorcycles.
Triumph Tiger 1200 GT shown with Active Preload Reduction
“The new Tiger 1200 range is already a global success, attracting new fans and increasing Triumph’s share of this highly competitive market,” said Steve Sargent, Triumph’s chief product officer. “This new feature can be enabled on the fly, lowering the center of gravity at slower speeds, making it even more accessible, offering riders more confidence at slow speeds and better contact with the ground as they come to stop.”
The new feature will also be available to existing 2023 Tiger 1200 customers via a software update, which can be done by their authorized Triumph dealership during their next scheduled service. There will be no upgrade fee for existing customers to access the new feature, however standard dealership labor rates will apply for the service of the motorcycle.
The all-new Tiger 1200 was designed to be the world’s most capable, agile, and maneuverable large capacity adventure motorcycle, and the range includes the GT family, tailor made for the perfect road-focused adventure ride, and the Rally family, perfect for an all-terrain adventure. The Tiger 1200 GT Explorer with its 7.9-gallon (30 liter) tank was even the bike of choice for Enduro World Champion Ivan Cervantes when he broke the record for riding the farthest in 24 hours on a motorcycle.
Triumph completely overhauled its range-topping Tiger 1200 platform, revising the engine, chassis, electronics, and more for a lighter, more powerful, more agile adventure bike. (Photos by Kevin Wing)
The 2023 Triumph Tiger 1200 lineup, which includes five variants – three aimed at street riders and two at those who like to get dirty – represents the high-water mark of Triumph’s 30 years of experience building adventure bikes. When John Bloor, the deep-pocketed real estate developer who bought Triumph after it went bankrupt in 1983, resurrected the iconic British brand, he wanted to compete on the world stage. That meant a broad range of contemporary models, not just rehashed Bonnevilles.
2023 Triumph Tiger 1200 GT Pro in Lucerne Blue. Photo by Kevin Wing.
Back to the Future
In the early ’90s, modern-era Triumphs that rolled out of the new factory in Hinckley, England, included Trophy sport-tourers, Daytona sportbikes, Trident roadsters, and Adventurer cruisers powered by inline three- and four-cylinder engines rather than the parallel-Twins Triumph had been known for. In 1993, Triumph introduced the Tiger 900, an adventure bike powered by an 84-hp 885cc inline-Triple designed to compete with the BMW R 100 GS, Honda Africa Twin, and Yamaha Super Ténéré.
The Tiger 1200’s power-to-weight ratio is much improved with a gain of 12.4 hp and a loss of 55 lb. Photo by Kevin Wing.
The “Tiger” name first showed up on Triumphs in 1936 when company director and chief engineer Edward Turner renamed the 250cc, 350cc, and 500cc OHV Singles the Tiger 70, Tiger 80, and Tiger 90, respectively. Three years later, the Tiger T100 was introduced as a high-performance version of the 5T Speed Twin 500.
Other roadgoing Tigers came and went over the years, but it wasn’t until the early ’80s that the name was used on dual-sport models like the TR65T Tiger Trail and TR7T Tiger Trail.
Photo by Kevin Wing.
By the turn of the millennium, the adventure segment had grown in popularity. Manufacturers were broadening their lineups of big “dualies” to make them even better at long-distance touring. In 2001, Triumph introduced the Tiger 955i, which had a 955cc Triple boasting 104 hp, a small fairing with a windscreen, a 6.25-gallon tank, and hardshell saddlebags.
Over the past decade, Triumph’s Tiger lineup has evolved and expanded, and the company now offers 11 different models: the Tiger Sport 660, the Tiger Sport 850, the Tiger 900 range (GT, GT Pro, Rally, and Rally Pro), and the Tiger 1200 range (GT, GT Pro, GT Explorer, Rally Pro, and Rally Explorer).
Standard equipment on the Tiger 1200 GT Pro includes cornering lights (shown just below the main headlight) and auxiliary LED lights. Photo by Kevin Wing.
Triumph gave its range-topping Tiger a major reboot for the 2023 model year, starting with the engine. Replacing the 1,215cc Triple on the previous-gen Tiger Explorer is the 1,160cc Triple from the 2022 Speed Triple 1200 RS. Despite losing 55cc of displacement, the Tiger gained grunt. On Jett Tuning’s dyno, the 2023 Tiger 1200 GT Pro sent 130.2 hp at 9,100 rpm and 81.8 lb-ft of torque at 7,000 rpm to the rear wheel through its shaft final drive – an increase of 12.4 hp and 7.4 lb-ft over the last Tiger Explorer we dyno’d in 2016.
The Tiger’s new 1,160cc engine is smaller than the previous version but is lighter and more powerful. Photo by Kevin Wing.
Engine character is also decidedly different thanks to the Triple’s “T-Plane” crankshaft with a 1-3-2 firing order. After cylinder 1 fires, the crank turns 180 degrees, and cylinder 3 fires. It turns another 270 degrees, and cylinder 2 fires. It turns another 270 degrees, cylinder 1 fires again, and so on. The irregular firing sequence gives the engine the feel and tractable response of a Twin down low and the sporty character of a Triple from the midrange to redline.
Not only is the Tiger 1200 more powerful than its predecessor, it’s also significantly lighter. Its tubular steel main frame with forged aluminum lower sections saves 12 lb, and it’s connected to a lightweight bolt-on aluminum subframe with removeable passenger peg brackets. A new “Tri-Link” cast aluminum conventional swingarm saves another 3.3 lb over the previous single-sided unit. Overall, at 540 lb ready to ride, the Tiger 1200 is 55 lb lighter than the previous model.
The GT Pro is one of three Tiger 1200 models aimed at street riders. It tackles rough and twisted pavement with ease, and its 19-inch front wheel, tall suspension, and Off-Road mode are suitable for mild off-roading. Photo by Kevin Wing.
Triumph hosted a global launch for the 2023 Tiger 1200 in Portugal earlier this year, and our First Ride review includes details about the five variants. Like other road-oriented GT models, the Pro model tested here has a 5.3-gallon tank, cast aluminum wheels in 19-/18-inch sizes with Metzeler Tourance tires, and 7.9 inches of suspension travel front and rear. It also has an adjustable rider’s seat (33.5/34.3 inches), handguards, a small skid plate, LED auxiliary lights, a centerstand, heated grips, a 12-volt socket in the cockpit, a USB charger under the seat, and keyless ignition, steering lock, and fuel filler lock.
As expected for a top-of-the-line adventure-touring machine, the GT Pro is equipped with throttle-by-wire, an IMU, and a full menu of electronic rider aids. It has five ride modes (Sport, Road, Rain, Off-Road, and a customizable Rider mode) that adjust throttle response, cornering ABS, cornering traction control, and suspension damping. The Showa semi-active suspension system has On-Road and Off-Road damping modes, with nine settings ranging from Sport to Comfort within each mode, as well as automatic rear preload adjustment. The GT Pro also has cornering lights, a quickshifter, cruise control, hill-hold brake control, and a 7-inch color TFT display with Bluetooth connectivity that includes multimedia, navigation, and GoPro control.
Colors for GT Pro/Explorer models include Lucerne Blue (shown), Sapphire Black, and Snowdonia White. Photo by Kevin Wing.
A Tiger – in Africa?
No, no, we didn’t test the Tiger 1200 GT Pro in Africa. We wish. That’s just one of my favorite lines from Monty Python’s Meaning of Life, a British comedy from 1983, which happens to be the same year the old “Meridien” Triumph went belly up. But I digress. Let’s start again…
A Tiger in California
There’s something about testing a motorcycle on familiar soil, on roads we’ve ridden so many times that we know exactly where a particularly nasty pavement crack is around a blind corner or where to expect rockfall from dynamited road cuts towering above the pavement. It’s not quite the same as turning dozens of laps on a track, but you know where you can get on the gas, where to proceed with caution, and where certain bikes seem to unlock a hidden “hero” mode.
Photo by Kevin Wing.
One of those roads is East Camino Cielo (“Road of the Sky” in Spanish), which follows a high ridgeline in the Santa Ynez Mountains above Santa Barbara, California. Running roughly parallel to the Pacific Coast, on a clear day it provides incomparable views of the ocean and the Channel Islands on one side and the Santa Ynez Valley and San Rafael Mountains on the other. After climbing the steep, twisting grade of Gibraltar Road, East Camino Cielo unfurls an obstacle course of undulating gradients, convoluted corners, and pavement of varying quality with plenty of dirt and debris to keep riders on their toes. In other words, an ideal road for an adventure bike.
Having tested several variations of the Tiger Explorer in the past, some of which weighed more than 600 lb, the Tiger 1200’s newfound lightness is immediately apparent. It looks svelte when perched on its centerstand, and it feels slender between the knees, especially when standing up on the footpegs. The Tiger 1200 employs a new twin-radiator design that allows the engine to be mounted farther forward for better weight distribution while also reducing the amount of engine heat felt by the rider. Just ahead of the rider’s knees are vents with plastic shrouds that pull heat out and away from the cockpit.
The GT Pro handles so adroitly that we regularly dragged its peg feelers on twisty roads. Photo by Kevin Wing.
The Tiger’s seat is narrow in front to make it easier to get feet on the ground and wide at the back to provide a broad base of support. Except for full-dress touring bikes, the Tiger’s seat is one of the most comfortable stock seats we’ve tested in a long time. Being long of arm and leg, the seating position is nearly ideal for me – not too much bend in my achy knees and a just-right reach to the wide handlebar that allows me to sit up straight.
Like most adventure bikes, wind protection is sufficient but leaves the rider’s lower legs and upper body partially exposed. Handguards keep wind off the mitts, and the adjustable windscreen does a decent job of deflecting wind blast around the rider. For maximum visibility and airflow into the cockpit, I preferred the lowest position and wasn’t bothered by buffeting, even with an ADV helmet with a peak visor. A light pull on the bar above the TFT display ratchets the windscreen up in small increments over a 2.4-inch range.
Photo by Kevin Wing.
The Tiger 1200 exhibited poise and balance on East Camino Cielo, responding quickly to steering inputs and maintaining confident contact with the road. The Skyhook algorithm for the semi-active suspension minimizes unwanted chassis pitch under hard braking or acceleration, and the various damping modes delivered a softer or firmer ride as desired. When taking sharp corners at speed, however, the pegs dragged earlier than expected, especially for such a tall bike. Rear preload is adjusted automatically based on the weight of the rider and, if applicable, that of a passenger and luggage. I would have liked to crank up the rear preload a bit to increase cornering clearance, but there is no provision for doing so.
Attacking technical backroads and rowing through the gearbox is made easier with Triumph’s Shift Assist up/down quickshifter. And scrubbing off speed is handled by strong and precise brakes that are top of the line – a pair of Brembo Stylema monoblock radial front calipers pinching 320mm discs, a Magura HC-1 radial front master cylinder (a second one is used on the hydraulic slip/assist clutch), a Brembo rear caliper, and cornering ABS.
GT models are fitted with cast wheels and Metzeler Tourance 90/10 adventure tires. Photo by Kevin Wing.
Equally impressive is the rumbling character and right-now response from the T-Plane Triple. As the dyno chart on the previous page shows, power builds linearly with no dips or hiccups, and more than 60 lb-ft of torque is available from 2,600 rpm to redline. The tuned exhaust emits a delightful growl, but as we noted in our First Ride review, engine vibration creeps in above 6,000 rpm and can be felt through the pegs and grips. At 70 mph in 6th gear, the engine spins smoothly at 4,000 rpm, which makes for relaxed highway riding. The only glitch is some driveline lash in the lower gears that makes it difficult to smoothly transition on and off the throttle.
The Tiger’s 7-inch TFT display has bright, vivid graphics. The mode button and small joystick on the left switchgear, along with the home button on the right switchgear, make it easy – with a little practice – to navigate modes, menus, and settings. There are a few idiosyncrasies, however. When the tripmeter is displayed, it is shown in a large, easy-to-read font, but it also shows average speed and trip duration – two pieces of info that I don’t find important.
The 7-inch TFT has large, legible graphics but would benefit from customizable info displays. Photo by Kevin Wing.
And in the tripmeter mode, the digital tach/speedo is cocked to the side, which irks my desire for symmetry. The joystick must be toggled and pushed three times to bring up the fuel status display, and in that mode, the tach/speedo is displayed normally. Where’s the odometer? It’s buried in the service menu. While I certainly appreciate the desire to create a clean, uncluttered display, offering some customization options would satisfy riders with different preferences.
Years ago, the sportbike segment was the competitive equivalent of Fight Club. Model updates rolled out every two to three years, and because they duked it out on racetracks, differences in power, weight, and handling were parsed to the most minute degree. Nowadays, the adventure bike segment is the main event. The market is crowded, and bikes are specialized to fill specific niches. The Tiger 1200 alone is available in five different configurations to meet different price points and needs. But the sophistication of today’s open-class adventure bikes means that even the base GT model rings in at $19,100.
Colors for GT Pro/Explorer models include Lucerne Blue (shown), Sapphire Black, and Snowdonia White. Photo by Kevin Wing.
Next up the ladder at $21,400, the GT Pro we tested has most of the features that road-biased adventure riders want. For those who want to go all-in, the GT Explorer ($23,100) adds blind-spot radar, tire-pressure monitoring, engine-protection bars, and heated rider and passenger seats. Triumph also makes more than 50 dedicated accessories for the Tiger 1200 range, including luggage, lower seats, and much more.
The lighter, more powerful, and more advanced 2023 Tiger 1200 lineup shows how committed Triumph is to refining its motorcycles and making them as exciting, capable, and well-appointed as they can be.
We love motorcycles because of how they make us feel when we ride them and for the places they take us. Photo by Kevin Wing.
Riding the 2023 Triumph Tiger 1200 Rally Pro in Portugal. Photo by Kingdom Creative.
We test the all-new 2023 Triumph Tiger 1200, which is available in five variants: GT, GT Pro, GT Explorer, Rally Pro, and Rally Explorer. The GT models are geared toward street adventures, while the Rally models are designed to get dirty. We rode all but the base-model GT at the Tiger 1200 world press launch in Portugal.
The updated Tiger 1200 adventure bike is both slimmer and stronger. It lost 55 lbs and gained serious grunt with the 1,160cc inline-Triple adapted from the Speed Triple 1200 RS, which makes 148 hp at 9,000 rpm and 96 lb-ft of torque at 7,000 rpm. Reworked from nose to tail and crown to sole, the new Tiger 1200 platform also has a new lightweight trellis frame, a cast-aluminum Tri-Link swingarm with shaft final drive, Showa semi-active suspension, a full electronics suite and much more.
Overhauled for the 2023 model year, the new Triumph Tiger 1200 is available in five variants: GT, GT Pro (above), GT Explorer, Rally Pro, and Rally Explorer. Photos by Kingdom Creative.
Heavyweight adventure bikes are built to munch miles and tackle trails. The brief sounds simple, but balancing the demands of tarmac and terrain is a subtle art. Most manufacturers favor one side of the on-/off-road equation. Instead of splitting the difference, though, the 2023 Triumph Tiger 1200 splits the field, catering to long-haul road trippers with the GT series and intrepid explorers with the Rally variants.
The thoroughly updated Tiger 1200 didn’t just assume a split identity, it also went on a crash diet, shedding a claimed 55 pounds. To pack on extra muscle, Triumph repurposed the 1,160cc inline-Triple from the 2022 Speed Triple 1200 RS to pump out 148 horsepower (at 9,000 rpm) and 96 lb-ft of torque (at 7,000 rpm). Surround that punchy powerplant with a lightweight trellis frame, a cast-aluminum Tri-Link swingarm with shaft final drive, and Showa semi-active suspension, and you end up with one capable cat.
Up-spec street-oriented versions of the Triumph Tiger 1200 include the GT Explorer (left) and GT Pro (right). Designed for long-distance touring, Explorer models have larger gas tanks, heated seats, tire-pressure monitoring systems, and blind-spot radar.
The Tiger 1200 variants may share the same DNA, but they express different traits. The GT and Rally models have different headstock angles, suspension travel, damping rates, ride modes, and curb weights. Those differences allow the GT to pound the pavement while the Rally tears up the trail, with Pro and Explorer versions of each, the latter with more fuel capacity and other features for long-haul travel (including heated seats, a tire-pressure monitoring system, and blind-spot radar). With the latest-generation Tiger 1200 primed to take on the competition, we tested the GT Pro, GT Explorer, Rally Pro, and Rally Explorer (but not the base-model GT) variants on Portugal’s picturesque backroads and enduro tracks to determine whether these heavyweight adventurers can satisfy the needs of different ADV riders.
GO GET ’EM, TIGER
At the heart of the Tiger 1200 is Triumph’s liquid-cooled, 12-valve, 1,160cc inline-Triple engine. The mighty mill shares the same bore, stroke, and compression ratio as the Speed Triple 1200 RS, but a 270-degree crank, a 1-3-2 piston firing order, and shaft final drive endow the Tiger with a personality all its own. Those preparations outfit the Tiger 1200 for life on the open road and off the beaten path.
The Rally Pro and Rally Explorer variants are geared toward ADV riders who like to venture off-road. They have longer suspension travel, tubeless spoked wheels in 21-/18-inch sizes, knobbier tires, and more.
A steady torque curve and linear powerband make the Tiger ready to romp, with usable power throughout the rev range. In Tiger trim, the big Triple with a T-plane crank may not boast the most stimulating power profile in the class, but what the 1200 loses in outright horsepower numbers, it makes up for in character. Between 4,000-7,000 rpm, the engine emits a bellicose growl, and it roars up to its 9,500-rpm redline.
Unfortunately, that pleasing exhaust note is accompanied by extra vibrations just above 6,000 rpm. The footpegs buzz first and the vibes reach the bars in the higher registers. Luckily, the mill only spins 4,000 rpm at 70 mph in 6th gear, remaining comfortable for long-distance journeys. At a more spirited pace, those vibrations aren’t top of mind. During slower city riding, short shifting quelled the tremors and softened the power delivery.
The 2023 Triumph Tiger 1200 is powered by a 1,160cc inline-Triple derived from the Speed Triple 1200 RS. It makes 148 horsepower and 96 lb-ft of torque.
That same approach benefits trail riding, too. On the road, the direct line between the rider’s right wrist and the rear wheel lets the Tiger pounce out of corners. The torque-rich midrange that suits the road, however, can overwhelm grip in the dirt. The tractable Triple is just as happy to spin up or chug along, and I quickly adapted my inputs to the conditions. Triumph’s ride modes also help tame the Tiger.
Road, Rain, and Sport ride modes come standard on all models and adjust the Triple’s character accordingly. The GT Pro and GT Explorer add Off-Road and Rider (custom) modes, and the Rally Pro and Rally Explorer go one step further by adding an Off-Road Pro mode. Each mode dials the Tiger’s throttle response, damping settings, ABS, and traction control to the occasion, allowing the big-bore ADV to adapt to any environment.
When toggling through ride modes, the digital speedo/tach rotates out of the way on the 7-inch TFT display.
The Road and Rain modes live up to their names with usable power and increased ABS and TC intervention. The Tiger bears its claws in Sport mode, with a stiffened suspension, reduced traction control, and peppy throttle response that encourages a lively pace. Off-Road lowers the thresholds of both traction control and ABS actuation, while Off-Road Pro disables both for unfettered fun. With a dedicated button at the left switchgear, riders can quickly toggle between the ride modes while the Tiger is on the move.
ONE AGILE CAT
While the Tiger’s engine is the star of the show, its new Showa semi-active suspension is hardly an understudy. It offers automatic rear preload adjustment and two damping maps – Road and Off-Road – which are preselected with on-road and off-road ride modes, and damping is adjustable over nine levels within each map, from Comfort (soft) to Sport (firm). Users can fine-tune the settings on the fly to deal with pothole-strewn roads, fast-paced twisties, technical trails, long-haul cruising – you name it.
The new Triumph Tiger 1200 is equipped with premium components, such as Showa semi-active suspension, Brembo Stylema calipers, and Metzeler adventure tires. The street-oriented GT models have cast wheels.
Regardless of conditions, neither end of the nine-setting spectrum felt too spongy or hard-edged. Even in Comfort mode, the fork yields sufficient support under heavy braking without diving excessively. Conversely, the shock doesn’t buck the rider out of the seat in the Sport setting. Each mode prepares the chassis for differing conditions, but the system’s electronically controlled valves preserve the Tiger’s composure.
Users will inevitably find the suspension’s limits off the beaten path, but due to the Rally’s 8.7 inches of suspension travel and the GT’s 7.9 inches, bottoming the Tiger isn’t easy. Of course, a brisk pace on rutty trails will tax the suspension, but the semi-automatic system remained stout on the fire roads and technical singletracks we explored on the Tiger 1200 Rally Pro.
Although the updated Tiger 1200 lost a significant amount of weight, these are still heavyweight ADV bikes, with curb weights ranging from 540 lbs. for the GT Pro to 575 lbs. for the Rally Explorer.
In concert with the adaptive suspenders, Triumph outfits the Tiger 1200 with superbike-worthy Brembo Stylema calipers. A Magura HC-1 radial front master cylinder provides precise feel and feedback at the lever, and braided hoses maintain consistent performance. The system’s finesse shined when modulating the binders on the trail, yet there’s more than enough bite and stopping power when hammering the brakes into a paved hairpin. The setup’s dependable braking performance increases confidence and complements the Tiger’s sporty ambitions.
Thanks to the communicative and responsive chassis, including a new, 12-lbs-lighter trellis frame, the Tiger 1200’s sharp on-road handling belies its 540- to 575-lb curb weight (depending on variant). The heavyweight adventurer feels light on its toes, and correcting a line mid-turn is effortless. As expected, the GT series attacks the tarmac best thanks to its 19-inch/18-inch cast-aluminum wheels shod with street-optmized Metzeler Tourance 90/10 tires. However, the Rally Pro and Rally Explorer are no slouches on the asphalt, even with 21-inch/18-inch tubeless spoked wheels shod with more dirt-oriented Metzeler Karoo tires. Despite the Rally’s slight disadvantage on the street, riders with even modest off-road ambitions will benefit from the trim’s capability without losing too much pavement performance.
The Triumph Tiger 1200 has a new Tri-Link swingarm with shaft final drive.
In the dirt, it’s easy to tell when the Tiger breaks traction, allowing the rider to adjust throttle application accordingly. After sliding the Tiger through several corners during the off-road day, a ham-fisted whack on the throttle quickly brought the rear wheel around. Luckily, the Off-Road mode’s traction control helped me save the potential low-side crash. Expert off-roaders will spring for the Off-Road Pro’s aidless experience, but the standard Off-Road setting’s safety nets will suit many novice-to-intermediate riders.
RIDE THE TIGER
The Tiger 1200’s ergonomics puts the rider in a commanding position to tackle both on- and off-road sections, with a roomy cockpit that offers enough space for the rider to move fore and aft. The two Explorer variants raise the handlebars to accommodate the larger 7.9-gallon fuel tank (up from 5.3 gallons on the GTs), but it doesn’t sacrifice comfort in the process.
The Tiger 1200’s windscreen is manually adjustable on the fly using one hand.
While the Tiger’s ergos fit my 5-foot, 10-inch frame, results will vary based on the rider’s dimensions and weight. The same goes for the windscreen. In the lowest setting, the screen pushed oncoming air up to my shoulders. The highest position shifted that current to the peak of my helmet, introducing reverberating wind noise and batting about my head. For that reason, I kept the one-hand adjustable screen in the low setting, but customers may remedy the situation with a windscreen extension from Triumph’s accessories catalog.
On the technology front, the Tiger 1200’s user interface is intuitive and straightforward. A dedicated home button on the right switchpod opens the primary menu, and a joystick at the left lets riders quickly toggle through settings. Unlike some of its competitors, the Tiger’s folder system is easy to navigate and requires a minimal learning curve. In certain modes, the 7-inch TFT display even prompts riders to revert to the previous ride settings, allowing users to seamlessly jump back on the trail without resetting ABS, traction control, and suspension damping options.
On Explorer models, the blind-spot radar system activates a light on the side-view mirror when a car or motorcycle is detected.
The Tiger’s new blindspot detection system, which is standard on the Explorer models, matches that convenience with safety. Similar to the tech found on the Ducati Multistrada V4 S, the Continental-developed system utilizes a rear-facing radar and mirror-mounted lights to inform riders when other vehicles enter their blindspot. The tech accurately detected both cars and motorcycles during my time with the Tiger 1200, but the light location doesn’t always grab the rider’s attention. Whereas the Multistrada places the notification lights at the top outer corner of each mirror, Triumph positions them at the lower edge, which may not be in the user’s line of view when looking far up the road. The system works just fine, but Tiger 1200 riders may want to do a double take before committing to a lane change.
Other useful features that are standard on the higher-spec Pro and Explorer models include cruise control, a quickshifter, cornering lights, hill hold control, LED auxiliary lights, heated grips, a centerstand, a skid plate, engine protection bars (Explorers and Rally Pro), and fuel tank protection bars (Rally Explorer).
An array of buttons and switches allow Tiger 1200 pilots to actuate functions and adjust settings. Heated grips are standard on all variants except the base-model GT.
OUT OF THE BAG
With the introduction of the 2023 Tiger 1200, Triumph returns its biggest cat to the adventure lineup. It may have taken Hinckley a few years to overhaul the heavyweight ADV, but the 55-pound weight savings, semi-active suspension, T-Plane inline-Triple, and other upgrades were worth the wait. The GT and Rally lines make all that fun accessible to both worldly travelers and rugged overlanders.
Pricing starts at $19,100 for the standard Tiger 1200 GT, which is competitively priced and equipped to take on its main rival, the BMW R 1250 GS. The higher-spec Pro and Explorer variants add more features to suit different on-road, off-road, and long-haul missions. The agility of the GT, GT Pro, and Rally Pro along with long-distance capabilities of the GT Explorer and Rally Explorer position the Tiger 1200 as a suitable option for all styles of adventure riding. Yes, balancing the demands of tarmac and terrain is a subtle art, but Triumph proves that it’s possible to have the best of both worlds. Choose your own adventure.
Geared toward ADV riders who like to get dirty, the Tiger 1200 Rally Explorer (left) and Rally Pro (right) are equipped with off-road-ready suspension, wheels, crash bars, and more.
2023 Triumph Tiger 1200 GT Pro / GT Explorer / Rally Pro / Rally Explorer Specs
Base Price: $21,400 / $23,100 / $22,500 / $24,200 Website:triumphmotorcycles.com Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl. Displacement: 1,160cc Bore x Stroke: 90.0 x 60.8mm Horsepower: 148 hp @ 9,000 rpm (claimed) Torque: 96 lb-ft @ 7,000 rpm (claimed) Transmission: 6-speed, hydraulically actuated slip/assist wet clutch w/ quickshifter Final Drive: Shaft Wheelbase: 61.4 in. Rake/Trail: 24.1 degrees/4.7 in. (GT models) / 23.7 degrees/4.4 in. (Rally models) Seat Height: 33.5/34.3 in. (GT models) / 34.4/35.2 in. (Rally models) Wet Weight: 540 lbs. / 562 lbs. / 549 lbs. / 575 lbs. (claimed) Fuel Capacity: 5.3 gals. (Pro models) / 7.9 gals. (Explorer models)
The 2023 Triumph Tiger 1200 lineup includes five variants, with the GT Explorer (left), GT Pro (back), Rally Explorer (right), and Rally Pro (front) shown above (base GT model not shown).
In recent years, Triumph has expanded its Tiger range to include more models than ever. From the Tiger Sport 660 to Tiger 850 Sport to the Tiger 900 lineup, the extended family now caters to avid off-roaders and long-haul tourers alike. Now, it’s the range-topping Tiger’s turn for an upgrade, and Hinckley spares no expense with the 2023 Triumph Tiger 1200 lineup.
In typical Triumph fashion, the flagship Tiger champions an inline-Triple engine, but the updated mill comes from the firm’s heralded Speed Triple 1200 RS naked bike. In adventure bike form, the liquid-cooled, 1,160cc powerplant touts 147 horsepower at 9,000 rpm and 95 lb-ft of torque at 7,000 rpm. Similar to the Tiger 900 series, the Triple benefits from Triumph’s T-plane crank, delivering tractability in the low-end without sacrificing the engaging mid-range and top-end.
2023 Triumph Tiger 1200 GT Pro
Triumph wedges the large-capacity Triple into an all-new frame with a bolt-on aluminum subframe. A lighter and stronger tri-link swingarm steadies the ride at the rear while the semi-active Showa suspension adapts to the rider and road conditions. On the GT models, the semi-active system provides 7.9 inches of travel while the two Rally variants enjoy 8.7 inches. Rake also differs between the two camps, with the GTs reporting 24.1 degrees and the Rallies coming in at 23.7 degrees. Despite those differences, all Tiger 1200s receive Brembo Stylema calipers mated to dual 320mm front discs and a single-piston Brembo binder with a 282mm rotor at the rear.
2023 Triumph Tiger 1200 Rally Pro
The Tiger’s new compact design also results in a 55-pound weight saving. The slimmer waist and revised ergonomics improve rider comfort and users can adjust the standard seat between 33.5 and 34.25 inches. The revised bodywork also emphasizes the Tiger’s newfound poise and stance while seamlessly integrating the dual-radiator system and downsized exhaust silencer.
The 1200 family may share the same core components, but Triumph splits the model into five variants. The GT, GT Pro, and GT Explorer favor long-distance travel on the tarmac while the Rally Pro and Rally Explorer prefer life off the beaten path. As a result, the road-focused GT line features 19-inch front and 18-inch rear cast-aluminum wheels, and the Rally trims opt for dirt-worthy 21-inch/18-inch tubeless spoked wheelset. Conversely, the Explorer trims share a 7.9-gallon gas tank for extra mileage between fill-ups while all other variants settle for the 5.3-gallon unit.
2023 Triumph Tiger 1200 GT Explorer
In addition to the Tiger’s differing hardware, Triumph equips each model with trim-specific software. The Rally Pro and Rally Explorer get all six ride modes including Road, Rain, Sport, Off-Road, Off-Road Pro, and Custom. Triumph only removes the Off-Road Pro mode from the GT Pro and GT Explorer, but reduces the standard GT to Rain, Road, and Sport. While each Tiger 1200 boasts a 7-inch TFT display with My Triumph Connectivity System, only the Explorer models feature a blind-spot radar system, heated grips and seats, and a tire pressure monitoring system. Regardless of the trim, each Tiger 1200 comes with dual-channel cornering ABS and cornering traction control.
2023 Triumph Tiger 1200 Rally Explorer
Of course, Tiger 1200 owners can also turn to Triumph extensive accessories catalog for everything from full luggage systems to auxiliary lights to comprehensive bike protection. The new big-bore ADV will be available in four colorways including Snowdonia White, Sapphire Black, Lucerne Blue, and Matte Khaki, and it will hit Triumph dealerships in spring 2022. Pricing is as follows:
2023 Triumph Tiger 1200 GT: $19,100
2023 Triumph Tiger 1200 GT Pro: $21,400
2023 Triumph Tiger 1200 GT Explorer: $23,100
2023 Triumph Tiger 1200 Rally Pro: $22,500
2023 Triumph Tiger 1200 Rally Explorer: $24,200
For more information or to find a Triumph dealer near you, visit triumphmotorcycles.com.
Triumph have revealed an enormously revamped Tiger 1200 range for 2022, with far reaching changes that are set to transform the brand’s big adventure machines in more ways than one, while covering a broad variety of rider needs across the versions offered.
Five Tiger 1200 variants will be offered with three GT versions and two Rally off-road versions
This isn’t one of those minor updates dressed as an all new-model situation either. The Tiger 1200 will arrive in GT versions with a road orientated loadout, while the Rally versions are more off-road orientated and there’ll be five specific models with varying level of specification and inclusions between the two.
The Tiger 1200 looks better than ever, with dramatic changes for 2022 – Tiger 1200 Rally Pro pictured
Triumph also shared they’ve paid attention to the BMW 1250 GS as a point of comparison in this segment, promising the new Tiger 1200s now trump all the competition pretty resoundingly in various ways. They were pretty proud to mention that the new Tiger 1200s will out-spec and under price the competition in that comparison too, once you take into account the many packages and accessories needed for a fair comparison in some cases.
The Tiger 1200 GT variants are the more road-orientated of the new line-up
That’s not a case of copying what someone else offers either, but simply seeing what riders value and then aiming to do better across the range, without missing anything that people consider a must-have, like the shaft final drive in this segment. That inclusion in particular was seen as a must, offering low maintenance and peace of mind for distance touring.
In the case of the Tiger 1200 GT Explorer that includes the larger 30 L tank as standard fitment
Interestingly that’s seen some new additions like blind spot detection on some variants, where active cruise control didn’t make the cut based on the rider feedback Triumph gathered. No doubt internet pundits will have lot to say about that, but it’s fair to say when this research is done they concentrate on those who’d actually buy their machines, rather than just those who’ve got an opinion on what’s been done wrong with every bike release ever.
Blind spot assist was also on the must have list interestingly enough
As far as the variants on offer there’s three in the road family, the Tiger 1200 GT, GT Pro and GT Explorer, with Explorer models being equipped with 30 litre fuel tanks as standard. The off-road orientated versions are the Tiger 1200 Rally Pro and the Rally Explorer.
The Tiger 1200 Rally Explorer pictured also runs the larger 30 L tank and full loadout, but luggage is not included
All Tiger 1200s will now run a new 1160 cc triple-cylinder engine, with T-plane triple crank and new firing order, which Triumph promise offers greater character and tractability down low. That’s delivering 148 bhp, up nine over the outgoing model, while acceleration and responsiveness are apparently improved too. Firing order is 180-270-270, making for an un-even staccato.
In other words 110.4 kW at 9000 rpm, while the torque figures is 130 Nm (96 ft-lbs) at 7000 rpm, a bump of 8 Nm peaking a little lower in the rev range, while the overall capacity is down 55 cc, with a bore and stroke of 90 x 60.7 mm, despite the performance boost.
Triumph promise a more tractable, powerful, torquey character with the new T-plane triple
One particular point of note is that low down tractability is meant to be increased, with a feel more like a twin in this configuration and low-rpm scenario, alongside better off-road feel and connection for the rider according to Triumph. That’s also matched by a more twin-like sound down low too apparently, while about 90 Nm or torque is available from 3000 rpm, and that power curve looks very linear before flattening off around the 8500 rpm mark.
A new exhaust is also featured and was another area of weight loss despite having to meet Euro5, and mass centralisation and minimising the system was apparently a big focus here.
A new twin radiator design has also been adopted, allowing the engine to be mounted further forward, improving cooling, reducing heat directed at the rider and slimming down the front end visually.
Dual radiators help narrow the bike as part of the restyle, with new LED headlight and DRL
That’ll be a powerplant that needs testing in real world conditions to ascertain its character, but certainly sounds interesting. The other massive change is shedding 25 kg over the outgoing models, which is an astonishing amount of weight, and now leaves the Tiger 1200 up to 17 kg lighter than it’s closest comparable-spec competitor according to the British manufacturer.
The new T-plane triple-cylinder 1160 cc powerplant
All models run new aluminium tanks to help keep weight to a minimum, with 20 L units on the GT, GT Pro and Rally Pro variants, which are good for up to 400 km. In comparison the 30 L tanks on the GT and Rally Explorer variants offer a 600 km potential range out of the box.
A new lightweight frame saves significant weight and on the Rally is painted white
To achieve that overall weight saving figure there’s an all-new lightweight frame, with bolt on sub-frame and pillion hangers, alongside a new lighter and stronger Tri-Link swingarm. The new Tri-Link swingarm for instance saves 1.5 kg over the previous single-sided system, and runs a smaller and lighter bevel box.
The new Tri-Link swingarm runs shaft final drive
The new frame design saves 5.4 kg, with the bolt-on aluminium sub-frame contributing to that reduction, with the frame also helping slim down the bike between the legs, aiding standing on the bike as well as generally getting a foot down.
Showa semi-active suspenders is found across the new Tiger 1200 range in 2022
Showa provide semi-active suspension across all models, with 49 mm USD forks and a monoshock with automatic electronic preload adjustment. On the GT versions that’s a system offering 200 mm of travel at the front and rear with semi-active damping, while the Rally variants boast 220 mm travel at both ends with settings to match.
Rally variants run longer travel Showa suspension
Preload automatic to the load detected and the rider can pick a preferred damping setting, with nine possible levels, from 1 which is the comfort end of the spectrum through to 9 which is sporty, with the mid-point of five being for ‘normal’ riding. These parameters are further tailored to the riding modes, depending on whether a road or off-road mode is chosen.
Preload is also automatically set, whether you’re solo, two-up, or adding luggage
We also see specific wheel setups between the Rally and GT versions, with the Rally Pro and Rally Explorer to run a 21 inch front and 18 inch rear tubeless spoked wheel setup designed specifically for off-road use. The GT, GT Pro and GT Explorer on the other hand run a 19 inch front and 18 inch rear with cast aluminium wheels.
Those wheel choices are joined by the Metzeler Karoo Street tyre on the Rallies, while the GTs will arrive with Metzeler Tourance rubber in comparison. Michelin Anakee Wild tyres are also handbook approved for off-road riding, for those looking for something a big more hard nosed in that area.
The Tiger 1200 GT variants run cast wheels with a 19/18 inch combo, while the Rally variants both run a 21/18 inch setup with dual purpose rubber
There’s a top-end brake system, with dual Brembo Stylema monobloc four-piston calipers up front on 320 mm floating rotors, matched to a Magura HC1 span-adjustable master-cylinder and lever combo, with separate reservoir. The 282 mm rear rotor is matched to a Brembo single-piston caliper meanwhile. Optimised Cornering (OC) ABS is also run thanks to the IMU unit.
Brembo provide Stylema front calipers
That blind spot assist radar system was developed with Continental and will only be found on the Explorer versions to clarify, and activates a light on the mirror on the corresponding side when a car is located in the blind-spot, while lane change assist will flash that light if a rider changes lane with a vehicle approaching.
There’ll be no active cruise control, which maintains distance from other vehicles via radar at this stage, with Triumph sharing rider’s views on this particular tech were mixed
Triumph explained the inclusion of this technology, but no active cruise control in saying that the active (radar managed) cruise control is a controversial topic amongst the riders they talked to, where the blind spot assist was considered a must have.
A new 7 inch TFT is also found across all models with an integrated connectivity system and runs an optically bonded display, with new interface including GoPro control.
Traction control is also optimised, and has cornering functionality thanks to the IMU, as with the ABS, while up to six riding modes are offered, alongside a keyless system that includes the ignition, steering lock and fuel cap. The Triumph Shift Assist system is also tweaked and standard on everything but the base GT, offering clutchless up and down shifting.
Cornering traction control and ABS are further optimised, with Off-Road modes offering specific settings for the namesake
The Tiger 1200 GT for instance gets Rain, Road and Sport modes, with the GT Pro and GT Explorer adding Off-Road and Rider (custom) modes. The Rally Pro and Rally Explorer meanwhile get all five modes plus Off-Road Pro, which allows full ABS and traction control deactivation. Regular Off-road mode in comparison turns ABS to off-road with the rear off, while traction control is also set to an off-road setting.
Traction control can also be independently turned off via the TFT display.
There’s also a new LED headlight with DRL, and integrated cornering light – although this isn’t available on the GT model, with it being the same story with the Hill Hold system which the base GT misses.
Cornering lights and Hill Hold Control are all standard on every variant but the base Tiger 1200 GT
Both Rally Explorer and GT Explorer also get heated grips and seats as standard fitment, along with the TPMS or tyre pressure monitoring system.
Also new is the rider ergonomics, with seat heights varying between models, but Triumph explaining the new Tiger 1200s are particularly narrow across the front of the seat, which will pay dividends when it comes to easily reaching the ground, especially for shorter riders, with the figure on paper perhaps not being the best point of comparison if you can get onto one to see the difference in person.
On the GT, GT Pro and GT Explorer, that seat height is adjustable between 850 and 870 mm, while the rally Pro and Rally Explorer with the additional suspension travel can be adjusted between 875 and 895 mm, with a ‘Low Seat’ accessory reducing those figures by 20 mm.
Seat height on the Tiger 1200 GT is adjustable between 850 and 870 mm, with the Rally adding 25 mm to those figures
An adjustable screen is also fitted, with an adjuster bar that allows one-hand adjustment, with handlebar positions also specific for each model, while also being 20 mm wider than the outgoing version. On both Explorer versions the ‘bars are also 16 mm taller, while footpegs are also repositioned.
Other updates which will probably be best appreciated in person are the promise of a higher standard of detailing and finish, accompanying the new bodywork, with a more ‘dominant adventure focused stance’ part of the tweaked ergonomics, and new colours for each family of bike.
The Triumph Tiger 1200 variants will also come with a three-year unlimited mileage warranty, while 16,000 km/12 month service intervals are aimed at keeping upkeep costs down.
Upkeep should also be affordable, with 16,000 km service intervals and a generous three-year warranty
Finally the Tiger 1200 range will have over 50 genuine accessories available, covering a host of needs, such as a full luggage system, various bike protection like engine and tank protection, heated seats for models which don’t have them standard, and a new Triumph Sena comms system that runs a bespoke software system for the TFT.
All models will feature the moulded handguards, with an aluminium skid guard on the GT Pro and GT Explorer and aluminium sump guard on both Rally versions. Engine protection bars are also standard on the GT Explorer, plus Rally Pro and Rally Explorer. Only the Tiger 1200 Rally Explorer runs the fuel tank protection bars.
Tiger 1200 Rally variants get a beefed up sump guard and crash protection
The back-lit switch cubes are also standard across all models, as well as an underseat USB storage, and electronic cruise control, a centre stand and heated grips are found across all models except the GT, which can fit them as accessories.
The 2022 Triumph Tiger 1200 GT will be available in Snowdonia White, while the Tiger 1200 GT Pro and Tiger 1200 GT Explorer will be available in Lucerne Blue, Sapphire Black and the base Snowdonia White.
2022 Triumph Tiger 1200 GT Pro in Lucerne Blue
The 2022 Triumph Tiger 1200 Rally Pro and Tiger 1200 Rally Explorer are available in Matt Khaki, or Sapphire Black with the Snowdonia White the base option. The Rally variants also get the white frame, inspired by the Tiger Tramontana rally bike. All colour options except the base Snowdonia White as listed as chargeable colour options, so are likely to demand a premium.
The 2022 Triumph Tiger 1200 Rally Pro in Matt Khaki
The Tiger 1200 range, comprising the GT Pro and GT Explorer as well as the Rally Pro and Rally Explorer, is expected to arrive in Australian dealers in the second quarter of 2022. Australian pricing has yet to be confirmed and the base GT version won’t be coming to Australia.
2022 Triumph Tiger 1200 Specifications
Specifications
Model
GT
GT Pro
GT Explorer
Rally Pro
Rally Explorer
Type
Liquid-cooled, 12 valve, DOHC, inline 3-cylinder
Capacity
1160 cc
Bore
90.0 mm
Stroke
60.7 mm
Compression
13.2:1
Maximum Power
150 PS / 148 bhp (110.4 kW) @ 9,000 rpm
Maximum Torque
130 Nm (96 lbft) @ 7,000 rpm
Fuel System
Multipoint sequential electronic fuel injection with electronic throttle control
Exhaust
Stainless steel 3 into 1 header system with underslung primary silencer and side mounted secondary silencer
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