little too frequently for my taste,
and while being able to switch
both completely off in Off-Road
Pro is nice, I would like to be able
to fine-tune the amount of trac-
tion control and slide allowed at
the rear wheel, like you can with
a KTM 890, for example.
Additionally, in riding the Tiger
900, I realized that I've become
spoiled by having the protec-
tion provided by an off-road
front wheel ABS setting, which
most of the other manufactur-
ers offer. Not having it caught
me out on this press ride when I
tossed the bike after driving too
hard into a slick off-road turn
with a little too much front brake
applied. No matter how good
you are, we're talking about a
502-pound bike with over 100
horsepower that you're trying
to control, so having just a little
bit of electronic intervention is a
good thing, in my opinion.
As with the other Tiger mod
-
els, you need to stop the bike to
switch into or out of any of the
off-road modes, which is frus-
trating for me. There are plenty
of other brands on the market
that have found a way around
this, and I don't understand
why Triumph insists that it's a
"regulatory" issue that they can't
change. Oh, and don't turn the
key off if you're only stopping
for a short break because doing
so resets all your off-road set-
tings back to road mode. Argh.
While we're on the subject
of electronics, all the settings
available on the new Tiger are
controlled via a newly revised
seven-inch optically bonded
TFT screen that is beautiful to
look at and a pleasure to work
RIDE REVIEW I 2024 TRIUMPH TIGER 900 LINE
P74
The base model GT
comes with a manually
adjustable Marzocchi
rear suspension, while
the GT Pro steps up
to an electronically
adjustable rear
Marzocchi shock.
