2024 Triumph Tiger 1200 First Ride Review

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The 2024 Triumph Tiger 1200 GT Explorer. (Triumph/)

There’s this Scottish Gaelic word: cianalas. Often translated as “homesickness,” it conveys a sense of longing for place, particularly for the place of one’s ancestry. The touring motorcyclist, exposed to the elements and vulnerable to fate’s unseen meddling, can feel the discomfort and barrenness of not belonging. But on the right motorcycle, the type that lets you ride farther, with greater comfort and safety, and with the ability to explore beyond the end of the road, home can become wherever the front wheel takes you.

“The Tiger 1200 is designed to be a bike that can take you anywhere,” says James Wood, Triumph global product marketing manager. “It really is one of those bikes that could go on any kind of road and then carry on when that road stops. It’s a proper do-everything machine. Within our range it’s a halo bike.”

To prove just what its updated, range-topping adventure-tourer is capable of, Triumph invited journalists to Scotland, where wind and rattling showers put the Tiger in its element. We rode a 150-mile loop across heath and glen; beside loch and stream; and on board a ferry boat across the Sound of Shuna, the strait between Loch Linnhe and the Scottish mainland. Could the Tiger 1200 make a home of a place we’ve never known, or would it leave us unmoored in the moors?

The full Tiger 1200 model range. Only the Explorer models will be available in the US for 2024. (Triumph/)

Two years ago, Triumph introduced a new-generation Tiger 1200 featuring an all-new engine, a revised chassis, an updated electronics package, and a lighter curb weight. Since then, Triumph has sold 14,000 units: double what the previous generation sold in its final two years of production. Updating the Tiger so soon after its debut shows just how important it is to Hinckley to remain at the pointy end of an incredibly competitive category. To that end, Triumph increased the engine’s rotational inertia, adopted Active Preload Reduction on the rear shock, and refined the ergonomics.

2024 Triumph Tiger 1200 Engine

The Tiger 1200 uses a 1,160cc T-plane triple engine, a layout first introduced on the 2020 Tiger 900. Where traditional even-firing triples have crankpins set at 120-degree spacing, Triumph’s T-plane crankshaft sets crankpins one and three 180 degrees apart, and crankpin two 90 degrees between them, creating a 180-270-270 firing interval. Triumph says the uneven firing order combines the low-rpm torque delivery of a twin with the top-end performance of a traditional triple, and allows for traction recovery during the long gap between cylinder firing. One thing’s for sure: It sounds fantastic.

Triumph divides the Tiger 1200 family in two. The Rally versions (pictured) are more off-road oriented with 21-inch (front) and 19-inch (rear) spoked wheels and longer-travel suspension. They also include an aluminum skid plate and full-coverage crashbars. The GT versions have 19-inch (front) and 18-inch (rear) cast aluminum wheels, and a shorter seat height due to less suspension travel. (Triumph/)

For 2024, one of Triumph’s main objectives was to increase inertia to improve low-rpm torque delivery. With an added kilogram divvied up between the crankshaft, balancer shaft, and alternator rotor, the crank has increased rotational inertia with which to carry the piston beyond the combustion stroke, effectively making the engine more difficult to stall at low revs. Triumph altered the engine calibration to suit the changes.

The benefit of the increased inertia is immediately evident. Pulling away from a stop requires minimally slipping the clutch, and torque feeds in super smoothly. For low-speed riding, like doing full-lock turns, having an engine that’s more difficult to stall is a real boon. Unfortunately, while the Tiger 1200 is amenable to off-road riding, Scotland is not; going off pavement on anything but private land is illegal. It’s a shame because playing around in slow-speed technical terrain would have been ideal for testing the update.

As always, Triumph’s fit and finish is exceptional. (Triumph/)

Triumph used the opportunity presented in adding mass to the crank and balancer to revise its overall balancing strategy to reduce vibrations experienced by the rider. Cycle World testers and customers alike complained that the first iteration of the engine produced unwanted vibes, particularly at highway speeds, or right around 5,000 rpm in top gear.

Wood says: “You perceive very high frequency movements in a different way depending on which way they’re acting. You feel it a lot more when it’s side-to-side because nothing is damping it. So what we’ve done is focus on those.”

Triumph says it decreased side-to-side forces—the result of the motion of the two outside pistons—by 89 percent.

“On a T-plane,” Wood continues, “it’s like balancing a twin and a single at the same time—you can never get it perfect. Same with a four. Same with a twin or a single.”

If perfect balance isn’t possible, Triumph should be commended for making moves in the right direction. Between 5,000–6,000 rpm, there’s still a slight high-frequency vibration through the bars, seat, and pegs, but it’s quelled enough that if it weren’t a complaint in the previous model, it probably would go largely unnoticed. Still, our test route didn’t afford the opportunity to confirm that impression over long highway stints in which annoying vibrations would be most evident.

The Tiger 1200 has tons of great tech: hill hold control, keyless ignition, LED cornering and auxiliary lights, heated grips, cruise control, and a quickshifter. Blind spot detection, heated seats, and tire pressure monitoring come standard on the Explorer models. (Triumph/)

Heading north from Glasgow toward the Trossachs National Park, the hills were shrouded in mist and dotted in yellow-blooming gorse. Lightly falling rain calmed the grand wildness of the place and lent it a pristine beauty. No wonder Robert Burns, the typically ribald 18th century Scottish poet, is given to sentimentality when he writes, “Wherever I wander, wherever I rove, The hills of the Highlands for ever I love.”

Despite the dodgy weather—or maybe because of it—the Tiger’s engine showed what a fine, effective package the engineers at Hinckley have created. Producing a claimed 147 hp and 95 lb.-ft. of torque, the engine goes about its business with a stiff upper lip. Advanced electronic rider aids come into play here too, but its linear powerband and flat torque curve make it feel utterly poised. Even in Sport mode, with a more immediate throttle response, it never feels like a handful on slick roads. To get the most out of the engine, however, requires getting into the meat of the powerband at around 6,000 rpm, where its big-bore pistons start to strongly assert themselves. Below that, to pass cars authoritatively necessitates shifting down a gear or two from top gear. Thankfully, the quickshifter is a joy to use—as good as the best of them. The roar from the airbox is exhilarating too, so there’s always enticement to give it a fistful of throttle.

As refined as the engine is, it’s somewhat let down by an abrupt response from closed throttle. Fueling is otherwise great; it’s just that first touch of the throttle that irks. It took a few hours for the brain-to-wrist connection to rewire itself before getting totally comfy. Even then, it’s a blot in the copybook, if only because it’s uncharacteristic of a Triumph. And on these high-priced adventure-tourers, customers expect nigh-on flawless fueling.

Both models have two-position seats: The GT Explorer can be adjusted between 33.46 inches and 34.52 inches, while the longer-travel Rally Explorer can be adjusted between 34.44 inches and 35.23 inches. (Triumph/)

2024 Triumph Tiger 1200 Chassis

For 2024, the US market receives only the Explorer models (Pro models will return in 2025). The Explorer models feature large 7.9-gallon fuel tanks, blind spot detection, heated seats, and tire pressure monitors. Triumph claims the GT Explorer weighs 564 pounds and the Rally Explorer 578 pounds, both fully fueled.

Although the larger-capacity fuel tanks make the motorcycles a bit imposing next to the Pro models, on board the difference is negligible. To make the 1200 range as accessible as possible, Triumph added Active Preload Reduction, a technology cropping up on many of its competitors. First introduced last year as a software update that could be retroactively downloaded at the dealership, for 2024 it’s installed directly at the factory. Holding down the home button on the right handlebar for one second reduces the rear shock’s preload by 20mm, making it that much easier to touch the ground. Once the button is pressed, the shock remains lowered until the bike travels above 20 mph for more than 10 seconds. While the system works really well, it’s difficult to brake and hold the button simultaneously, so a little planning ahead goes a long way.

The Tiger 1200 uses a six-axis IMU to manage cornering ABS and traction control. The GT models have five ride modes (Rain, Road, Sport, Rider, and Off-Road); the Rally models add Off-Road Pro which turns off ABS on both the front and rear. Adjusting rider-aid settings on the 7-inch TFT display is relatively intuitive, but arguably less so than on the previous generation (2018–2021). (Triumph/)

Given the Tiger 1200′s reputation for corner carving, it was a shame the wet Scottish roads and relative lack of twisty sections afforded so little opportunity to really push on. Regardless, the chassis was stable, responsive, and confidence-inspiring, and the 49mm Showa semi-active fork provided plenty of front-end feedback in the rain. The Tiger automatically adjusts preload to suit load; damping is tied to ride mode and can be adjusted on the fly. On damp and bumpy roads, switching to the comfort setting was just the trick, admirably absorbing the road’s imperfections without being so soft as to make steering inputs vague.

Triumph’s rider-aid package is effective—and proved indispensable in slick roundabouts. The system allows riders to adjust throttle response, ABS, traction control, and damping settings within each mode, but doesn’t offer the final word in adjustability. Traction control, for example, can be set to Sport, Road, Rain, Off-Road, or off, depending on the ride mode (i.e., Off-Road TC can’t be selected in the Road ride mode). For off-road use, it’d be nice to have a higher degree of adjustability, but for street use, and for most riders, the somewhat limited range of adaptability takes the guesswork out of setup.

Selecting damping in the main menu slides over the main tacho/speedo graphic to make room for the damping display, in which riders can toggle between comfort and sport settings. It’s a great feature. On damp and bumpy roads, the comfort setting absorbed road imperfections for a truly plush ride. On the other end of the spectrum, the sport setting firmed things up for a more spirited riding. Given the conditions and limited time in the saddle, it was difficult to discern differences between consecutive “clicks,” but the difference between the two extremes was quite stark. (Triumph/)

At normal road-going speeds the Tiger handles effortlessly, but slow speeds reveal how top-heavy it is. When the handlebars hit full lock and the bike is leaned over a bit, things happen fast. Eyes go wide and every body part that’s able to clench clenches. Thankfully, the increased inertia of the engine comes to the rescue as quickly engaging the clutch feeds in power to build momentum and right the ship.

To round out its 2024 update, Triumph focused on improving rider comfort. To further reduce vibes, damped handlebars—previously available only on the Explorer models—are used across the entire range. All models also receive flatter profile seats for improved rider mobility, and 15mm-longer clutch levers. Lastly, the GT models get higher, closer-in pegs for increased cornering clearance.

The Showa semi-active system features braking dive control, skyhook, jump detection and landing, and virtual spring rate. Too bad we didn’t get to do any jumps in Scotland. (Triumph/)

The 2024 updates are all about refinement and incremental improvement. Where some brands may have reserved the changes for a later, more thorough model refresh, Triumph is keen to share its work with its customers.

“Where the opportunity exists and we can deliver it, then why not?” Wood says. “We try very hard to give people what they want from a bike. We can’t help ourselves. If we see an opportunity to make something better, we’ll jump on it.”

Added comfort and ease of use are always welcome on a motorcycle designed to take you to the end of the world.

The gap between the headlight and beak seems like an ideal place for radar, but it’s notably absent. Triumph explains that it doesn’t currently offer adaptive cruise control because it’s not a feature its customers are willing to shell out for. The Explorer models do feature blind spot detection, however. (Triumph/)

Conclusion

One of the best aspects of travel is finding places that become homes, that we long to see again, that become ours. Those places linger in our memories, accruing meaning as they mingle with the passage of time and the ever-accumulating impressions of life apart from them. Motorcyclists inherit an ancestry of passing through. The Tiger 1200′s strength is that it makes the rider at home all along the way.

As one would expect from a big-bore adventure-tourer, the Tiger 1200 is fast, comfortable, has great weather protection, and inspires confidence with effective rider aids and predictable power delivery. What sets it apart is its sheer lack of divisiveness.

Wood says, “It’s not super, super focused on off-road like some of the competition. It’s not got this niche kind of engine that appeals to some people but that other people don’t like. It’s a bike that has this incredible universal appeal.”

In light of increased competition in the category, manufacturers have strived to give their motorcycles really distinct identities which comes with a risk of alienating some potential buyers. Triumph, on the other hand, has gone the opposite direction, building a motorcycle with broader appeal. If the Tiger 1200 were a single malt whisky, it would be an approachable Speyside from the likes of Glenlivet or Glenfiddich, not a love-it-or-hate-it Islay, like an Ardbeg or Laphroaig, that’s so infused with acrid smokiness from burning peat that it takes an aficionado to swear the malted barley wasn’t dried with exhaust fumes.

Since the Tiger Explorer came along in 2012, shaft drive has been a mainstay. (Triumph/)

The latest updates, particularly the rebalanced, increased-inertia engine, makes it that much more approachable and refined. But all is not perfect. The bike’s relatively high center of gravity makes it just a bit too cumbersome during slow-speed maneuvers. Additionally, on a bike this refined, the abrupt off-to-on throttle response is glaring. As far as performance goes, for riders who want stump-pulling bottom-end grunt or who want a large-capacity engine to scare the pants off of them on occasion, the Tiger isn’t the best candidate.

But on the Tiger 1200, there’s little standing in the way of taking in a place and making it one’s own. To ride along the shores of Loch Lomond in a misty rain, the sound of a Triumph triple echoing through the glen, is to feel that this place, thanks to this motorcycle, is a sort of home. And you will long for it when you’re gone. This is the motorcyclist’s cianalas. We can say with Robert Burns: “Farewell to the mountains, high-cover’d with snow, Farewell to the straths and green vallies below; Farewell to the forests and wild-hanging woods, Farewell to the torrents and loud-pouring floods. My heart’s in the Highlands, my heart is not here…”

Wherever your heart is, the Tiger 1200 can take you there.

Gear Bag

Helmet: Shoei Hornet X2

Jacket: Rev’It Defender 3 GTX

Pants: Rev’It Defender 3 GTX

Boots: Rev’It Expedition GTX

Gloves: Rev’It Caliber

As part of the 2024 update, the GT models have improved cornering clearance—not that the roads were twisty enough or dry enough to get the peg feelers down. (Triumph/)
The screen’s easy one-hand adjustment is great, though the previous generation’s electric screen was super luxurious (but added weight). Fitting a GPS unit above the dash requires an aftermarket mount. (Triumph/)
Brembo M4.30 Stylema calipers are excellent and cornering ABS is optimized for each ride mode. Off-Road mode turns off rear ABS. Off-Road Pro, available on Rally versions, shuts off ABS on both the front and rear. Excellent. (Triumph/)
The five-way joystick is a little futzy because the turn signal switch can interfere. With thick riding gloves on, it’s too easy to inadvertently hit the joystick to the left or right when you’re trying to press down the center to select an item. (Triumph/)

2024 Triumph Tiger 1200 GT Explorer/Rally Explorer Pro Specs

MSRP:	$23,795 / $24,895
Engine:	DOHC, liquid-cooled inline three-cylinder; 12-valve
Displacement:	1160cc
Bore x Stroke:	90.0 x 60.7mm
Compression Ratio:	13.2:1
Transmission/Final Drive:	6-speed/shaft
Claimed Horsepower:	148 hp @ 9,000 rpm
Claimed Torque:	96 lb.-ft. @ 7,000 rpm
Fuel Delivery:	Multipoint sequential electronic fuel injection w/ electronic throttle control
Clutch:	Wet, multiplate slipper/assist; hydraulic actuation
Engine Management/Ignition:	Electronic
Frame:	Tubular steel frame, aluminum subframe
Front Suspension:	Showa 49mm USD fork, semi-active damping; 7.9 in. travel (GT Explorer) / 8.7 in. travel (Rally Explorer)
Rear Suspension:	Showa monoshock, semi-active damping, automatic electronic preload adjustable; 7.9 in. travel (GT Explorer) / 8.7 in. travel (Rally Explorer)
Front Brake:	Brembo M4.30 Stylema Monoblock radial calipers, dual 320mm floating discs w/ OC-ABS
Rear Brake:	Brembo 1-piston caliper, 282mm disc w/ OC-ABS
Wheels, Front/Rear:	Cast alloy, 19 x 3.0 in. / 18 x 4.25 in. (GT Explorer); tubeless spoked, 21 x 2.15 in. / 18 x 4.25 in. (Rally Explorer)
Tires, Front/Rear:	Metzeler Tourance; 120/70-19 / 150/70-18 (GT Explorer); Metzeler Karoo Street; 90/90-21 / 150/70-18 (Rally Explorer)
Rake/Trail:	24.0°/4.3 in. (GT Explorer); 23.7°/4.4 in. (Rally Explorer)
Wheelbase:	61.4 in.
Ground Clearance:	N/A
Seat Height:	33.5 in./34.5 in. (GT Explorer); 34.4 in./35.2 in. (Rally Explorer)
Fuel Capacity:	7.9 gal.
Claimed Wet Weight:	564 lb. (GT Explorer) / 578 lb. (Rally Explorer)
Contact:	triumphmotorcycles.com

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