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2024 Triumph Tiger 900 Review | First Ride 

2024 Triumph GT Pro cornering
Triumph’s Tiger 900 lineup has been revamped for 2024, now with a more potent three-cylinder engine. (Photos courtesy Triumph Motorcycles)

Middleweight adventure bikes are perhaps the hottest segment in motorcycling – even if the definition of “middleweight” keeps creeping upward. It’s why Triumph has given its lauded Tiger 900 a revamp just four years after its introduction, gaining a 13% boost in power from its inline-Triple, plus new TFT instrumentation, sharper styling, and updated electronics. The pursuit of perfection at Triumph continues. 

The Tiger 900 slots into a market full of a highly diverse crop of ADVs, and Triumph is cleverly aiming for two types of customers with the Tiger 900s. The GT and GT Pro versions skew toward the sport-touring market – let’s call it the sport-adventure category. Bikes in this class typically use cast-aluminum wheels with 19-inch fronts. Unchanged for 2024 but still in the lineup is the road-biased Tiger 850 Sport. 

Related: Triumph Tiger 850 Sport Road Test

The Tiger 900 Rally Pro is intended for tackling off-road terrain, using a 21-inch front tire and riding on wire-spoke wheels. It will do battle with bikes like the Ducati Desert-X and the Austrian stablemates of KTMs and Husqvarnas in their various middleweight guises.

Related: 2020 Triumph Tiger 900 GT Pro and Rally Pro First Ride Review

All Tiger 900s come equipped with cruise control, heated grips, machined adventure footpegs cushioned by removable rubber inserts, and four ride modes: Rain, Road, Sport, and Off-Road, the latter switching off rear ABS. Pro models get a customizable Rider mode and enjoy clutchless up- and downshifts with a quickshifter, as well as a centerstand and tire-pressure monitoring. Triumph no longer offers the Rally in a non-Pro variant nor the GT Low.  

Related: Triumph Tiger 900 GT Low Tour Test Review

2024 Triumph Tiger 900 GT Pro and Rally Pro
Triumph offers two appealing forms middleweight ADVs. The Tiger 900 GT Pro (left) is road-biased, while the Rally Pro (right) is fully equipped for off-roading. Note the substantial aluminum skidplate and protective bars over the engine.

The existing Tiger 900s were already admirable machines that are capable, versatile, and stylish – more than 45,000 have been sold. At the new bikes’ presentation, Triumph boiled down the new Tigers’ key points: more performance, capability, comfort, and attitude.  

To give us a chance to put the Tigers through their paces, Triumph invited us to southern Spain for two days of riding. The first day would be entirely on asphalt in the hills north of Málaga, while the second day was spent almost entirely off-road on some amazingly twisty and scenic trails in El Torcal de Antequera nature preserve.  

Warm-Up | Triumph Tiger 900 

Triumph treats its 900 Pro buyers to heated seats and grips as standard equipment, both godsends when it’s chilly like it was when we set off shortly after dawn. Fingers were kept cozy on heating elements behind the standard handguards, while my buns got so toasty I shut down the seat heat after only an hour. Surely I would’ve survived without the extra heat, but a comfy rider is a happy rider.  

Another aspect that makes a happy rider is more power – I’ve never met an engine that wouldn’t be better with a bump in ponies, assuming low-end grunt isn’t marginalized. Kudos to Triumph for redesigning its 888cc engine just four years after it debuted, giving it 13 extra horsies for a peak of 107 hp – two higher than KTM’s venerable 890. This will surely please my friend Glenn, who bought a GT Pro on my recommendation a few years ago. His only complaint is that he wished it had more oomph when he was two-up with his wife. 

Engineers made several major tweaks to unleash more power, including a new cylinder head with larger inlet ports and optimized oval exhaust ports working in partnership with higher-lift camshafts. New pistons bump the compression ratio to 13:1. Harvesting additional low-end power are 15mm longer intake trumpets. Peak torque is up 2.2 lb-ft to 66.4 at 6,850 rpm.  

2024 Triumph GT Pro cornering
The Triumph GT Pro makes for a compelling sport-touring rig, now with a more thrilling T-plane Triple providing 107 hp.

From behind the bars and if you’re not in much of a hurry, Triumph’s unique T-plane Triple doesn’t feel much different. A dyno chart reveals the old engine has an imperceptible edge in grunt until 4,500 rpm before the new engine boasts clear superiority the rest of the way to redline, especially around 7,500 rpm when the previous motor begins to peter out and the new one continues surging to its 9,500-rpm peak. There was nothing wrong with the previous powerplant, but this new one is clearly superior and adds a compelling upper-rev swell the old mill lacked. 

Adding to the impression of speed is the pleasantly authoritative bark from a lighter and freer-flowing exhaust system, which somehow gets by with the loss of its second catalyzer near the rider’s foot, helping to lighten the system. Incredibly, Triumph claims the more powerful motor has 9% better emissions and fuel economy, netting a 264-mile range from the 5.3-gallon fuel tank. 

More good engine news: Valve inspection intervals have been extended from 12,000 miles to 18,000, which will reduce long-term maintenance costs.  

Meanwhile, the cockpit has been upgraded to include the Tiger 1200’s 7-inch TFT with Bluetooth connectivity, along with its more user-friendly interface. The My Triumph Connectivity System enables liaising with navigation, phone calls, and music. Device charging is handled by a USB-C cockpit charger, a 12V socket next to the seat-release keyhole, and a USB-A charger under the seat.  

2024 Triumph Tiger 900 TFT instruments
New for 2024 is this attractive 7-inch TFT instrument panel borrowed from the Tiger 1200.

GT vs. Rally | Triumph Tiger 900 

Wind protection from the hand-adjustable windscreen was quite good despite its narrow profile. It has a 2-inch range over five settings. The lowest position allowed my short body to clearly look over the screen and provided smooth airflow over my helmet. When riding the GT Pro, I preferred the seat in its higher position, adding 0.8 inch extra legroom and placing the seat at a still-reasonable 33.1 inches.  

Both GT models use a fully adjustable Marzocchi 45mm fork with 7.1 inches of travel. The Marzocchi shock yields 6.7 inches and has adjustable preload and rebound damping, but the Pro model features an electronically adjustable shock that can be toggled to four load positions with their damping settings automatically adjusted as appropriate for the set preload.  

2024 Triumph Tiger 900 GT Pro scenic
The Tiger 900 GT Pro reigns in Spain.

The dirt-ready Rally Pro goes up a level with 9.4 inches of travel from its fully adjustable Showa fork, while the Showa shock has 9.1 inches of travel and a full range of manual adjustability. The seat height of the Rally begins at 33.9 inches and can be extended to 34.6. Both the GT and Rally models can be fitted with an accessory seat that brings down heights by 0.8 inch. 

The seats are “enhanced” with thicker and flatter foam. Tellingly, I didn’t think about seat comfort even once during my days on the new 900s. Further comfort enhancement is provided by a new rubber-mounting system for the handlebar to quell vibration, said to be carefully tuned to avoid a rubbery steering feel. No complaints from me.  

When our cadre of test riders were faced with endless twisty sections of pavement, the GT Pro displayed a more direct connection with the road surfaces, especially at the front end where its 100/90-19 Metzeler Tourance Next tire provided clearer feedback when leaned over in corners.  

The Rally Pro feels more gangly when unwinding twisty roads, but it performs better than expected for a bike with an adventure-ready 90/90-21 front tire, a Bridgestone Battlax Adventure, backed up by a 150/70-17 rear. Happily, the wheel design allows the use of tubeless rubber that is easier to fix while on the road than tubes.  

2024 Triumph Tiger 900 Rally Pro cornering
The Rally Pro is surprisingly adept on twisty roads for a bike that does so well off-road.

All Tiger 900s continue to employ Brembo’s stellar Stylema brake calipers on the front end, and the radial-mount 4-piston monoblock pinchers are generally regarded as the best in the business. Allied with a radial-pump master cylinder and 320mm rotors, they are potent and faultless.  

Braking upgrades come in the form of Continental’s new MIB Evo controller, which sriumph says optimizes the cornering ABS function allied with the six-axis IMU.  

Also new is the “Emergency Declaration Warning,” which flashes the taillight and rear turnsignals when the bike decelerates at a rapid rate, alerting any following riders/drivers of potential danger. There were a few times during our rides when a rider in front of me overcooked their speed into a corner and had to jam on the brakes, and the warning lights that flashed before me were impossible to ignore. Rear-end collisions are on the rise and can be lethal to riders, so this is truly a safety advancement.  

Dipping too aggressively into the front brake lever causes the Tiger’s front end to dive, especially on the taller Rally. This reveals the one modern motorcycle feature not available on this bike: semi-active suspension. Such electronically controlled suspensions dramatically limit chassis pitching, particularly during braking. Triumph uses it on its Tiger 1200 but not here. The GT Pro’s electronic shock isn’t active – its settings are fixed. 

Related: 2023 Triumph Tiger 1200 GT Pro Road Test Review

Getting Dirty  

The GT is capable of mild off-roading on fire roads and the like, but it’s the Rally Pro that you’ll want for tackling rough terrain. Its long-travel suspension and higher ground clearance enable traversing topography you might not think possible on an adventure-tourer of this size.  

2024 Triumph Tiger 900 Rally Pro trail
Trails like this are an ideal playground for the Tiger 900 Rally Pro.

In addition to its longer legs, the Rally Pro adds compression adjustment to its shock and an Off-Road Pro ride mode that disables traction control and ABS at both ends for maximal rider control. The Rally also gets a handlebar positioned 0.6 inch closer to the rider to provide better ergonomics when riding in a standing position. The rear brake lever’s foot nub can be rotated to supply a lower position that works well when standing.  

More grip is always welcome in the dirt, so we were grateful to see Michelin Anakee Wild 50/50 on/off-road rubber spooned on for our off-road day. They have full-knobby tread blocks and provided excellent traction on the trails. Just as impressive, they also performed suprisingly well on the few bits of twisty tarmac on our route, exhibiting a neutral steering feel. They didn’t have as much grip on asphalt, of course, but that enabled some thrilling powerslides on the pavement!  

2024 Triumph Tiger 900 Rally Pro left side
ADVs are excellent sport-tourers that give riders confidence to head for interesting unpaved roads.

As some of us are painfully aware, riding on tenuous grip situations off-road can result in the dreaded fall-down-go-boom. One journo suffered a 35-mph lowside when the front end of his Tiger lost traction, but the bike was ridden away from the crash thanks to the Rally’s stainless-steel crash bars surrounding the engine. Protective bars for the fuel tank can be sourced from Triumph’s accessory catalog.  

My talents off-road are mediocre, but I felt mildly heroic blasting around some fairly technical terrain on this substantial but manageable 503-lb Triumph. The motor is amazingly flexible, causing me to reevaluate using 1st gear in most conditions, which resulted in excessive chassis pitching from too much engine braking. Instead, I plopped it into 2nd to let the willing engine tractor away from as low as just 2,000 rpm. Perhaps not notable from a 1,200cc Twin, but very impressive for an 888cc Triple.  

Our ride culminated at Spain’s Triumph Adventure Riding Experience site where we were able to play around on natural obstacles and hills. It was there that I first heard the ugly scraping sound of metal on rocks under the bike, and I was glad Triumph has fitted a more substantial aluminum sump guard to the Rally Pro. It looks to be a nicely engineered piece that will slide over rocks and protect vital engine parts.  

2024 Triumph Tiger 900 Rally Pro slide
The Rally Pro is equipped with an Off-Road Pro mode that switches off ABS and traction control, giving riders supreme authority over the bike.

Perhaps the only caveat to lauding the Rally Pro is that it might not be as agile in technical terrain as the KTM 890 Adventure, Husqvarna Norden 901, or some smaller-displacement bikes like Yamaha’s Ténéré 700 or Suzuki’s V-Strom 800DE. But the Tiger has an edge as a streetbike, especially with its comfort and convenience features. 

Related: 2023 KTM 890 Adventure First Ride Review

We were also treated to a performance by Triumph’s factory racer Iván Cervantes. The Spaniard’s brilliance on a large ADV was mind-blowing, riding it around as if it was just a big dirtbike. This shouldn’t be a surprise, as Cervantes has ridden Tiger 900s to victories in the 2022 Baja Aragón Rally Trail Class, the Hard-Trail class in the 1000 Dunas Raid, and the Maxi-Trail class in the Bassella Enduro. His talent on a motorbike is exceptional and inspiring – and humbling.  

Ivan Cervantes action roost
Factory racer Ivan Cervantes demonstrating his championship-winning skills on a Tiger 900 Rally Pro.

Dusting Off 

It’s a little anticlimatic to review a bike I already liked after it’s been improved, but that’s the case with the Tiger 900 family. It was previously a platform worth parking in your garage, and now it’s even better.  

The new TFT instrumentation pleases eyes and is easy to navigate, the ergonomic triangle with comfier seats allows for long days on the road, and heated touchpoints keep riders warm even if ambient temperatures would indicate otherwise.  

2024 Triumph Tiger 900 Rally Pro right side
The revamped Tiger 900 motor retains its ability to tractor out of corners at low revs.

Most impressive is the invigorated character of the Tiger’s T-plane engine. It growls with a guttural bark rather than singing like its Triple-powered stablemates, and its newfound top-end lunge is delightful. A smoothly operating up/down quickshifter keeps the motor on the boil and ready for action.  

The only caveat to a full-throated endorsement of the Triumph Tiger 900 is the bounty of appealing competitors in the class. Along with the aforementioned KTMs and Huskys are Ducati’s Desert-X and Suzuki’s V-Strom 1050, plus Honda’s amiable Africa Twin and the new Transalp. In terms of value, it’s tough to beat Yamaha’s recently upgraded T7, and BMW will soon give us a ride on its overhauled F 900 GS. 
 

Riders looking for a soft-roader ADV can get the base GT for a reasonable $14,995 or take a jump to $16,895 for the fully featured GT Pro. The Rally Pro has an MSRP of $17,395. Shoppers for middleweight adventure bikes are truly spoiled for choice these days. 

2024 Triumph Tiger 900 Rally Pro hill climb
Some say 500-lb ADVs aren’t any fun to ride off-road. We disagree.

2024 Triumph Tiger 900 GT Specs (Rally Pro) 

ENGINE 

  • Type: Liquid-cooled, transverse in-line Triple, DOHC w/ 4 valves per cyl. 
  • Displacement: 888cc 
  • Bore x Stroke: 78.0 x 61.9mm 
  • Compression Ratio: 13.0:1 
  • Valve Insp. Interval: 18,000 miles 
  • Fuel Delivery: EFI w/ throttle-by-wire, 44mm throttle bodies x 4 
  • Lubrication System: Wet sump, 3.9 qt. cap. 
  • Transmission: 6-speed, cable-actuated slip/assist wet clutch 
  • Final Drive: Chain 

CHASSIS

  • Frame: Tubular-steel trellis frame, aluminum subframe & swingarm 
  • Wheelbase: 61.3 in. (61.1) 
  • Rake/Trail: 24.6 degrees/4.0 in. (24.4/4.6) 
  • Seat Height: 32.3-33.1 in. (33.9-34.6) 
  • Suspension, Front: 45mm inverted fork, fully adj., 7.1 in. travel (9.4)  
  • Rear: Single linkage shock, w/ spring preload and reb. adj., 6.7 in. travel (fully adj., 9.1)  
  • Brakes, Front: Dual 320mm floating discs w/ 4-piston radial monoblock calipers & cornering ABS 
  • Rear: Single 255mm disc w/ 1-piston caliper & cornering ABS 
  • Wheels, Front: Cast, 2.5 x 19 in. (Spoked, 2.15 x 21) 
  • Rear: Cast, 4.25 x 17 in. (Spoked, 4.25 x 17) 
  • Tires, Front: 100/90-19 (90/90-21) 
  • Rear: 150/70-17  
  • Wet Weight: 483-489 lb (503) 

PERFORMANCE 

  • Horsepower: 106.5 hp @ 9,500 rpm (factory claim) 
  • Torque: 66.4 lb-ft @ 6,850 rpm (factory claim) 
  • Fuel Capacity: 5.3 gals. 

The post 2024 Triumph Tiger 900 Review | First Ride  appeared first on Rider Magazine.

Source: RiderMagazine.com

Near-Production 2022 Triumph Tiger 1200 Seen Testing

Triumph seems to have had a rather busy September, teasing us with two updates for the Tiger line that are set to unveil very soon. Just a few days ago, the British manufacturer teased the arrival of the new Tiger Sport 660, which is set to happen later this week on October 5. A couple of days later, the team at RideApart got their hands on some images of a prototype of the upcoming Tiger 1200, and it looks very nearly ready for production.

Near-Production-2022-Triumph-Tiger-1200-Seen-Testing-4

The images are of a test mule that isn’t clad in camouflage, giving us a fair idea of what the adventure motorcycle will look like. RideApart also reports that the new Triumph Tiger 1200 will be powered by essentially the same 1,160cc inline-triple on the 2021 Triumph Speed Triple 1200 RS. However, considering the Tiger’s drastically different nature, it’s likely that it will be tuned to aid its off-road intentions better. On the Speed Triple RS, this engine makes a whopping 178hp – we can all agree that’s more than required for an ADV – and the Tiger is expected to make much less.

The 2022 Triumph Tiger 1200 will also feature the same T-Plane crankshaft from the Tiger 900, translating to better bottom-end performance. We can also see the addition of a redesigned tubular frame and a dual-sided swingarm in place of the single-sided unit that the previous generation featured. Triumph has also emphasized that the Tiger 1200 will weigh notably less than the model it’s replacing, and we’re keen to see how it’s managed this. 

As with every Triumph Tiger, we expect to see multiple variants of the Tiger 1200. With the Tiger 900, the manufacturer ditched their somewhat complex naming structure and simplified it to just GT and Rally – one road-biased and the other with more off-road-ready hardware. We could see it do the same with the Tiger 1200, as well.

Triumph is tight-lipped on when the new Tiger 1200 will go on sale, but RideApart reports that we could see it debut sometime in November, around EICMA. 

Near-Production-2022-Triumph-Tiger-1200-Seen-Testing-3

Image source: RideApart

Source: MotorbikeWriter.com

Triumph Tiger Sport 660 to Debut on October 5

The new Triumph Tiger Sport 660 will make its global debut just a week later, on October 5, 2021. Once it’s launched, this new addition to the Triumph Tiger line-up will replace the Tiger 850 Sport as the British manufacturer’s entry-level adventure-tourer.

Earlier this year, Triumph released several images of the Tiger Sport 660 prototype, clad in camouflage, giving us a glimpse of what the bike would look like. This not-so-little entry-level model features a big fuel tank, substantial radiator shrouds, and a reasonably large windscreen. The prototype also featured a single-seat design and a tall and wide handlebar, suggesting an upright riding triangle.

Triumph 2022-Tiger-Sport-660-Debut-on-October-5-2

We expect the Tiger Sport 660 to be powered by the same 660cc inline-triple from the Triumph Trident 660. On the Trident, this engine produces 80bhp at 10,250rpm and 47.2ft-lb of peak torque at 6,250rpm. While Triumph hasn’t revealed if the engine will be in the same state of tune on the Tiger Sport, we’ll likely see similar performance levels. 

Triumph’s images also revealed that the Tiger Sport 660 featured a similar-looking Showa USD fork as the Trident 660. However, considering its more adventure-oriented intentions, the Tiger will probably offer more suspension travel and, perhaps, a higher level of adjustability. The prototype also featured the same 17-inch wheels at either end, clad in Michelin Road 5 tires. 

Aprilia, Moto Guzzi, Piaggio, And Vespa Will Be At EICMA 2021

The Tiger Sport 660 will likely cost a bit more than its street-naked counterpart and will take on the likes of the Kawasaki Versys 650 and the Suzuki V-Strom 650 once it’s launched.

Triumph 2022-Tiger-Sport-660-Debut-on-October-5-3



Source: MotorbikeWriter.com

Trev’s TT Trip Part 3 | Chinnor to Cornwall via Stonehenge

Trev’s TT Trip 2018

There might not be any TT this year (2020) due to the plague, but I still thought it might be time to revisit my epic trip to the TT two years ago, 2018, and re-live a motorcycle journey that took in a fair bit of Great Britain, Wales, Ireland and of course, the Isle of Man itself. I hope you enjoy the ride…

Part Three
Chinnor to Cornwall via Stonehenge

After an English breakfast at Haddenham Farm with my Uncle Alan we bid him a fond farewell and made tracks towards my other uncle down on the Cornish coast at Torpoint.

UK Trip Chinnor BreakfastGot to love an English breakfast

Our route, again navigated by just trying to choose an interesting line with more green than not on the google maps via the phone, took us through Abingdon, the interestingly named World’s End, in to Litchfield then past Thruxton before seeing the rocks in a paddock that are commonly referred to as Stonehenge.

I probably should have been prepared for just how busy this Wiltshire tourist mecca now is, but I clearly wasn’t.

Stonehenge MCNStonehenge

Despite the price of basic admission for two adults amounting to AUD $80, almost 1.6 million people visited the 4000+ year old ring of stones last year alone. Obviously, this is one prehistoric monument that runs at a very significant profit. I should move some of the huge rocks around at my place up at Eildon and charge admission, StoneHedge…

Coach loads of people were coming in and out during our hour at the ring of 25-ton stones that mark the circular banked enclosure whose purpose it still yet to become definitively clear.

Stonehenge MCNStonehenge

Many hypothesis abound as to the actual reasoning for the layout but the fact that they align along the lines of the summer and winter solstice lays reason that it was most likely linked to ritualistic purposes and astronomy. But with no written records kept from back in the day there remains a dearth of certifiable facts that surround both its inspiration and its purpose.

Stonehenge MCNStonehenge

Nonetheless it is a remarkable engineering feat of man to transport some of these huge stones more than 240km from Wales to their current site a few kilometres west of the current day town of Amesbury. Some archaeologists believe Stonehenge was actually a work in progress over a period spanning more than 1000 years.

With Stonehenge behind us we turned south through the curiously named Sixpenny Handley then on to Blandford to refuel the Triumphs before heading for the Jurassic Coast via Puddletown.

Triumph Tiger XCa BlandfordA quick stop for a drink for both the bikes and ourselves in Blandford

Once starting to near the coast I often dragged the route line on Google Maps towards green coloured areas on the map to get further away from the main roads. This was a good move as we chanced upon some gobsmackingly beautiful country single lanes suitable only for a single vehicle width.

DriRider Navigator Mini QuadLockiPhone for navigation on the bars secured by a QuadLock mount

The hedges were taller than the motorcycles and lined with the new growth of spring, which, on this particular day of brilliant sunshine, made for a truly quite magical ride that will long be remembered.


This one-minute video clip gives you an idea of what I’m talking about


Once the coast was in distant sight I navigated towards it via some green lane farmland. It was perhaps a little bit too adventurous at times for the road based Metzeler Tourance Next rubber as there was a bit of mud in places.

It was another brilliant experience though and proved worthwhile when it opened out in to some truly stunning views from the clifftops above the Devon and Dorset coasts.

Triumph Tiger XCa JurassicTriumph Tiger XCa models, 1200 and 800

This section also allowed me to start exploring some of the off-road modes available on the Explorer.

All the rider modes are completely customisable on the Triumph with not only the ABS and traction control modes being able to be individually tailored and then saved to each of the six riding modes, but even the layout out of the new 5” TFT dash is switchable between a range of six different styles, which can then be linked to a respective riding mode via the set-up menu.

Triumph Tiger XCa DashTriumph Tiger XCa Dash

It is actually a lot more intuitive and effective than what it sounds, and is certainly one of the least confusing sytems to learn.

The different modes and functions are selectable via a switchblock on the left bar. The switches are individually illuminated via LED back-lighting which is another thoughtful feature.

Full TFT display is a new additionFull TFT display

The angle of the actual instruments is also adjustable to suit riders of different heights or riding stances, a feature that I can’t seem to remember being available elsewhere.


Check out this short video that overlooks this gorgeous section of the Jurassic Coast.


The display also has an ambient light sensor that automatically switches between contrasting colours to cater for the differences between bright daylight and dimly lit or night time conditions. It responded quickly when entering tunnels or bright sunlight.

All the information about the bike and trip computer functions etc. are easily accessible and legible. The only thing lacking is the bluetooth functionality now seen on some competitor instrumentation that allows for navigational prompts and music controls etc. from your phone to be displayed on the screen. We believe this might be coming by way of a later update that hopefully will be able to be fitted retrospectively.

The new Off-Road Pro setting was the pick for the tricky sections of dirt that included a few muddy patches here and there.

Triumph Tiger XCa JurassicTriumph Tiger XCa Jurassic Coast

The things that were most likely to catch us out were deep hoof prints that had been made in once soft mud, but had now hardened and were hidden in the grass. These acted like mini ruts that you didn’t know about until you were in them because of the thick grass cover. It called for a little blind faith in regards to speed and relying on a little bit of measured wheelspin to safely traverse some sections.

Lukcily Off-Road Pro mode deactivates the traction control fully and also disconnects the rear brake from the ABS system, it also puts the electronic suspension in a softer off-road setting.

After eventually finding our way back to tarmac we passed through Newton Abbot, Dartington and on to the Devon Expressway over the River Tamar. Then it was onwards to our destination for the night at Torpoint, a town near Plymouth in the county of Cornwall.

Triumph Tiger XCa TorpointTriumph Tiger XCa 800 near Torpoint

We were warmly welcomed in Torpoint by my Uncle Mick and Aunt Margaret who then took us out for a fantastic dinner followed by quite a few beers.

My uncle and I discussed a few things from our respective naval careers and his current work with BAE systems before concluding that we best not leave it 30 years between drinks next time.

UK Trip Torpoint MickI might have done a decade of naval service in the R.A.N. but my Uncle Mick here did 35 years in the R.N!

The next part of the journey takes us up over the moors of Dartmoor and up into Wales.

Source: MCNews.com.au