Triumph Motorcycles has already hit the road running – or rather rolling – in 2024, with a host of all-new bikes in a variety of segments, returning favorites, and limited-edition models. To give motorcycle enthusiasts a look at the bikes, the 20-city “British Invasion Tour” will showcase new Triumph models, including selections from each of the company’s model families as well as the new TF 250-X off-road motorcycle. The first stop is in Los Angeles, California, on Tuesday, Jan. 9, coinciding with the unveiling of a new 660. All tour stops are free to the public, but guests must register to attend. For more information, read the press release from Triumph below.
On Tuesday, Jan. 9, Triumph Motorcycles America kicks off a 20-city tour that will showcase an impressive array of all-new motorcycles. In 2024, Triumph is introducing an incredible amount of all-new motorcycles and is poised to make a major impact in the North American motorcycle market, reminiscent of when British rock bands took America by storm in the ’60s.
To celebrate the large wave of new model motorcycles, Triumph is hosting 20 “British Invasion Tour” events across the United States in January and February, where each of the new models will be showcased. At every event, Triumph enthusiasts will gather for an exclusive one-night-only first look at the new 2024 models, which are not yet in dealerships, while also enjoying live entertainment, a variety of activities, and some light food and beverages.
“It’s been a few years since Triumph has planned a tour like this,” said Adam VanderVeen, marketing director for Triumph Motorcycles America, “but with a lineup like Triumph is bringing for 2024, the time is right to host a series of new model release parties like only Triumph can, because every one of these game-changing new motorcycles deserves to be showcased. In addition to offering enthusiasts the chance to see the latest new models, the best part of these tour events is creating a premium brand experience for our owners and fans to come out and enjoy an evening together as a Triumph community.”
The British Invasion Tour will feature a curation of Triumph’s exciting new model year 2024 motorcycles, including the following:
All-New Triumph TF 250-X
Triumph Motorcycles has officially launched the new TF 250-X, revealing a class-leading power to weight ratio and the most complete specification package ever to launch into the ultra-competitive 250cc motocross market.
Developed entirely by Triumph in close collaboration with racing champions including Ricky Carmichael and Iván Cervantes, the new four stroke competition model is an all-new ground-up design. The performance racing powertrain and unique aluminum chassis are ultra compact and super light, with all the best components on the market, already fitted out of the crate.
Born into a peerless bloodline, the Speed 400 joins Triumph’s most successful modern classic lineup, the Speed Twin 900 and 1200, while the Scrambler 400 X takes its rugged design cues from the Scrambler 900 and 1200, with an off-road pedigree that goes back to the first factory Scramblers of the 1950s.
Designed from the ground-up with a new single-cylinder, four-valve, liquid-cooled engine platform at their heart, these new models are designed to deliver a fun, agile, and confidence-inspiring ride for riders of all ages and experience levels.
Updated Triumph Scrambler 1200 XE & All-New Scrambler 1200 X
The cool and capable Scrambler 1200 XE hits the road in the new year sporting updates including latest-generation Brembo Stylema calipers, new suspension with enhanced adjustability, enhanced styling details, and improved touring capability.
The new Scrambler 1200 X delivers the same exceptional core capability, commanding riding position, and torque-rich performance Scrambler customers love, combined with a generous specification of equipment and technology. Built to be more accessible, the Scrambler 1200 X has a seat height of 32.28 inches, reduced to 31.29 inches with the accessory low seat, and dedicated specification that offers exceptional functionality at a more competitive price.
Fully updated Triumph Tiger 900 Rally Pro & GT Pro
Delivering more power, torque, capability, and comfort, the new Tiger 900 range from Triumph Motorcycles is raising the bar for middleweight adventure bikes in 2024. The new lineup includes the Tiger 900 GT, GT Pro, and Rally Pro, each providing a significant step-up in performance and specification.
Celebrated as the ultimate café racer since 1964, the Triumph Thruxton will finish its final production run.
In a fitting farewell to this award-winning motorcycle, Triumph has unveiled the Thruxton Final Edition, an exclusive and striking motorcycle with incredible specification, performance, capability, and timeless style.
Available for one year only, the new Triumph Stealth Edition models are an exclusive collection of eight beautiful Bonneville motorcycles. Each model features its own unique tank design which showcases a dramatic hand-painted finish that intensifies in the light to reveal vivid color.
A new legend is about to hit the streets. On Jan. 9, an all-new 660 Triumph motorcycle will be announced and will be on display at the kick-off British Invasion Tour event in Los Angeles, California.
The British Invasion Tour is free and open to all. Guests must register to attend. All guests may RSVP and find details about each tour location at the Triumph Motorcycles Events webpage.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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!
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.
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.
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.
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.
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.
Some say 500-lb ADVs aren’t any fun to ride off-road. We disagree.
The Triumph Bonneville Bobber delivers a pure motorcycling experience with a unique look and confident attitude.
The Triumph Bobber is the kind of bike that stops you in your tracks when you see it. It has the personalized look of a custom bike with the coherence and harmony of a factory model. Not long after picking up our test bike, I found out the Bobber will help you make new friends wherever you ride it.
The Bobber enjoys sunny afternoon rides on favorite roads. Who doesn’t?
When I see a bike that looks as cool as the Bobber, I think, Nice, but how does it ride? I wonder if the builder, or in this case the manufacturer, sacrificed attention to ride quality, comfort, or performance for the sake of appearance. Fortunately, Triumph took measures to ensure that function was not the sacrificial lamb of form.
The Bobber’s unique appearance stands apart in the parking lot. If you don’t like people approaching you to admire your bike, this one isn’t for you.
Bare Necessities
The “bobber” style emerged in America in the 1940s. Motorcyclists stripped their rides down, threw out everything that wasn’t essential, and tuned motors for a more exciting zero-to-full-power experience. These bikes were the simple bare necessities of motorcycling, and they appealed to riders who wanted a pure motorcycling experience without anything bogging them down.
The fat front tire and bar-end mirrors are additional styling elements that give the Bobber a custom look straight out of the factory.
Triumph’s attempt at a bobber-styled factory bike also involved cutting down and tuning up. Although it’s not a lightweight motorcycle – claimed wet weight is 553 lbs – the stripped-down look comes in the form of well-hidden cables, a solo tractor seat, and of course, bobbed fenders. Adding to the look of an old-school bobber are the battery box wrapped in a stainless-steel strap and the twin throttle bodies that look like carburetors.
Extra space around the 1,200cc parallel-Twin paired with the throttle bodies disguised as carburetors add to this bike’s stripped-down old-school aesthetic.
The Triumph Bobber is powered by the liquid-cooled 1,200cc parallel-Twin with 4 valves per cylinder – the same engine found in Triumph’s popular Bonneville T120 model. However, the Bobber version of the engine gets a special tune and taller gearing. Adding to the experience is a set of slash-cut exhausts that direct sound to the rider for a powerful and pleasant rumble.
A 3.2-gallon fuel capacity and 61 mpg give the Bobber a range of nearly 200 miles.
When the Bobber was introduced in 2017, we were there for the press launch in Spain. Although our overall impression was positive, we noted some shortcomings. The small fuel tank had a limited range, and the single-disc front brake was mediocre. The Bobber Black remedied one issue by adding dual-disc front brakes, along with an up-spec 47mm KYB fork, a fat front wheel, and other extras. In 2021, the Bobber got an update that moved those Bobber Black components to the base model, as well as adding a larger fuel tank, LED lighting, cruise control, and new instrumentation.
On the front end, the bobbed fender pairs with fork boots and the round headlight for a dose of nostalgia.
Take Me Higher
My first day on the test bike would take me through the Appalachian Mountains of Georgia and North Carolina. The Bobber is easy to pick out in a parking lot, not because it’s super bright or super big (it isn’t either) but because it sits with a poise of cool confidence, ready to be admired. The solo tractor seat is a focal point of the Bobber, appearing to float above the hardtail-looking rear. Add in the blacked-out components, brushed steel slash-cut dual exhaust, chunky front tire, bar-end mirrors, and fork boots, and it’s hard to look away.
The ergonomics were comfortable for my frame, and riders can slide the seat back for a more long-and-low seating position. The hardtail-looking rear hides a monoshock below the floating seat.
The ergonomics of the Bobber provide a long and low riding position. The seat is adjustable fore and aft, which also changes the seat height from 27.6 inches in the forward position to 27.2 inches in the rear position. The seat is deceptively comfortable, appearing too thin to offer much support while actually providing plenty. The handlebar is a bit of a stretch for my arms, even with the seat positioned as far forward as it’ll go, but I became accustomed to the reach after a few miles, and it didn’t result in any discomfort or achiness after long hours.
The floating seat’s brushed-steel underside adds some contrast to the blacked-out components. The black arm underneath the seat allows for quick seat position adjustment.
Upon turning the key and starting the Bobber, the bike comes to life with a satisfying rumble befitting the Triumph name. The engine got an upgrade in 2021 with lower emissions and a lift in power at 5,500 rpm. In the Bobber tune, this engine is claimed to make 76.9 hp at 6,100 rpm and 78.2 lb-ft of torque at 4,000 rpm. There’s always grunt on tap in any gear.
Great for a cruise around town or a jaunt away from traffic, the Bobber has both looks and performance.
Upon picking the Bobber up in Atlanta, I had to wade through traffic for what felt like forever before I could get out of the city and see what it’s capable of. While my impatience grew as the pleasing rumble reached my ears and low-end torque pulled hard off the stoplight, the crazy Atlanta traffic gave me the chance to test out the brakes. As cars darted around like pinballs, I was relieved to find abundant stopping power at the ready. Dual 300mm discs up front with Brembo 2-piston calipers, paired with a 255mm rear disc and a Nissin single-piston caliper, were up to the task and shed speed quickly.
Twin Brembo front brakes provide plenty of stopping power, and ABS comes standard.
When I finally got out of the city, I headed for higher ground. The Bobber’s tall gearing and smooth delivery allowed for both relaxing and sporty riding – a great combo for someone who likes to do both. I could cruise down the two-lane country roads with my hair in the wind, or I could twist around curves through the mountains with plenty of gusto. The Bobber is easy to maneuver and handles tight turns with grace – the downside being that the pegs often meet the pavement when ridden aggressively.
A wide handlebar provides leverage for responsive handling – a pleasure for an afternoon ride on your favorite curvy road.
Where the original Bonneville Bobber had a fuel capacity of 2.4 gallons, resulting in a frustrating number of gas stops required, the current Bobber bumps capacity up to 3.2 gallons. During my time with the bike, my average fuel consumption was 61.1 mpg, netting nearly 200 miles from full to empty.
Sometimes extra gizmos and gadgets just get in the way. The Bobber’s simplicity invites the rider to enjoy the ride and the view.
The Bobber’s handling was an absolute pleasure – as long as the roads were smooth. When I got to a bumpy road, I discovered the first and perhaps only change I would make if I owned a Bonneville Bobber: the suspension. The monoshock with linkage at the rear didn’t soak up bumps well enough for me, and I found myself lifting up on the pegs when I saw inconsistencies in the road ahead to save my spine. My only other complaint about riding the Bobber is that speeds past 75 mph produce a strong gust of wind at my upper body and helmet, but I’ll take the excuse to stay off the highways rather than dilute the muscular attitude of the Bobber with an unsightly windshield.
The 47mm Showa fork and monoshock handled well on smooth pavement, but additional rear travel would be a welcome addition for bumpier roads.
K.I.S.S.
While the soul of the bobber style is stripping down to the basics, the Triumph Bonneville Bobber comes with some electronics that are simple and easy enough to use that they don’t take away from that pure motorcycling experience but rather enhance it. Two ride modes (Road and Rain) can be selected with a toggle on the right switchgear to change the throttle map. The Bobber also has cruise control, operated with a single button on the left switch. Switchable traction control and ABS are both standard.
The Bobber’s simplicity is one of its virtues. A single round speedometer with an inset LCD display provides enough functionality without distracting from the ride.
The dash is graced by a beautiful round analog speedometer with an inset LCD screen that shows fuel level, gear indicator, and ride mode. A round button on the left switch is used to cycle through extra information, including two tripmeters, odometer, rpm, average fuel consumption, fuel range to empty, and a clock.
The Bobber is equipped with full LED lighting, and the round headlight adds a classic touch.
The 2023 Triumph Bonneville Bobber comes in four color options with a starting MSRP of $13,795. Our test bike was in the Matte Storm Grey / Matt Ironstone color with an MSRP of $14,295. For 2023 only, Triumph is also offering a Bobber Chrome Edition with chrome treatment on the gas tank.
The Bobber handles well on smooth pavement, and its 1,200cc parallel-Twin in the High Torque tune is a treat out on the road.
Keeping true to the history of bobber-styled bikes, Triumph also offers a list of accessories for customization, including an ape-hanger handlebar, a diamond-stitched comfort seat, a forward-controls mounting kit, footboards, saddlebags, heated grips, a Fox rear suspension unit, and more.
Although far from a touring bike, the Bobber makes for a fun sight-seeing cruise, like my trip to Fontana Dam in North Carolina.
I tested the Triumph Bonneville Bobber over the span of a few weeks, and it continued to grow on me during that time. When the sunlight hit the Bobber upon opening my garage door before a ride, I knew I had a fun time ahead of me. I had people sticking a thumbs-up out of car windows as I rode by and plenty of compliments about the bike at gas stops. Whenever someone asked me if it rode as good as it looked, I was pleased to be able to say, “Yes, absolutely.”
The 2024 Triumph TF 250-X motocross bike comes in the Triumph Racing Yellow and Black graphics scheme.
Triumph Motorcycles has launched the new 2024 Triumph TF 250-X motocross bike. Recognizing that the 250cc motocross market is highly competitive, Triumph said it worked in close collaboration with racing champions Ricky Carmichael and Iván Cervantes to develop the 4-stroke competition model from the ground up, including a new engine, chassis, and electronics.
A network of Triumph dealers will offer sales, service, parts, and a new dedicated range of apparel, and the network will be backed by a mobile-optimized 24/7 online parts supply system, so owners can order for express delivery, straight from the track. Additionally, Triumph says that with the development of the bike, it is well-placed to begin its motocross racing program in 2024.
“The launch of the TF 250-X is the culmination of a significant commitment and investment from Triumph, to not just bring a totally new bike to the motocross world, but to deliver a winning performance,” said Steve Sargent, Triumph’s chief product manager.
“To achieve this,” he continued, “we are focused on delivering the most complete package for any riding level, from champion to amateur.”
As part of the Triumph TF 250-X development, the company developed an all-new performance racing powertrain. The new competition Single with DOHC is compact and lightweight, with a forged aluminum piston and titanium valves, and is mated to a 5-speed gearbox. The engine also has DLC low-friction coatings, lightweight magnesium covers, and an Exedy Belleville clutch.
Advanced engine management and tunability is complemented by the optional accessory MX Tune Pro app, enabling riders to use real-time user-selectable mapping, a real-time engine sensor dashboard, and live diagnostic functionality through a controlled and programmable engine management system.
The aluminum chassis has a lightweight, high-strength spine frame with twin cradles, designed for a balance of performance, mass, and flexibility. Triumph says the total weight of the bike, with a claimed curb weight of 229 lb, will see the TF 250-X set a new benchmark for the best ‘power-to-weight’ ratio in the category. It also delivers a high level of tunability to suit different riders and styles.
For suspension, the bike has KYB components, with a 48mm AOS coil fork adjustable for compression and rebound, forged and machined 7075-T6 aluminum triple clamps, and a three-way piggyback coil rear shock adjustable for rebound and both high- and low-speed compression. Travel is 12.2 inches in the front and 12.0 inches in the rear.
For stopping power, the bike features a Brembo 2-piston front caliper with a Galfer 260mm disc and a 1-piston rear caliper with a 220mm disc. DirtStar 7000 Series aluminum rims and machined aluminum hubs are fitted with Pirelli Scorpion MX32 mid-soft tires (21-inch front, 19-inch rear). Finally, Pro-Taper ACF carbon core bars and ODI half-waffle lock on grips complete the set up.
In addition to the specifications already included as standard, Triumph has worked with premium brands to create a dedicated range of competition accessories to further enhance performance and capability, including the following:
Akrapovič full titanium exhaust system
XTrig hole shot device
Athena LC-GPA launch control module with rider-selectable enhanced traction control and launch control settings and LED engine speed indicator
MX Tune Pro wi-fi module
Performance gripper seat and seat cover
Bodywork replacement kit
Starting in spring 2024, specialist Triumph Off-Road/Dual Sport dealers will begin carrying the new TF 250-X. These dealers will be fully trained to provide a comprehensive sales, service, parts, clothing, and race support experience that meets the needs and expectations of off-road riders.
This network will be backed up with a unique 24/7 parts and accessories supply system. Riders can select what they need, check availability and price, and place an order for express delivery, standard delivery, or click and collect from their local Triumph off-road dealer.
The 2024 Triumph TF 250-X will start at $9,995 in the Triumph Racing Yellow and Black graphics scheme, and orders can be placed now at Triumph’s new motocross dealers. For more information or to find your local dealer visit the Triumph Motorcycles website.
Some of Triumph’s racing achievements include the Moto2 championship where Triumph engines have helped to transform the class, setting new Moto2 lap and speed records at tracks around the world. From factory World Supersport racing to multiple Supersport wins at the Isle of Man TT and the Daytona 200, the Triumph teams are focused on success.
Ricky Carmichael, one the greatest MX rider of all time, worked with the Triumph chassis and engine teams across the journey of scoping, prototyping, testing, and development.
“This is the bike that we set out to build,” Carmichael said of the TF 250-X. “When you talk about the chassis, the powertrain, the components – it’s the best of everything you could ever want. And whether you’re a professional rider or an amateur rider, you will not be disappointed.”
Iván Cervantes, five-time enduro world champion, five-time Spanish MX champion, and Dakar Rally finisher has also worked across the project with Triumph’s in-house teams to bring his experience to the Triumph bike development and prototyping.
Triumph Racing will be entering the prestigious FIM Motocross World Championship for 2024, competing with a factory supported program set-up in partnership with Thierry Chizat-Suzzoni, one of the sport’s most experienced and successful team owners. Thierry will start his campaign with two of Triumph’s TF 250-X bikes in the MX2 class, supported by Monster Energy. The team will be managed by Vincent Bereni. Chizat-Suzzoni’s and Bereni’s past racing records include over 80 MXGP World Championship victories.
Clément Desalle, who joined the TF 250-X team as test rider, is a very experienced racer, competing at the highest level in the MXGP World Championship for 15 years. As one of the most consistent racers in the series, he claimed three Vice Champion finishes, was third in the World Championship three times and twice finished fourth. Finishing on the top step of the podium 23 times in his career, he was also crowned the Pro Open Belgian champion.
Triumph Racing’s U.S. SuperMotocross World Championship Team is headed up by Bobby Hewitt and team manager Steve ‘Scuba’ Westfall. They brought in a team that includes Dave Arnold, an industry AMA Hall of Fame legend for chassis development, and Dudley Cramond, who has over 25 years of experience building race-winning engines. The team will field the all-new TF 250-X motorcycles in the 2024 World Championship.
2024 Triumph Tiger 900 GT Pro and Tiger 900 Rally Pro
Triumph has announced the 2024 Triumph Tiger 900 range, which includes the Tiger 900 GT, Tiger 900 GT Pro, and Tiger 900 Rally Pro, with each bike providing more of what the company says its customers have grown to love about the Tiger 900.
“Just like our latest generation Street Triple, while the Tiger 900 has had a big impact, we’re never happy here at Triumph to rest on our laurels,” James Wood, Triumph’s global product marketing manager, said at the unveiling of the new Tiger 900 lineup. “As a team, we’re always pushing forward on every key dimension, always looking to make it better.”
Triumph Chief Product Officer Steve Sargent also sang the bike’s praises.
“The Tiger 900 already has an excellent reputation as an award-winner and rally competitor, enjoying success against production motorcycles as well as purpose-built off-road machines,” he said. “In fact, the Tiger 900 Rally Pro was used by World Enduro Champion Iván Cervantes, securing champion titles at the Baja Aragón Rally, 1000 Dunas Raid, and Bassela Enduro in 2022. With such an impressive pedigree, we needed to set ourselves a high target to improve the new Tiger 900. We were focused on raising the game in the middleweight category all over again.”
Wood said the new Triumph Tiger 900 range will deliver “more performance, more capability, more all-day comfort, and more attitude.”
“Basically, a significant step up, all while maintaining and delivering that unique Tiger triple character and easy agile dynamic ride.”
2024 Triumph Tiger 900 GT Pro
Some of the changes to the range include a significant engine upgrade, higher peak torque, better fuel economy, new safety features, new instrumentation, a new rider seat, and a damped handlebar mounting system to provide more long-distance comfort.
Unique to Triumph, the T-plane crank engine with its 1-3-2 firing order and distinctive, raspy triple exhaust bark, has been further developed for the new Tiger 900 range.
2024 Triumph Tiger 900 GT Pro in Carnival Red and Sapphire Black
Revisions to the liquid-cooled 888cc inline-Triple with DOHC and 4 valves per cylinder have resulted in a claimed power increase of 13%, taking the Tiger 900 from 93.7 hp to 106.5 hp. Triumph says this has been achieved while gaining more torque and tractability at low rpms. The increased power can be felt throughout the rev-range.
2024 Triumph Tiger 900 Rally Pro
However, for this increase in power, the bikes have also seen a claimed 9% increase in fuel economy, which means less emissions. Wood said the Triumph Tiger 900 line is now above 60 mpg. With a 5.3-gal fuel tank, that gives an estimated 317-mile range.
“What’s really great about our Moto2 activity, and what we learned from the Moto2 racing, is that it doesn’t just benefit the roadsters and the super sports bikes,” he said. “We take that learning and we apply it across everything we do as a company, all the engines we design, and we’ve managed to take a lot of that learning to feed into the big changes we’ve made to the engine here and deliver this extra power but also the extra efficiency.”
Each new Tiger 900 model also benefits from a specific suspension setup, designed to meet the needs of the rider for each model. The GT is fitted with Marzocchi suspension with adjustable compression and rebound damping. The GT Pro also uses Marzocchi suspension. A fully adjustable fork is matched to an electronically adjustable rear suspension unit, which allows for easy preload adjustments at the touch of a button to suit riders traveling solo, with a pillion, or fully loaded. Both bikes feature 7.1/6.7 inches of travel front/rear. The Rally Pro uses Showa suspension, offering riders full adjustability and 9.5/9.1 inches of travel front/rear.
2024 Triumph Tiger 900 Rally Pro
For stopping power, Brembo Stylema brake calipers are fitted to all three new Triumph Tiger 900 models, with 4-piston monoblock calipers grabbing twin 320mm discs up front and a single-piston sliding caliper and 255mm disc in the back.
The braking system automatically balances front and rear braking effort, working in harmony with the standard optimized cornering ABS system, to improve stability under hard braking while significantly reducing stopping distances.
2024 Triumph Tiger 900 GT Pro in Snowdonia White
2024 Triumph Tiger 900 GT Pro in Graphite and Sapphire Black
The road-focused GT and GT Pro have cast aluminum alloy wheels (19/17 inches, front/rear), both shod with Metzeler Tourance Next tires, and the Rally Pro uses tubeless spoked wheels with a 21-inch front wrapped in Bridgestone Battlax Adventure tires.
The 2024 Tiger 900 features new active safety features to improve visibility on the road, including a new emergency deceleration warning system, which activates the hazard lights when braking rapidly and automatically deactivates when you pull away. In addition, new marker lights provide a prominent silhouette especially at night and in poor visibility.
2024 Triumph Tiger 900 Rally Pro
In addition to ABS, optimized cornering traction control comes as standard across all three Tiger 900 models. Together with the throttle-by-wire, the level of assistance can be altered with four different standard ride modes: Road, Rain, Sport, and Off-Road. The GT Pro has an additional Rider Programable mode allowing fine tuning, and the Rally Pro has six modes total, with the extra Off-Road Pro mode disabling ABS and traction control completely.
All three Tiger 900 models have a slip/assist clutch, and the GT Pro and Rally Pro are also equipped with the Triumph Shift Assist system.
2024 Triumph Tiger 900 Rally Pro in Matte Khaki Green and Matte Phantom Black
The My Triumph Connectivity System is now standard on all Tiger 900 models. Music, phone, and turn-by-turn navigation can all be accessed via the new 7-inch TFT display which is bonded to the glass for a crisp, nonreflective image. A tire-pressure monitoring system is also standard on both Pro models.
2024 Triumph Tiger 900: More All-Day Comfort
The Tiger 900 range has seats that redesigned for enhanced long-distance comfort while retaining the ease of movement for the rider to find their perfect ergonomic position. All models feature 0.88 inch of adjustability, for a seat height range of 32.3-33.1 inches on the GT and GT Pro, with a range 33.9-34.6 inches on the Rally Pro. An additional accessory option drops the lower end of those ranges by an additional 0.8 inch.
“When you combine that with that really nice narrow profile, it means that the distance of your legs actually have to travel to the floor is a lot smaller,” Wood said, “making this bike really nice and accessible to a wide range of people.”
A new damped handlebar mounting system creates a more comfortable ride, and the handlebar position on the Rally Pro has been moved back by 0.6 inch for improved seated comfort as well as rider control and bike agility in the standing position when riding off-road.
The windscreen has five settings spanning 2 inches, and heated seats and grips are standard for both Pro models.
2024 Triumph Tiger 900 Rally Pro in Carbon Black abd Sapphire Black
2024 Triumph Tiger 900 Rally Pro in Ash Grey and Intense Orange
2024 Triumph Tiger 900: More Attitude
Triumph says the Tiger’s styling and adventure-focused stance has been revised and sharpened. The new bodywork now has a cleaner, more integrated design that flows from the beak through the cockpit and into the side panels.
Three new paint schemes and graphics are available for each model. The GT and GT Pro are available in Snowdonia White as standard, with two premium paint options: Graphite and Sapphire Black and Carnival Red and Sapphire Black. The 2024 Triumph Tiger 900 GT starts at $14,995, and the Tiger 900 GT Pro starts at $16,895.
2024 Triumph Tiger 900 GT Pro
2024 Triumph Tiger 900 Rally Pro
The Rally Pro is available in Carbon Black and Sapphire Black, with the option to upgrade to Ash Grey and Intense Orange or Matte Khaki Green and Matte Phantom Black. The 2024 Triumph Tiger 900 Rally Pro starts at $17,395.
Orders can be placed now at Triumph dealers, with bikes available from early 2024.
Accessories
Over 50 accessories and four accessory kits are available for the new Tiger 900 range. The fully loaded Performance accessory pack includes a brand new Akrapovič silencer, the first of several new exhaust systems developed in partnership with the company. With a lightweight titanium design with carbon end caps, the new silencer delivers a 2.2-lb weight saving and an even better sound. The pack also includes front and rear scrolling indicators with new marker light feature and billet machined adventure foot pegs.
The Protection Pack showcases key practical accessories, lower and upper engine bar kits, tank pad, sump guard, fork protectors, radiator guard, and for off-road, a headlight guard kit. The Trekker and Expedition packs provide two distinct, tailored luggage options for extended touring or off-road adventures.
Following the successes of the 2022 Triumph Bonneville Gold Line collection, which showcased the hand-painted gold lining skills of Triumph’s paint shop, and the 2023 Chrome Line editions, which celebrated the company’s state-of-the-art chrome-detailing facility, Triumph has returned the spotlight to the paint shop with the 2024 Triumph Stealth Edition motorcycles.
The new custom-style paint finish will make its debut on eight of Triumph’s Modern Classics and will be available for one year only. Each model features its own unique tank design that showcases a dramatic hand-painted finish that intensifies in the light to reveal vivid color.
The process starts with a base layer of mirror-finish metallic Silver Ice applied to each tank, followed by a precisely placed dark-to-light Sapphire Black graphite vignette. Finally, a translucent tinted lacquer is applied in multiple layers to create the topcoat. The transition from dark tinted graphite to vibrant color springs to life when exposed to light, varying in hue and tone under different conditions and appearing different from every angle.
During the unveiling of the Triumph Stealth Edition bikes, James Wood, Triumph’s global marketing manager, said the limited edition models have “a really dark and dramatic aesthetic that suits these bikes really, really well.”
Wood continued to say that because of the way the color is applied, “the finish is really deep and rich, intensified and accentuated by changing lighting conditions, all of which enhances that timeless design DNA and adds a great contemporary twist. And because the entire paint process is completed by hand, no two motorcycles are the same.”
The eight Modern Classics that will feature the Triumph Stealth Edition custom paint work include the Bonneville Speedmaster in red, the stripped-back Bobber in purple, the T100 and T120 in blue, the Speed Twin 1200 in red, the Speed Twin 900 in green, the Scrambler 900 in orange, and finally, the T120 Black in a matte silver finish.
“This is a premium paint effect you’d normally associate with custom work,” Wood said. “I know it’s a very well-used cliche, but you really do have to see these in order to appreciate them in full.”
Triumph dealers are taking orders now, with bikes expected to be in dealers in spring of 2024. For more information, read the press details from Triumph below.
2024 Triumph Bonneville Speedmaster Red Stealth Edition
A stunning and beautiful reimagination of the British custom classic icon, the Stealth Edition has an intense new red design that amplifies the attitude and confidence of the Speedmaster in the sunlight.
The paint finish enhances the Speedmaster’s laid-back attitude and custom style, which marries with a smooth torquey 1200cc Bonneville engine to result in enhanced performance and handling, with a relaxed and comfortable ride.
The 1200cc high torque Twin delivers a responsive ride, with a tune specifically developed to deliver high torque and high-power down low and through the rev range. The Speedmaster features a high specification 47mm Showa cartridge fork, which combined with the preload adjustable hidden monoshock rear suspension unit, provide the rider with great maneuverability, comfort, and control, with and without a pillion.
The 2024 Bonneville Speedmaster Stealth Edition starts at $14,595.
The world-famous Bonneville Bobber has a stripped back, custom style that is born to become a Stealth Edition, exposing a deep, vibrant purple color that catches the eye.
With all the performance and capability of the latest generation, the Bonneville Bobber Purple Stealth Edition delivers 78 lb-ft of torque at 4,000 rpm, while the torque assist clutch provides a smoother operation, making the Bobber an easy and comfortable bike to ride. Its unmistakable 16-inch fat front wheel and chunky 47mm front fork give a muscular and imposing front end presence.
The 2024 Bonneville Bobber Stealth Edition starts at $14,595.
Accessible and easy to handle yet still with thrilling Bonneville performance, the Bonneville T100 Blue Stealth Edition provides all the looks and style, plus a confidence-inspiring ride. The torque-rich, low-inertia Bonneville 900cc engine delivers 64 hp at 7,400 rpm with peak torque of 59 lb-ft at 3,750 rpm. This equates to a responsive engine character with easy-going, tractable power at low revs and plenty of top-end punch.
The high specification cartridge front fork, twin rear shocks, and 32-spoke classically styled wheels further enhance the T100’s agile and easy-handling feel. The latest generation ABS and switchable traction control are sensitively and unobtrusively incorporated to maximize the rider’s safety and to ensure a smooth riding experience.
The 2024 Bonneville T100 Stealth Edition starts at $11,745
The vibrant blue finish of the Bonneville T120 Stealth Edition adds contemporary custom style to a true Modern Classic.
Not just a beauty, this Bonneville T120 Blue Stealth Edition is technologically advanced and packed with modern capability, with a 41mm cartridge fork, preload-adjustable twin rear suspension units, and twin Brembo front brake calipers with ABS.
The T120 has been specifically tuned to deliver high torque, from low down in the rev range all the way through the mid-range, giving exhilarating performance throughout. The 1200cc Twin delivers 77.44 lb-ft of peak torque at 3,500 rpm and its power peaks at 79 hp at 6,550 rpm.
The 2024 Bonneville T120 Stealth Edition starts at $13,495.
2024 Triumph Bonneville T120 Black Stealth Edition
The Bonneville T120 Black Stealth Edition features a different finish than the rest of the collection – a silver matte finish that adds to its standout appeal.
With the mean style of the Bonneville T120 Black, you get a host of premium blacked-out details and components, including wheel rims, matte fenders, engine covers, mirrors, handlebar, headlamp bezel, indicators, and exhaust, plus a stylish brown bench seat with an embossed Triumph logo.
The 1200cc Bonneville engine offers an impressive mix of low-end torque and top-end power with incredible custom style, making the Stealth Edition a head-turning choice for a Sunday morning run or the daily commute.
The 2024 Bonneville T120 Black Stealth Edition starts at $14,295.
The timeless Bonneville DNA of the classic Speed Twin 1200 is the perfect match for this peerless paint finish, rewarding closer inspection with a vivid candy red that gleams in the light.
The Speed Twin 1200 has been a great success for Triumph and a customer favorite. Its characterful 1200cc Bonneville Twin delivers an incredibly strong and linear power delivery, with 99 hp at 7,250rpm. The distinctive sound of this Bonneville Twin is amplified by the brushed stainless steel megaphone twin upswept sports silencers, that have been carefully crafted for a deep, throaty roar.
Formerly the Street Twin, the bike was rebranded as the Speed Twin 900 for 2023, and this Triumph Stealth Edition model stands out with a rich, deep green tank design reminiscent of the iconic British racing green and makes the Speed Twin 900 a head turner.
Powered by the torque-rich, 900cc Bonneville Twin engine, the Speed Twin 900 Green Stealth Edition incorporates all the Speed Twin 900’s best loved features, including its powerful engine, cast wheels, and brushed aluminum detailing, as well as enhanced comfort and style. Add to that its confidence inspiring light and agile ride, low 30.1-inch seat height, Brembo front brakes, two riding modes, ABS, and switchable traction control, and you get a truly special edition of Triumph’s most successful modern classic.
The 2024 Speed Twin 900 Stealth Edition starts at $10,645.
This is another Triumph model that was rebranded for 2023. Known for its custom style and rugged looks, the Scrambler 900 (formerly the Street Scrambler) now has an intriguing, deep orange glint in its eye for 2024.
The Scrambler 900 Orange Stealth Edition’s 900cc Bonneville engine is tuned to give you plenty of tractable power, while the throttle-by-wire delivers superb rideability and control.
The dedicated chassis set-up of the Scrambler 900 delivers its commanding riding position with a unique frame, a wide aluminum handlebar, and mid-position foot pegs – a combination that inspires confidence and gives great visibility when tackling light off-road trails or in traffic. Its 19-inch front and 17-inch rear blacked-out wire-spoked wheel and low 31-inch seat height adds to the confident feel and is complemented by a narrow stand-over width, enabling riders to comfortably reach the ground when stationary, making this model extremely accessible and easy to maneuver.
The 2024 Scrambler 900 Stealth Edition starts at $12,245.
The 2025 Thruxton Final Edition marks the end of production for Triumph’s legendary cafe racer.
The Thruxton is dead, long live the Thruxton! The legendary Triumph Thruxton cafe racer, with a pedigree that goes back to the 1960s, will soon have its swan song: the 2025 Triumph Thruxton Final Edition marks the end of an icon.
At a press conference about the Thruxton Final Edition, James Wood, Triumph’s global marketing manager, said, “This decision [to end production of the Thruxton] was not taken lightly,” adding that the Speed Twin “has taken over the mantle as the sports classic in our lineup with its less over-the-bars ergonomics and its own aggressive poise and good looks.”
Introduced in 1964 as a limited-edition racebike, the Triumph Thruxton found early success in endurance races, claimed all three podium places at the 1969 Thruxton 500-mile race, and became the first production motorcycle to lap the Isle of Man TT Mountain Course at more than 100 mph. With a unique blend of style, handling, and performance, the Thruxton was beloved by sport-minded “ton-up” riders the world over.
In 2004, after Triumph was resurrected and found success under the direction of John Bloor, the modern Thruxton 900 made its debut, powered by a 69-hp air/oil-cooled parallel-Twin. But the performance potential of the legendary cafe racer got a boost in 2016 with the Thruxton R, with a “high power” variant of the 1,200cc parallel-Twin that boasted a peak of 96 hp and 83 lb-ft of torque.
The Triumph Thruxton Final Edition is based on the Thruxton RS and uses Triumph’s High Power 1,200cc parallel-Twin that produces a claimed 104 hp and 83 lb-ft of torque. Its 270-degree crankshaft layout emits a deep V-Twin-like exhaust note.
The most striking feature of the Thuxton Final Edition is its exclusive Competition Green paint scheme with hand-painted gold pinstripes. A special touch is that each bike is signed by the artist who painted it.
“This gold lining really is an expert skill with only a small handful of artists in our world-leading paint facilities trained to apply this detail,” said Wood. “Each line is hand-painted using specially developed paint applied in long continuous strokes to get that gorgeous finish.”
Each Thruxton Final Edition comes with a certificate of authenticity featuring the bike’s VIN number, which is signed by members of the Thruxton 1200 design team and Triumph CEO Nick Bloor. A unique Final Edition engine badge will also be supplied with each motorcycle, with a gold-finished surround and “Final Edition” graphic infill.
“This really is the final chapter in this incredible story,” said Wood, “and a motorcycle that provides an exclusive opportunity for riders to own a piece of history as part of the one last final production run.”
Fully adjustable suspension includes a Showa Big Piston inverted fork and Öhlins piggyback shocks. Lightweight 17-inch aluminum 32-spoke wheels are fitted with grippy Metzeler Racetec RR tires. Up front, Brembo M50 radial monoblock calipers provide high-performance braking backed up by ABS.
The Thruxton’s classic styling includes two round analog gauges with LCD insets that provide at-a-glance information including riding mode setting, gear-position indicator, fuel level, and odometer. Three ride modes (Sport, Road, and Rain) adjust throttle response and traction control to suit conditions. A USB charging port is standard.
In addition to the Competition Green metallic paint scheme and gold pinstripes, the Thruxton Final Edition has contrasting black side panels and fenders, a gold Heritage Triumph logo on the tank, and Thruxton Final Edition branding.
More than 80 genuine Triumph Thruxton accessories are available, including a “passenger set-up” with a pillion seat, passenger footrests, and a grab rail. Exclusive to the Final Edition, a dedicated accessory cockpit fairing is also available, color-matched to blend perfectly with the limited-edition Competition Green paint scheme.
The 2025 Triumph Thruxton Final Edition is priced at $17,995. Orders can be placed now at Triumph dealers, with bikes arriving in dealers starting in spring of 2024. For more information, visit Triumph’s website.
Triumph recently unveiled two models in its 2024 Scrambler lineup: the new Triumph Scrambler 1200 X, which will replace the outgoing 1200 XC and is a bike the company is touting as more accessible in terms of both functionality and cost, and an updated Scrambler 1200 XE.
Both Scramblers feature the same liquid-cooled 1,200cc parallel-Twin with SOHC and a 270-degree crankshaft. Triumph says peak power and torque now arrive slightly earlier in the rev range than previous models, with a claimed 89 hp at 7,000 rpm and a peak torque of 81 lb-ft at 4,250 rpm. A new single 50mm throttle body and revised exhaust headers deliver improved flow and a broader spread of torque through the upper rev range, from 5,000 rpm through to the redline. At the unveiling of the bikes, Alastair Fairgrieve, Triumph’s global product marketing manager, said the revisions to the header also reduce heat to the rider, “in addition to the significant improvements already introduced in that area in 2021.”
Both bikes have throttle-by-wire, a 6-speed gearbox, and a slip/assist clutch. Riders can choose between five ride modes – Sport, Road, Rain, Off-Road, and Rider Configurable – with the XE offering an additional Off-Road Pro mode.
2024 Triumph Scrambler 1200 X
For suspension, Triumph has moved away from the Showa and Öhlins suspension and is now using Marzocchi components on both bikes. The Triumph Scrambler 1200 X features a road-biased 45mm inverted fork and preload-adjustable twin rear shocks with piggy-back reservoirs. Travel is 6.7 inches front and back, down from 7.9 inches on the outgoing XC. The 1200 XE has a more off-road focused setup, with fully adjustable components front and back, including more compression and rebound increments, and offering 9.8 inches of travel.
2024 Triumph Scrambler 1200 XE
Triumph’s Tiger 900 models also use Marzocchi, and Fairgrieve called the company “the go-to guys,” adding that Triumph was “really confident that they could deliver a great setup.”
Stuart Wood, Triumph’s chief engineer, echoed this sentiment later during the unveiling. “We had a really good experience working with Marzocchi on the Tiger 900s,” he said, adding that Triumph was similarly pleased with the outcome on the Scrambler 1200s. “The benefit is 100% for the rider and the owner in terms of value. It’s helping us maintain that price point.”
Beyond making the bikes accessible from a pricing standpoint – the Triumph Scrambler 1200 X is priced $1,150 less than the outgoing XC – another area where Triumph representatives said they received considerable customer feedback is in the area of seat height. While the XC had a 33.1-inch seat height, the new Scrambler 1200 X drops it almost an inch to 32.3 inches – or 31.3 inches with the accessory low seat.
2024 Triumph Scrambler 1200 X
Wood said this is a tradeoff for suspension travel on the X, but when combined with the XE, which has a 34.3-inch seat height, it actually creates more options.
“Somewhere between the ground, the footpegs, and the love of suspension travel, you get the seat height,” he said. “So now we’ve got choice, and that’s what it’s all about. It broadens that choice, and more people can choose to get involved [in riding].”
Fairgrieve added that it creates a “really nice walk across the range.”
“We start down at the 400 X in the scramble range, move up to the 900, and then we’ve got a really nice ladder up to the full 1200 low seat height [on the X] and then the XE if you really want to go off-road have fun.”
2024 Triumph Scrambler 1200 XE
When it comes to stopping power, the XE boasts twin Brembo Stylema radial monoblock 4-piston front calipers clamping down on 320mm floating discs. The X has two 310mm discs and 2-piston axial calipers. Both bikes have a single-piston rear caliper and 255mm disc, as well as cornering ABS (switchable on the XE) and switchable cornering traction control.
2024 Triumph Scrambler 1200 X
Both bikes share the same tubular steel frame, as well as side-laced stainless steel wire-spoked wheels (21 inches in front, 17 in the rear) with aluminum rims shod with tubeless Metzeler tires: road-focused, dual-purpose Karoo Street on the X and Metzeler Tourance on the XE.
Some key ergonomic differences include different handlebar designs, with the XE measuring 2.56 inches wider than the X. The XE also has reversible risers as well a removable spacer for a 0.39-inch height adjustment. The XE also boasts adjustable foot controls to suit a variety of riding styles and footwear.
Marzocchi rear shock with piggyback reservoirs seen on the 2024 Triumph Scrambler 1200 XE
Both bikes feature a twin-sided, cast aluminum swingarm, with the XE’s swingarm coming in 1.26 inches longer than the X for more control and confidence on difficult off-road terrain. And for improved touring capability, Triumph offers an accessory high “Dakar” screen and rugged luggage system with tailbag accessory options offering 102 liters of total capacity.
The Scrambler 1200 X features a hybrid multifunction LCD/TFT display incorporated in an circular instrument dial, and the XE has an integrated and customizable full-color TFT display with two design layout themes, each with a further three options to change the level of information displayed.
Full-color TFT on the 2024 Triumph Scrambler 1200 XE.
From an aesthetics standpoint, both models feature a classic one-piece ribbed bench seat – black for the XE and brown for the X – and a variety of finishes and details, including sculpted side panels with a brushed aluminum Scrambler 1200 badge, the iconic Triumph triangle tank badge, a brushed aluminum Monza-style filler cap, and a brushed stainless tank strap. The XE is finished with brushed aluminum fenders, while the X features high quality painted fenders.
The 2024 Triumph Scrambler 1200 X will be available in Carnival Red, Ash Grey, or Sapphire Black starting at $13,595. The Scrambler 1200 XE will be available in Phantom Black & Storm Grey, which features red accents, the new Baja Orange & Phantom Black, or the popular Sapphire Black starting at $15,295. Orders can be placed now at Triumph dealers, with bikes expected to arrive in February 2024.
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.
In July 2022, Iván Cervantes won the Baja Aragón, one of the most demanding races on two wheels. To celebrate this victory, Triumph has launched the 2024 Triumph Tiger 900 Rally Aragón Edition and the Tiger 900 GT Aragón Edition motorcycles. Available for one year only, these special editions each feature unique colorways and specifications.
2024 Triumph Tiger 900 GT Aragón Edition in Diablo Red
Riding a Tiger 900 Rally Pro, Cervantes dominated the 280-mile (450km) race and crossed the finish line an impressive one hour and six minutes ahead of his rivals, which Triumph says demonstrated “the Tiger’s ability to endure some of the harshest terrain at an elite level of competition.”
Both Tiger 900 Aragón Editions feature Triumph’s liquid-cooled 888cc inline-Triple with DOHC and 4 valves per cylinder mated to a 6-speed gearbox and slip/assist clutch. When we put the 2020 Tiger 900 Rally Pro on the Jett Tuning dyno, it spun out 89.7 hp at 8,800 rpm and 59.4 lb-ft of torque at 7,300 rpm at the rear wheel. Our reviewer said the Rally Pro could “carry you and your gear comfortably through hours and hours of monotony in inclement weather, then handle the tough stuff with enough competency to allow you to enjoy the ride — and the scenery.”
2024 Triumph Tiger 900 Rally Aragón Edition in Matte Phantom Black
The 2024 Triumph Tiger 900 GT Aragón Edition carries a fully adjustable 45mm inverted Marzocchi fork and electronically adjustable rear suspension, whereas the Rally Aragón Edition features a Showa fork tuned for even greater off-road performance.
The Tiger 900 Rally Aragón dons a triple color of Matte Phantom Black, Matte Graphite, and Crystal White, featuring Racing Yellow accents paired with Triumph Tiger and Aragón Edition detailing, as well as a new and unique twin color seat design.
The GT Aragón follows suit with the Triumph Tiger and Aragón Edition detailing and a twin color seat design, but its triple color schemes are Diablo Red, Matte Phantom Black, and Crystal White.
Engine protection bars are fitted as standard to both Aragón Editions, and the Rally Aragón Edition also has fuel tank protection bars as standard. A collection of over 65 dedicated accessory options is available for both models, allowing you to tailor your machine to suit your own adventure.
2024 Triumph Tiger 900 GT Aragón Edition
2024 Triumph Tiger 900 Rally Aragón Edition
Both bikes will be available in dealers by the end of July. The Tiger 900 Rally Aragón Edition will start at $16,995, and the Tiger 900 GT Aragón Edition will start at $16,495.
