Source: Cycle World
The 2024 Triumph Tiger 1200 GT Explorer. (Triumph/)The full Tiger 1200 model range. Only the Explorer models will be available in the US for 2024. (Triumph/)Triumph divides the Tiger 1200 family in two. The Rally versions (pictured) are more off-road oriented with 21-inch (front) and 18-inch (rear) spoked wheels and longer-travel suspension. They also include an aluminum skid plate and full-coverage crashbars. The GT versions have 19-inch (front) and 18-inch (rear) cast aluminum wheels, and a shorter seat height due to less suspension travel. (Triumph/)As always, Triumph’s fit and finish is exceptional. (Triumph/)As part of the 2024 update, the GT models have improved cornering clearance—not that the roads were twisty enough or dry enough to get the peg feelers down. (Triumph/)Both models have two-position seats: The GT Explorer can be adjusted between 33.46 inches and 34.52 inches, while the longer-travel Rally Explorer can be adjusted between 34.44 inches and 35.23 inches. (Triumph/)The Tiger 1200 uses a six-axis IMU to manage cornering ABS and traction control. The GT models have five ride modes (Rain, Road, Sport, Rider, and Off-Road); the Rally models add Off-Road Pro which turns off ABS on both the front and rear. Adjusting rider-aid settings on the 7-inch TFT display is relatively intuitive, but arguably less so than on the previous generation (2018–2021). (Triumph/)Selecting damping in the main menu slides over the main tacho/speedo graphic to make room for the damping display, in which riders can toggle between comfort and sport settings. It’s a great feature. On damp and bumpy roads, the comfort setting absorbed road imperfections for a truly plush ride. On the other end of the spectrum, the sport setting firmed things up for a more spirited riding. Given the conditions and limited time in the saddle, it was difficult to discern differences between consecutive “clicks,” but the difference between the two extremes was quite stark. (Triumph/)The Showa semi-active system features braking dive control, skyhook, jump detection and landing, and virtual spring rate. Too bad we didn’t get to do any jumps in Scotland. (Triumph/)The gap between the headlight and beak seems like an ideal place for radar, but it’s notably absent. Triumph explains that it doesn’t currently offer adaptive cruise control because it’s not a feature its customers are willing to shell out for. The Explorer models do feature blind spot detection, however. (Triumph/)Since the Tiger Explorer came along in 2012, shaft drive has been a mainstay. (Triumph/)The Tiger 1200 has tons of great tech: hill hold control, keyless ignition, LED cornering and auxiliary lights, heated grips, cruise control, and a quickshifter. Blind spot detection, heated seats, and tire pressure monitoring come standard on the Explorer models. (Triumph/)The screen’s easy one-hand adjustment is great, though the previous generation’s electric screen was super luxurious (but added weight). Fitting a GPS unit above the dash requires an aftermarket mount. (Triumph/)Brembo M4.30 Stylema calipers are excellent and cornering ABS is optimized for each ride mode. Off-Road mode turns off rear ABS. Off-Road Pro, available on Rally versions, shuts off ABS on both the front and rear. Excellent. (Triumph/)The five-way joystick is a little futzy because the turn signal switch can interfere. With thick riding gloves on, it’s too easy to inadvertently hit the joystick to the left or right when you’re trying to press down the center to select an item. (Triumph/)
Full Text:
The 2024 Triumph Tiger 1200 GT Explorer. (Triumph/)
The full Tiger 1200 model range. Only the Explorer models will be available in the US for 2024. (Triumph/)
Triumph divides the Tiger 1200 family in two. The Rally versions (pictured) are more off-road oriented with 21-inch (front) and 18-inch (rear) spoked wheels and longer-travel suspension. They also include an aluminum skid plate and full-coverage crashbars. The GT versions have 19-inch (front) and 18-inch (rear) cast aluminum wheels, and a shorter seat height due to less suspension travel. (Triumph/)
As always, Triumph’s fit and finish is exceptional. (Triumph/)
As part of the 2024 update, the GT models have improved cornering clearance—not that the roads were twisty enough or dry enough to get the peg feelers down. (Triumph/)
Both models have two-position seats: The GT Explorer can be adjusted between 33.46 inches and 34.52 inches, while the longer-travel Rally Explorer can be adjusted between 34.44 inches and 35.23 inches. (Triumph/)
The Tiger 1200 uses a six-axis IMU to manage cornering ABS and traction control. The GT models have five ride modes (Rain, Road, Sport, Rider, and Off-Road); the Rally models add Off-Road Pro which turns off ABS on both the front and rear. Adjusting rider-aid settings on the 7-inch TFT display is relatively intuitive, but arguably less so than on the previous generation (2018–2021). (Triumph/)
Selecting damping in the main menu slides over the main tacho/speedo graphic to make room for the damping display, in which riders can toggle between comfort and sport settings. It’s a great feature. On damp and bumpy roads, the comfort setting absorbed road imperfections for a truly plush ride. On the other end of the spectrum, the sport setting firmed things up for a more spirited riding. Given the conditions and limited time in the saddle, it was difficult to discern differences between consecutive “clicks,” but the difference between the two extremes was quite stark. (Triumph/)
The Showa semi-active system features braking dive control, skyhook, jump detection and landing, and virtual spring rate. Too bad we didn’t get to do any jumps in Scotland. (Triumph/)
The gap between the headlight and beak seems like an ideal place for radar, but it’s notably absent. Triumph explains that it doesn’t currently offer adaptive cruise control because it’s not a feature its customers are willing to shell out for. The Explorer models do feature blind spot detection, however. (Triumph/)
Since the Tiger Explorer came along in 2012, shaft drive has been a mainstay. (Triumph/)
The Tiger 1200 has tons of great tech: hill hold control, keyless ignition, LED cornering and auxiliary lights, heated grips, cruise control, and a quickshifter. Blind spot detection, heated seats, and tire pressure monitoring come standard on the Explorer models. (Triumph/)
The screen’s easy one-hand adjustment is great, though the previous generation’s electric screen was super luxurious (but added weight). Fitting a GPS unit above the dash requires an aftermarket mount. (Triumph/)
Brembo M4.30 Stylema calipers are excellent and cornering ABS is optimized for each ride mode. Off-Road mode turns off rear ABS. Off-Road Pro, available on Rally versions, shuts off ABS on both the front and rear. Excellent. (Triumph/)
The five-way joystick is a little futzy because the turn signal switch can interfere. With thick riding gloves on, it’s too easy to inadvertently hit the joystick to the left or right when you’re trying to press down the center to select an item. (Triumph/)
