Triumph has overhauled its flagship adventure bike for 2027. The Tiger 1200 gains front and rear radar, Apple CarPlay and Android Auto, semi-active suspension with increased lowering at stops, and about 8 more horsepower. All four models (GT Pro, Rally Pro, GT Explorer, and Rally Explorer) now share 19-/17-inch wheels, so the off-road-focused Rally models give up their 21-inch front. Prices run from $22,995 to $25,995, and the bikes reach dealers in December.
Two choices sort out the four models. GT or Rally decides wheels and off-road equipment, with the Rallys adding wire-spoke wheels, Off-road Pro mode, engine protection, and an adjustable folding brake pedal. Pro or Explorer sets range. Pro models carry 5.3 gallons and Explorers 7.9 gallons, good for about 210 and 320 miles at Triumph’s estimate of 40 mpg. Explorers also add tire-pressure monitoring, lower engine bars, and a handlebar 0.4 inches higher and wider. The Rally Explorer adds upper engine bars.
The 2027 Triumph Tiger 1200 T-plane triple makes 156 horsepower. That’s up about 8 horsepower, and it peaks at 9250 rpm. Torque is unchanged at 96 lb-ft and arrives 250 rpm sooner, at 6750 rpm. The 1160cc engine has a redesigned cylinder head, new pistons, lighter intake and exhaust valves, more precise fuel injection, and a freer-flowing exhaust. Revised cam profiles open the valves more progressively, and updates to the crankshaft and balancer shaft optimize rotating mass.
Gearing changes target low-speed control. Revised 1st, 2nd, and 3rd gear ratios, along with new primary and final-drive ratios, lower the Tiger’s crawl speed by 3.7 mph for tight turns and slow traffic. The 6-speed gearbox and shaft drive have been refined for quieter, smoother shifts, and cleaner transitions on and off the throttle. The latest version of Triumph’s quickshifter is standard, and the clutch has assist-and-slipper functions.
Riding modes grow to seven on the GTs and eight on the Rallys. Sport, Road, Eco, Rain, Off-road, and two configurable Rider modes are standard, and the Rally models add Off-road Pro. Eco and the second Rider mode are new. The off-road modes can now be selected on the move. Each mode sets throttle response, ABS, traction control, and engine braking, and the cornering-sensitive ABS and traction control work from the IMU.
The Rally models lose their 21-inch front wheel. All four Tigers ride on a 19-inch front and 17-inch rear, with 7.9 inches of wheel travel at both ends and the same 120/70-19 and 170/60-17 tire sizes. For the GT models, that’s a smaller rear wheel; they ran an 18-inch rear. For the Rally models, it’s a fundamental change from 21-/18-inch wheels and 8.7 inches of travel. Triumph says the move gives the whole range a more road-biased setup while keeping off-road capability. The Rallys are now set apart by side-laced wire-spoke wheels, while the GTs use cast aluminum.
Self-lowering suspension takes 1.2 inches off the seat height at a stop. The Showa Heightflex semi-active suspension lowers the seat as the bike comes to a stop, whether solo, two-up, or loaded, and restores ride height within seconds of pulling away. It isn’t the Tiger’s first lowering trick; the outgoing bike‘s Active Preload Reduction lowered the seat up to 0.8 inches. A comfort seat and a low seat are available, 0.8 inches apart, and each has a 0.8-inch adjuster. With the low seat in its lower position, the Tiger’s seat sits just over 31 inches at a stop. The comfort seat in its upper position is just under 34 inches on the move. Rally riders gain the most, because last year’s Rally Pro started at 34.4 inches.
The suspension gets its own damping button and a center-stand helper. Firm, Medium, and Soft damping settings now change with a dedicated button, independent of the riding mode. The Showa units continue to adjust compression and rebound damping on the fly using sensors that include a six-axis IMU; the shock still sets its own preload for the load. A new hydraulic secondary bump-stop handles big hits off-road. Center Stand Assist briefly raises the rear preload as the stand goes down, reducing the effort needed to lift a loaded Tiger onto it.
Radar now watches ahead and behind on every Tiger 1200. Bosch front and rear radar is standard across the range. Last year, only the Explorer models had radar, and it was rear-facing for blind-spot and lane-change alerts. The new adaptive cruise control holds a speed or a following distance using the throttle and brakes, with Comfort and Dynamic settings; Comfort can slow the bike through long curves. The system also prepares for a pass when the turn signal is on and the blind spot is clear. Group Ride Assist keeps a sensible gap to motorcycles ahead. Forward Collision Warning puts an alert on the screen, then pulses the rear brake pedal if the gap keeps closing. Emergency Brake Assist adds brake pressure to the rider’s input when a collision looks likely. Blind Spot Assist lights up the mirrors, and Rear Distance Warning flags tailgaters.
A 7-inch Bosch touchscreen brings wireless Apple CarPlay and Android Auto. It replaces the outgoing TFT display and its app-based connectivity. The touchscreen works below 1.2 mph; on the move, riders use the new backlit switchgear or voice control through Siri or Google Gemini. The screen has anti-glare glass and automatic brightness. A waterproof phone compartment built into the top of the fuel tank gets a USB-C port, with airflow channels and an automatic fan to keep the phone cool. “We’re the first manufacturer to fully implement Showa EERA Heightflex, and the first to validate Apple CarPlay and Android Auto specifically for motorcycle use,” said Triumph Chief Product Officer Steve Sargent.
Heated seats have become standard on every model. Last year, they were an extra-cost accessory on the Pro models. The redesigned rider and passenger seats have 0.4 inches more foam, and three-stage heated grips remain standard.
The frame and swingarm carry over, and the Tigers are heavier. The tubular-steel frame with forged-aluminum outriggers returns, as do the aluminum Tri-Link swingarm that houses the shaft drive and the Brembo Stylema front calipers with a Magura radial master cylinder. Curb weights run from 551 pounds for the GT Pro to 591 pounds for the Rally Explorer. That’s 11 pounds more than last year’s GT Pro, and the Rally Pro gains 13 pounds.
The bodywork is restyled, and the lighting is all LED. The fuel tank, radiator cowls, beak, and windscreen are new, and sections of the frame remain exposed.
A twin-helmet top case joins the luggage line. Developed with Givi, the Evo system adds a 58-liter aluminum top case alongside the existing 42-liter one. Both come in silver or anodized black and accept a passenger backrest pad. Matching panniers have easy-access openings and optional waterproof inner bags, and Trekker touring luggage is also available. Service intervals remain 10,000 miles or 12 months.
The Rally name now means equipment, not geometry. The GT Pro is $22,995, the Rally Pro $23,995, the GT Explorer $24,995, and the Rally Explorer $25,995, increases of $800 to $1200 over last year. The $1000 Rally premium buys wire-spoke wheels, crash protection, and an off-road mode, not a 21-inch front or extra suspension travel. The $2000 Explorer step buys 2.6 gallons, tire-pressure monitoring, and a roomier handlebar. Radar, CarPlay, heated seats, and the self-lowering suspension come on every model, so tire-pressure monitoring is the only technology the Pros give up. Your pick of the four models will be based on how far you ride between fuel stops and how much dirt you plan to see.
Benda motorcycles are beginning to make a ripple on US shores with four intriguing and competitive models, courtesy of its partnership with Keeway Group. We were impressed with the Napoleonbob 500 and have now gotten our gloves on the persuasive, entry-level 2026 Benda Chinchilla 300, with its modest MSRP of $4999. It would be difficult to design a more welcoming entry-level cruiser than this easy-handling, visually appealing boulevard bobber. Editor Don Williams and Associate Editor Kelly Callan discuss the Benda Chinchilla 300 and how it actually rode for them.
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Our guest this episode is Jesse Merriman, Chief Technician for Jeremy McWilliams at the Arch Motorcycle racing project. Arch Racing was founded by Gard Hollinger and Keanu Reevs to compete in the Moto America Super Hooligan race series. Teejay Adams chats with Jesse about the Arch motorcycle and the challenges of extracting the absolute most from an air-cooled V-Twin racing engine and custom chassis.
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Here’s quick reminder to check out our monthly digital magazine. It’s filled with everything you want to read on motorcycling, including some things you’ve probably not seen elsewhere. It’s absolutely free and you will find it on the Apple App Store and of course on Google Play as well.
Don’t forget to leave us your comments on our social media—we’re on all the usual platforms at Ultimate Motorcycling. We love hearing your feedback… so good or bad, please let us know what you think. If there’s something you’d like us to cover, we’d love to hear those ideas too!
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