Triumph Tiger 955i


Make Model

Triumph Tiger 955i




Four stroke, transverse three cylinder, DOHC, 4 valve per cylinder.


955 cc / 58.3 cu in
Bore x Stroke 79 x 65 mm
Compression Ratio 11.6:1
Cooling System Liquid cooled
Lubrication Wet sump
Engine Oil Synthetic, 10W/40


Multipoint sequential electronic fuel injection


Digital inductive type  via electronic engine management.
Spark Plug NGK, DPR8EA-9
Starting Electric

Max Power

83.6 kW / 104 hp @ 9500 rpm

Max Torque

92 Nm / 9.38 kgf-m / 67ft.lbf @ 4400 rpm
Clutch Wet, multi-plate


6 speed 
Final Drive X ring chain
Frame Tubular steel perimeter swingarm twin-sided, aluminium alloy

Front Suspension

43 mm Fork with triple rate springs
Front Wheel Travel 230 mm / 9.1 in

Rear Suspension

Monoshock with remotely adjustable preload and rebound damping
Rear Wheel Travel 230 mm / 9.1 in

Front Brakes

2 x 310 mm Discs, 2 piston calipers

Rear Brakes

Single 285mm disc, 2 piston caliper
Wheels Front Cast, 14-spoke, 19 x 2.5in
Wheels Rear Cast, 14-spoke, 17 x 4.25in

Front Tyre

110/80 H19

Rear Tyre

150/70 H17
Trail 87.9 mm / 3.46 in
Rake 25.8º
Dimensions Length 2250 mm / 88.6 in
Width (Handlebars) 860 mm / 33.8 in
Height 1390 mm / 54.7 in
Wheelbase 1515 mm / 59.6in
Seat Height 840-860 mm / 33.1-33.8 in

Dry Weight

215kg / 474 lbs

Fuel Capacity 

24 Litres / 6.3 US gal / 5.3 Imp gal

Consumption Average

5.6 L/100 km / 16.8 km/l / 39.5 US mpg / 47.4 Imp mpg

Standing ¼ Mile  

12.5 sec / 170 km/h / 105.6 mph
Standing 0 - 1000 m 23.3 sec / 202 km/h / 125.5 mph

Top Speed

206.5 km/h / 128.3 mph
Reviews Motorcyclist / Theroad.mag-uk.org 

Triumph's trail-styled Tiger has long been one of the firm's most successful and popular models, especially in continental European countries like Germany. Originally introduced in 1992, as one of the first new-generation Hinckley Triumphs, the first Tiger used the carburetted 885cc triple engine shared with the Daytona, Trophy and Trident models.


The high-output 12-valve engine was mated to a tough steel-tube cradle frame, fitted with long-travel dirtbike-type suspension at both ends. Wire-spoked wheels, knobbly off-road tyres and a small twin headlamp half-fairing completed the Tiger's styling. But, like most large-capacity trail-styled bikes, the big, heavy Tiger was completely unsuitable for off-road use. However, the massive weight, strong power and fragile bodywork which ruled out off-road work made the Tiger an excellent road bike, which was especially at home carrying out two-up touring duties on the autobahns and motorways of Europe.


In 1999, a revised Tiger was introduced, with an updated, fuel-injected engine, improved running gear and sleek, modern bodywork. Despite more compact styling, the new Tiger was slightly heavier, although the engine's increased power outweighed any performance deficit. A new steel perimeter frame and more refined suspension front and rear gave stif fer handling, and improved equipment levels made the Tiger even more suited to long-distance touring rides.


The latest 2001 update makes the Tiger one of the most powerful trail-styled bikes available. Triumph fitted the revamped 955cc triple engine from the Daytona 955i, and its torque figure of 67ft lb means strong, smooth acceleration from low down in the rev range. The Sagem fuel-injection is glitch-free and gives superb carburation all the way through the rev range, as well as impressive economy.

A large 24-litre (5.3 gal) fuel tank permits a fuel range easily in excess of 320km (200 miles), and official Triumph accessories like hard luggage, electrically heated grips and taller screens further enhance the Tiger's touring credentials.

Changes for 2005
- New cylinder head and crankcases with revised cooling hose routing for a visually tidier engine
- Backlash eliminator gear for reduced noise and vibration
- Revised gear change internals
- New Jet Black and Caspian Blue colour options


The Tiger is one of the ultimate do-it-all motorcycles that can tour continents two-up, commute effortlessly or scythe a set of corners. At its core is a seminal fuel-injected, 955cc, three-cylinder engine - revised for 2006 with a new cylinder head, crankcases and visually neater exterior - punching out a solid 105PS peak power output matched by a walloping 92Nm torque. Further refinement is added by a backlash eliminator gear and slicker shifting gearbox. The Tiger's motor is the very definition of real-world drivability. Its character instantly involves the rider and its unflagging, completely linear response can always be relied upon.

An upright, comfortable riding position gives a commanding view of the road ahead and scenery flashing by. The Tiger's quick steering frame geometry has rake set at 25.8°, trail at 92mm with a wheelbase of 1515mm. The compliant front forks employ single rate springs while the rear shock's spring preload can be remotely adjusted. The cast, 14-spoke, aluminium wheels take tubeless tyres - 110/80 V19 front and 150/70 V17 rear.

The Tiger's rugged enduro styling exudes toughness and the far horizon is the Tiger's destination. It thrives on an all-day riding challenge and lives for the journey, two-up and fully loaded. But when it comes to a sinuous, twisting switchback or daily commute to work the Tiger's equally at home.

With practical touches like the large 24 litre (6.3 gallon US) fuel tank, lockable hard cases, hand guards, heated grips and centre stand fitted as standard plus the efficient, frame mounted fairing to keep the windblast and weather at bay the Tiger's usability factor multiplies. The seat height also adjusts through a 20mm range. As with all Triumphs, an extensive range of accessories is available - including soft luggage and gel seats. Silver frame and wheels complement the three colour options of Jet Black, reintroduced by popular demand, Aluminium Silver and Caspian Blue.

It's been said that the journey is sometimes as important as the destination. The Tiger's one of those bikes that helps prove this theory. There are very few genuine all-round motorcycles around - the Tiger is one of them.

Road Test

The Tiger moniker has been around for decades in Triumph's model line-up, but rather than delve too far past the average age of our readership, we will just go back to the early eighties and the end of the original Triumph factory.

At the Paris Show in 1981 they launched the 744cc Triumph Tiger Trail, a proper trail styled motorcycle with an upswept pipe and reasonable off-road pretensions. (This was also produced as a 650, although both models were variations of the then Thunderbird Roadster.) Providing you were a competent rider you could use this bike to explore some of the ancient roads that still cross the UK safe in the knowledge that it would not be too unwieldy.

These and other models though failed to halt the closure of the factory, but by 1990 a whole new modern company under John Bloor, was showing the world a range of bikes very different to those that had come before and there was not a twin cylinder machine in sight!

Come 1993 and the Tiger name once again joined the roll call as a dual purpose machine, however now it was a three cylinder bike with a top half fairing. It looked and still does look like, a bike you would load up with all your worldly goods and set off around the world rather than take down a muddy lane on a Sunday trail ride.

Certainly the weight had increased from the 174kg of the twins and at 209kg you would need to be a rider of exceptional ability to control such a porcine bike on the rough. The bike was tall and the weight was carried high to go with the increased Ground Clearance demanded by the style.

Despite the scepticism of some of the media at the time about the relevance of such a machine, it has endured to this day with various up-dates and modifications that included a move to the 955i motor at the turn of the century. It now sits firmly amongst the big trailies from all the various manufacturers, beating them all on price.

So without speculating too much on the future, let's look at what we have now. It is big bike powered by the firm's 955i in-line three cylinder liquid cooled motor complete with DOHC's. It is obviously detuned, so instead of the big numbers attached to the sports Daytona, it pumps out 104 bhp, enough to get it to just short of 140 mph if you are in the right place!

However, as we all know it is not about high speeds, it is more the way it gets there and the useable power for real world riding and legal speed limits. Here the bike is very good and well on a par with the competition, although the power delivery is clinically efficient rather than exciting as with some similar bikes from other factories.

The all black coated motor, which incidentally makes it very easy to clean in inclement weather, is mounted in a twin-spar steel-tubed frame with the weight sitting quite high. This actually has a benefit in that it makes the bike respond quite quickly when cornering by dropping easily into the bends.

Quite how well it would behave on the rough I don't know as the odd gravel unmade road was the limit of my test as there is now too much body work and panniers to risk damaging, especially as it now weighs in at 215kg.

Besides, the wheel sizes are now a 19 front and 17-inch rear and the tyres are the now accepted trail bike style compromise, so serious dirt going, should be avoided!

While on the subject, the panniers are now standard fare, as are the heated grips and hand guards, the latter two items being superb in inclement and cold weather. The offside pannier is limited thanks to the high level exhaust running behind, or should it be through it, but there is some useful space left.

The large tank helps deflect the wind blast around your legs and the small screen does a reasonable job at the front, although personally I would look for an aftermarket one that is a little wider and higher! Comfort levels though are good and the stepped seat will easily allow you to run the 200 plus miles range of the tank without any discomfort.

But, this is not just a long distance hauler it is actually quite a versatile machine. In town its tall seat height (also adjustable if it is not tall enough!) allows you to easily pick a path through the congestion, but if this is a regular journey, the panniers are best removed to slim things down a bit!

The excellent lock to lock and well balanced stance at walking pace makes threading through the commuting crocodile a doddle. However, the engine does get a little warm if you cannot keep the bike moving!

Head out to the twistier country lanes and the bike is quite good fun and can be hustled through the bends fast enough to put a big grin on your face. The suspension is relatively soft and wallowy, so if you push too hard it lets you know, but it is good enough for you to maintain a high average. There is preload and rebound adjustment on the rear if you want to try and dial the bike into your riding style so you can push a little harder.

The brakes are adequate and competent rather than exceptional and you do need to retune your brain to use four-finger braking, especially when fully loaded with a pillion. It is probably back to the idea that this is still a dual purpose bike and could end up over-braked on the rough if it had a system taken straight from a sports bike on the range.

There is certainly no deficiency in the lighting department and the twin headlights easily light every corner of unlit roads. This allows you to continue to your destination at a reasonable pace whatever the lighting conditions you encounter.

Another big plus is the fact that the bike is still fitted with a centre stand, which makes chain adjustment an easy routine task and easily achievable when away from home. It also means loading panniers and general machine stability when parked is a less risky business. (In case you are worried that this will dig in on the corners, you will need to be a very long way over for it to catch!)

So taking all things into consideration, currently what Triumph have is an excellent all rounder that could easily be classed as a tourer as much as a Dual Purpose bike. It will deal easily with uneven road surfaces, or unmade roads as found on the Continent, but the Dakar is probably a non starter, as will this bike be if you are short on inside leg inches!

While some bikes in the same category like the BMW GS and KTM Adventure may score higher marks in some areas, the Tiger beats all-comers on price. In standard trim it costs just £6,999 which is nearly £2,000 under BMW 1200GS, which means you can spend money on a few tweaks before heading off around the world proudly flying the British flag!

Source Ian Kerr Theroad.mag-uk.org