BMW F900XR V Triumph Tiger 900 Rally
Ten years ago I sat next to a BMW boss at a fancy dinner, at a fancy restaurant in a fancy part of Italy. After we’d enjoyed our starters and done some small talk, and had our tongues loosened by a decent Chianti, he turned to me and said: ‘What do you think of Triumph?’.
On a global scale BMW out sell the British marque massively, but in terms of brand perception they feel similar and it clearly annoyed my German dining companion. ‘The Speed and Street Triples are great bikes, maybe better than our nakeds,’ he admitted. ‘But why do they copy us in the adventure and touring sectors where they can’t compete?’. But that was before Triumph introduced the 800 Tiger, now replaced by this new 900, which deserve comparison with the world dominating adventure benchmark that is the GS. I wonder if he’s even more wound up now?
In 2020 both marques have new bikes in the mid-capacity all-rounder market, albeit one is dressed up as an adventurer while the other is an upright sports tourer (or whatever we’re meant to be calling them these days). The GT version of the Tiger, with 19 inch front wheel, might be a more natural competitor for the F900XR, but the Rally Pro version we’ve got here is the standout bike in the new Triumph range (though its white frame might not be an advantage when talking practicality).
A fast ride on a summer’s day in the English midlands shows off the F900XRS attributes. It is spectacularly easy to ride, fast or slow, with an eager engine and utterly natural controls and ergonomics. It’s incredibly agile, but with neutral steering, handling balance and high speed stability. As with other BMWS, it is superbly composed at low speeds, allowing feet up wriggling through town, while remaining calm and unflustered when given the giddy up.
We are riding the Exclusive model that we have on long term test. It features electronically adjustable control of the shock absorber, but it’s the front end that is really impressive. It feels like the Michelin Road 5 is glued to the tarmac.
It feels light and it feels compact, which maybe why I start wriggling in the seat after 30 minutes. Similarly compact Paul Lang insists that it’s all day comfortable, though if I was in the seat all day the screen would start to annoy. It’s easy to adjust to its two positions, but they’re both almost equally noisy (at least for this 5ft 10in Arai wearing rider). As an entry level big-bike it’s a really good thing, though there is a nagging sense that it’s slightly bland.
The Triumph has a distinctly different character, and not just because the off-beat, T crank, 888cc triple has a more visceral feel than the smooth eciency of BMW’S 895cc twin. The physical scale of the Tiger makes it feel less agile, though it probably helps make it more comfortable too. And the screen, also easy to adjust on the move, is verging on the brilliant in terms of protection and calm. For a fast ride to Wales and back I’d pick the Tiger every time.
The Triumph’s bigger tank (20 litres compared with 15.5 litres on the BMW) will offer more range, and there is a back rack. Mrs W (who’s word is law) reckons the Tiger is better for pillions too, though only after they’re actually aboard. I had to manoeuvre next to a kerb to encourage her onto the lofty perch.
So, BMW; great for chucking through bends, for shorter rides, shorter riders and in town. Triumph; better screen, more comfortable, better for pillions. For practicality that pretty much makes it a draw. But the Tiger has a 21 inch front wheel, so you can actually take it down a green lane. For me that added versatility tips it in the Triumph’s favour. And the white frame? I refuse to mark it down for that, it looks fantastic, at least when it’s clean.
‘For a fast ride to Wales and back I’d pick the Tiger every time’