2022 · Tourer · A variant of the Tiger 1200 GT
Differences between the standard Tiger 1200 GT and the Pro
The Triple That Traveled Light
The Tiger 1200 GT Pro is Triumph's big-mile flagship, and it's built around one unusual ingredient: an 1160 cc inline-three with a T-plane crank, good for 148 hp at 9,000 rpm and 96 lb-ft at 7,000 rpm. It drives the rear wheel through a shaft, sits in a steel trellis frame and rolls on a 19-inch front and an 18-inch rear. Wet weight is 542 lb (246 kg). Semi-active Showa suspension is standard, and the rider aids cover cornering ABS, traction control and ride modes. A triple with a shaft: that's the identity.
On paper this is hardware for long days: a 5.3 gal (20 L) tank, 45 mpg, cruise control, an adjustable windscreen, an adjustable seat at 33.5 in (850 mm), plus navigation and smartphone connectivity on the TFT. The Pro trim builds on the standard GT's equipment with a center stand and an up-and-down quickshifter. The electronically adjustable suspension points to a rider who switches between solo back roads and a fully loaded bike. Heated grips are standard. Tire pressure monitoring and a luggage system are options. Sensible and seductive at once.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 148 hp (110 kW) @ 9,000 rpm |
|---|---|
| Torque | 96 lb-ft (130 Nm) @ 7,000 rpm |
| Displacement | 1160 cc |
| Engine | Inline-three |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Final drive | Shaft |
| Fork | Upside-down (USD) |
| Front tire | 120/70-19 |
| Rear tire | 150/70-18 |
| Seat height | 33.5 in (850 mm) |
| Wet weight | 542 lb (246 kg) |
| Fuel capacity | 5.3 gal (20 L) |
| Fuel economy | 45 mpg (US) |
Equipment check
Chassis
Comfort
Connectivity
Lighting
Safety
The Tiger 1200 GT Pro (PV01-Pro) builds on the standard Tiger 1200 GT: the upgraded hardware, the key spec changes and where its character shifts. The full ride, specs, scoring and verdict are all right here on this page.
Equipment the Pro adds vs the standard Tiger 1200 GT
| Spec | Standard Tiger 1200 GT | Pro | Δ |
|---|---|---|---|
| Wet weight | 529 lb | 542 lb | +13 lb |
For years I've listened to what riders tell me about their bikes: in the paddock, at club nights, in long chats with owners, and in the emails and messages that land in my inbox. On the Tiger 1200 GT Pro, that chatter is remarkably consistent. Riders praise the handling, the engine and the build quality, and they complain about a buzz at steady highway speed plus a handful of everyday annoyances.
The loudest praise is about weight. Riders who know the previous Tiger 1200 consistently call the reduction transformative: the new bike feels flickable on a back road, with a taut, sporty chassis that hides its size, and it stays stable at speed. The electronic suspension gets nearly as much credit. Owners describe a plush ride in the comfort settings and tight control in Sport, and they like that you can switch between the two while riding. Then there's the triple. Riders talk about a strong midrange punch that makes overtaking effortless, a top-end rush that keeps spirited riding engaging, and an off-beat exhaust note they don't get anywhere else. Character is the word that keeps coming up.
A second cluster of praise is about how the bike is put together. Owners point to stainless steel fasteners, reusable rubber cable ties and beautifully finished components, and they say the luxury feel outshines many rivals. The electronics package is consistently rated as a match for the premium competition, with a clear TFT and smartphone integration singled out. Comfort rounds it off: riders report that the sculpted seat works all day, and that the passenger is just as happy back there as you are up front. Two-up touring gets a thumbs up.
The most corroborated complaint is vibration. At constant highway speed, riders report a persistent buzz through the handlebars and footpegs, and they pin it on the T-plane crank. On long stretches some describe numb hands, and those used to smoother triples say it wears them down. The mirrors are part of the same story: owners commonly say they blur at high speed, in some cases until they're useless. The cockpit draws criticism too. The small buttons, the turn signal switch above all, are hard to work with heavy gloves, and the dash animations stutter. Some owners also struggle to pair a phone over Bluetooth or keep the connection stable. Tires are a recurring frustration: the wheel sizes are uncommon, which narrows the aftermarket choice, and a few riders were left stranded when a replacement wasn't available locally. Small things, repeated often.
Random engine stalling
Some early-build bikes exhibited stalling when coming to a stop or at idle, often traced to a software glitch. A ECU update and a new clutch-spring/bleed procedure resolved the issue.
Clutch hydraulic system requires frequent bleeding
Some owners report air entering the clutch line, requiring regular bleeding to maintain proper engagement. In a few cases, the clutch slave cylinder may need replacement.
Windscreen adjustment mechanism loosening
The manually adjustable windscreen can slip from its top position on rough terrain or over speed bumps, requiring dealer tightening of mounting screws.
Engine randomly stalls at low speeds
Owners report unexpected engine cut-out when pulling away or coming to a stop. A software update from the dealer typically resolves the issue.
TFT display failures
A small number of owners have experienced blanking or malfunctioning TFT dashboards necessitating replacement under warranty.
Key fob recognition issues
The keyless system may intermittently fail to recognize the fob, leaving the rider unable to start the bike. A backup start procedure is available.
Where this Triumph Tiger 1200 GT pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Seat height
Forget spec-sheet bragging. Here's who the Tiger 1200 GT is actually built for.
Best fit of the three. For day stages that mix curves, comfort and scenery, 148 hp, electronic suspension and cruise control are the right kit. At 542 lb (246 kg) it's no lightweight, though.
Made for Highway 1 / Big Sur · Black Hills · Blue Ridge Parkway
A strong match. Shaft drive, cruise control, heated grips and a 5.3 gal (20 L) tank are built for long, loaded days in changing weather. The luggage system is optional, so order it.
Made for Beartooth Highway · Blue Ridge Parkway · Going-to-the-Sun Road
It fits, with limits. Cornering ABS and adjustable suspension support precise riding, but a 542 lb (246 kg) tourer on a 19-inch front is built for travel first. Tight corner work is its side job.
Made for Tail of the Dragon · Back of the Dragon · Blue Ridge Parkway
If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
Any price note compares both bikes at the same age — the youngest age both have on the used market — against this Triumph Tiger 1200 GT. “cheaper/pricier” is what that bike costs second-hand, not how worn it is.
Competitor · 2019–2024
The Long-Haul Boxer You Trust
Roughly $3,300 pricier used than this bike at 4 yr
Competitor · 2025
Smooth Power, Dialed Suspension
Competitor · 2024–2025
American Muscle, Fully Loaded
Competitor · 2024
The Dependable Long-Haul Workhorse
Same Platform · 2022
Big Triple, Shed The Weight
Roughly $1,700 pricier used than this bike at 4 yr
Similar Character · 2020–2023
Built To Cover Ground
About the same used price as this bike at 4 yr