Table of contents
Triumph shows the new big Tourer Trophy and the luxury variant Trophy SE.
The two Triumph Tourers will be presented to the public for the first time at the Triumph Party “Tridays” presented in Neukirchen Austria. Here the Triumph Trophy.
The new Triummph Tourer comes with a displacement of 1215 cubic.
The engine known from the Triumph Tiger Explorer brings 134 hp at 8900 rpm in the Trophy.
The SE variant of the Triumph Trophy. Certain design features that might be reminiscent of other manufacturers are included with Triumph “form follows function” sorry.
In addition to the standard equipment of the Trophy, the SE version also has an audio system with two 20 watt speakers, the tire pressure monitoring system TPMS and the new electronically adjustable chassis system TES.
Both Trophy models work with ride-by-wire throttle valve control and come standard with cruise control and traction control that can be switched off.
Triumph Trophy: the extensive equipment requires an extensive cockpit.
The Triumph promises a lot of travel comfort, including an adjustable seat height and side cases with a capacity of 31 liters each.
New look …
… angular design of the Triumph Trophy.
Everything under control? The command center of the Triumph Trophy SE (the adjustable windscreen even has a memory function).
Triumph Trophy SE with heated seats.
A USB connection brings the MP3s of the musical driver directly to the two 20 watt boxes of the Trophy SE.
The three-cylinder heart of the new British tourer brings 135PS at 8900 rpm.
The Triumph Trophy engine has a maximum torque of 120Nm at 6450 rpm.
Light alloy bridge frame of the new Triumph Trophy.
The Trophy SE stays in good shape despite its impressive weight of 315 kilograms with a full tank and suitcases on board.
Sports & scene
Expert interview with David Lopez about the Triumph Trophy
Triumph Trophy suspension co-developer David Lopez
Expert interview: “Form follows function”
Interview partner David Lopez is the responsible Triumph test driver. For the new Triumph Trophy he developed the chassis in collaboration with WP.
The Tiger Explorer, successfully launched in 2012, and the new Trophy / SE have the same engine and drive train. How did that happen?
When we started developing a Kardan Trophy in 2007, it was already clear that we would need a completely new three-cylinder engine – which was also designed from the start for use in a large travel enduro. At the very beginning of the specification there was only the torque curve – we defined how much torque should be available over which range. And then built the completely new triple around this requirement, right down to the definition of the necessary displacement.
Compliments for the really good handling of the new Trophy SE. Now, however, there are critics who see the design of the new 1200s as “too arbitrary”, not really Triumph-like. You feel reminded of existing models from other manufacturers. Rightly?
Most of the similarities result from the requirements themselves. Absolutely necessary criteria for a Supertourer are driving comfort, wind and weather protection. A large tank or light output just dictate certain design lines. Form follows function, it’s that simple. Of course, when you design a completely new motorcycle, you first analyze what already exists on the market. At Triumph, we follow a “benchmark” philosophy, examining exactly where certain competitor models set top marks and why. We want to be better than the best in their class! At the time, we were particularly impressed by the brakes on the Yamaha FJR 1300, and on the Honda Pan European the wind protection provided by the disc and the comfort for the passenger. And the BMW R 1200 RT set standards in terms of handiness and design of the front fairing.
The 1200 RT is also lighter than Triumph’s new Trophy.
The R 1200 RT was a giant step forward in its segment. Our goal was to build a similarly manageable tourer with a better engine, aluminum frame and more extensive standard equipment. And we think we succeeded! And our 315 kilogram weight is given absolutely honestly, full of all operating materials and all equipment. This leaves a full 239 kilograms of payload – the best in this class.
How did an electronically adjustable chassis come into use??
This element was clear from the start as a “must have”. Just like the cardan. BMW made a huge leap forward with its ESA. Sure, because customers of such motorcycles don’t want to use tools or get their fingers dirty. The development of our “Triumph Electronic Suspension” system (TES) was carried out in close cooperation with WP from the start. We gave the supplier all the relevant information that we had up to a certain point in time, such as basic chassis data (wheelbase, caster, steering head angle), frame design, weight ready to drive and fully loaded, weight distribution and much more.
The Spaniard David Lopez came to triumph in 1998 purely by chance.
And how was this information actually implemented?
Then the finished, not yet existing motorcycle was calculated back in mathematical models: Which forces would occur, which springs and spring rates are required. It is unimaginable which questions alone can play a role when choosing a nib. It’s a lengthy process of trial and error.
Is the TES system not based very much on the ESA from BMW, right up to the designations of the damping levels “Normal, Comfort and Sport”?
Here, too, we have based ourselves on the benchmark. But just developed our own system. Because BMW did everything right in this area. “” Keep it simple “, keep it simple, that benefits the drivers. Our three damping levels are actually nine different because they differ depending on the selected payload. Their names are just the same. But nine possible combinations, three damping levels with three different spring preloads, are completely sufficient in practice.
And how exactly does TES work now??
(laughs) Good, try it out. Seriously, you will feel the differences in driving operations. Technically, servomotors on the central spring strut and fork bars change the position of the needle valves inside – practically exactly like conventionally with a screwdriver from the outside. This changes the flow rate or volume of the damper oil. And that leads to a different damping behavior. The damping can even be varied while driving. In contrast, the spring base can only be adjusted to the preselected load when the vehicle is stationary. Here, electrically actuated pistons influence the spring base via a hydraulic system.
A button is enough for the ESA from BMW, with the Triumph-TES you first have to zap through a submenu. Isn’t that a disadvantage?
We mean no. Because the driver who knows his motorcycle will surely find it easy after a short time.
The alternative to the BMW R 1200 GS?
Triumph Tiger Explorer: the big enduro in the top test
Eight large touring motorcycles in a comparison test
The variety has never been so great
Megatest travel enduro 2012
The all-round motorcycles for travel, country roads and off-road
A lot of emphasis was placed on good ergonomics in the trophies. The height of the driver’s seat and the hand lever and windshield can now be adjusted, but not the handlebars and footrests. If that hadn’t been the icing on the cake?
No question about it, it is always good when the driver can adapt the vehicle more to himself and his needs. But every constructive solution must also be safe and stable, without negatively affecting driving characteristics or causing excessive costs. With such a large tourer, where the handlebars are far away behind a huge tank, it is difficult to find a sensible solution. Adjustable handlebars are rare in this class.
David, we thank you for the interview and the open answers!
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