Test: Triumph Trophy SE

Test: Triumph Trophy SE
Triumph, TSR

Driving report: Triumph Trophy SE

With the Triumph Trophy SE through Scotland

Three-cylinder fans had to wait a long time for a super tourer with a cardan. Now the new Triumph Trophy SE is rolling out with a firework of standard equipment and electronics. The 1200s made its debut in the Scottish Highlands.

D.he lives the old dream of touring. Scotland is made for this, it inspires the imagination, arouses longing. Here, where the enchanted landscape is barren and wild. Several miles further south, in Hinckley, England, Triumph has developed its first real Kardantourer: the Trophy SE and the somewhat less opulently equipped Standard Trophy.

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Test: Triumph Trophy SE

Driving report: Triumph Trophy SE
With the Triumph Trophy SE through Scotland


Flowing shapes, impressive weight: the fully fueled and 315 kilogram heavy Trophy SE with its electronic chassis, audio system and all-round wellness package ranks somewhere between super and luxury tours.

The three-cylinder shakes its power out of its sleeve in a wonderfully calm and relaxed manner, even in the low rev range. The triple pushes the trophy out of the bends with real high torque. Forceful and determined. From 2500 tours to the rev limiter at 9500 rpm, there should always be more than 100 Newton meters. Triumph tuned the 1200 triple in the Trophy for even more pressure from below. The maximum torque of 120 Nm is already available at 6450 tours (Explorer 121 Nm at 7850 rpm). So it’s completely okay that the top performance decreased marginally compared to the travel duo, from 137 to 135 hp.

This is due to new software, a different airbox and the special stainless steel exhaust system of the Trophy. In terms of the number of cylinders and performance, it ranks between the BMW R 1200 RT (110 hp) on the one hand and Kawasaki 1400 GTR (155 hp) and Yamaha FJR 1300 (144 hp) on the other. The optics of the Trophy is also pretty much based on the competition. Strongly muffled, gentle three-cylinder hiss escapes from your triangular muffler in stovepipe format. Goes well with the confident character of the engine. Even at 4000 rpm the triple pushes powerfully like a highland bull. So just stay one gear higher. Serpentines can easily be circumnavigated in the third. Little manual work is required. Not every gear change succeeds silently. The hydraulically operated clutch is easy to pull.


Curvy stretches are also no problem for the Trophy SE.

It’s wonderful how soft and supple the triple accelerates. Always direct, but never rough. The Triumph technicians have excellent control of the ride-by-wire setup: the on-board computer converts the opening angle and speed of the throttle grip into commands for the servomotor, depending on the gear and speed engaged. Complete closing or opening of the three 46 throttle valves should only take 75 milliseconds. The system works sensitively and very predictably. Close the gas and then immediately put the triple under load again? No problem. Vibrations? Nothing.

The balance shaft does a great job. The Triple runs smooth like a mild single malt whiskey. Cardan reactions are also absolutely not felt. Fine. In return, the gasoline injection follows the gas hand almost telepathically. The display of the current fuel consumption changes extremely directly. Just don’t get distracted by the flood of information in the cockpit: the highly intelligent on-board computer uses a liquid crystal matrix to report current and average values ​​for fuel consumption and speed, driving time, distance since departure, fuel level, remaining range, temperature of cooling water and ambient air, time, number of the gear selected and Tire pressure.

Driving characteristics Trophy SE


Well-balanced and well-balanced: the Trophy SE in curves.

Everything on request in various languages ​​and various units of measurement. At only 12 ° C, the heated grips are very welcome, the first of two roasting levels is recommended. We are currently boarding the highest road in Great Britain, the beginning of endless combinations of curves. Now the chassis can show what it can do. A lot! Really cheeky and cheeky, the fat guy walks around the corner. Brisk waving on the smooth asphalt winding road is pure pleasure. The high, wide handlebars make the balancing hum easy to handle.

Well-balanced, well-balanced, the Trophy takes its course. Accurately and even in deep inclines without touching down and fairly neutral. Only on extremely wavy asphalt does the travel giant tend to straighten up a little, preferring to walk a little further. Agile, handy and unshakably stable – not a given with an impressive 315 kilograms empty weight. A 1200 RT is 33 kilograms lighter (!), And even the four-cylinder competition, with the exception of the Honda Pan European, weighs less. Well, a BMW K 1600 GT weighs 27 kilograms more. With twice as many cylinders.


Classic, easily readable round clocks are pleasing to the eye, in between the on-board computer provides lots of information via LCD and variety on long journeys.

When maneuvering and heaving into the vertical, the pounds are instantly remembered. You forget them while driving. The touring tires Pirelli Angel ST work very well. They combine good feedback, great grip and high ride comfort. The spring elements sensitively fish even the roughest faults and frost cracks out of the road relief. Such elevated suspension comfort fits the concept like the butter cookie for five o’clock tea. The damping, which can be adjusted at the push of a button while driving, is rather soft.

Three levels of damping can be selected: “Normal”, “Comfort” and “Sport”. And don’t misunderstand: Even the sporty version doesn’t act uncomfortably and tightly. As with BMW, the spring base can be adjusted to the payload in three stages when the car is stationary – solo, solo with luggage and passenger operation. “TES” is what Triumph calls the electrically adjustable chassis developed together with WP. To adjust you have to be a
It is not very difficult to first zap into the submenu of the on-board computer.

Warning signs warn “Reduce Speed ​​now”, drive slower now. You can always expect disturbed grouse and stray sheep here. The Nissin brakes catch the trophy again safely and easily at any time. Four-piston calipers with four individual pads each anchored at the front, a two-piston stopper at the rear. Two brake pistons on the right front caliper are only activated by the rear brake via a delay valve. And only if you step harder on the brake pedal. In the case of slight adaptive braking with the foot brake, on the other hand, only the rear is decelerated.

The two 20 watt speakers in the front have a powerful sound. You can choose to hear the Bluetooth-compatible three-band radio or your own music thanks to the USB connection for an iPad / MP3 player. We come back to the plains, on something like a motorway. Go faster once. From 6000 tours the triple changes pitch and character, it gets really fiery.


Window electrically adjustable by a huge 16.4 centimeters.

The XXL cladding punches a mighty hole in the atmosphere. When you drive up to the top, there is heavenly peace behind the huge window. Visor down? Not necessary. No fly can hit you. The windshield has a memory function: when the ignition is switched on again, it automatically searches for the last position selected. On top of this, there is hardly any suction and good protection for the hands behind the sweeping mirrors with the integrated indicators. Well done, the work in the wind tunnel. Nice: a waterproof storage compartment that is locked after the ignition is switched off.

At a constant 120 km / h, Triumph promises a consumption of just 5.2 liters. Then the 26-liter tank would be good for 500 kilometers in a row. Such distances are easy to tear off in a comfortable saddle. In subscript, even smaller pilots have good control over the trophy. At the end of the brisk 400-kilometer tour, the on-board computer reports a moderate 5.5 liters of average consumption. Great: the immense maintenance intervals. Small service is due every 16,000 kilometers, major service after 32,000 kilometers.

The SE costs 19,000 euros including ancillary costs. Adjusted for equipment a little more than the Japanese four-cylinder tourer and close to the six-cylinder BMW. The Trophy Sisters will go on sale at the end of October 2012. The old dream of touring lives on!

facts and figures


The Triumph Trophy SE – also available in blue.


Water-cooled three-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 46 mm, regulated catalytic converter, 950 W alternator, 12 V / 18 Ah battery, hydraulically operated multi-disc oil bath clutch , Six-speed gearbox, cardan, secondary gear ratio 2.455.

Bore x stroke: 85.0 x 71.4 mm
Displacement: 1215 cm³
Compression ratio: 11.0: 1
Rated output: 99.0 kW (135 hp) at 8900 rpm
Max. Torque 120 Nm at 6450 rpm

landing gear

Steel tubular frame, load-bearing motor, upside-down fork, Ø 43 mm, adjustable rebound stage damping (SE with electronic rebound stage damping), single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound stage damping (SE with electronic spring base and rebound stage damping), double disc brake in front, Ø 320 mm, four-piston fixed calipers, rear disc brake, Ø 282 mm, double-piston floating caliper, partially integral brake system, ABS, traction control.

Cast aluminum wheels: 3.50 x 17; 6.00 x 17
Tires: 120/70 R 17; 190/55 R 17

measurements and weight

Wheelbase 1542 mm, steering head angle 63.0 degrees, caster 119 mm, suspension travel f / h 130 (127) / 120 mm, seat height 800-820 mm, weight with a full tank * 315 kg, tank capacity 26.0 liters.

Guarantee: two years
Colors: blue, silver
Price: 16990 (18 6701 ‘) euros
Additional costs: 370 euros

* Manufacturer information; ‘SE with electronically adjustable chassis and audio equipment

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