Triumph Trophy 1200 test

Menus

• Lady Tri
• The return of Lady Tri
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Conclusion
• Comparative table of Standard / SE differences

Lady Tri

After a first static presentation in Neukirchen, during the Austrian Tri-Days, the English manufacturer is finally offering its 1200 Trophy to the test during the Triumph Live. This year the event also salutes the 110th (!) Anniversary of the brand. 400 km of Scottish roads await us to study all the facets of the brand’s new flagship.

The return of Lady Tri

Disappeared from the range for nearly 10 years, the GT is making a comeback at the Triumph Live celebrating the 110 years of the brand. Presented in static in Neukirchen, during the Austrian Tri-Days, it is in St Andrews, Scotland, that the English manufacturer offers its new road. As a reminder, launched in 1990 at the Cologne show, the British traveler was then powered by a 4-cylinder in-line 1180 cm3. The model will then be revised, in particular in 1996 where a 900 version is also available then 1200 and disappears from the catalog in 2003. Since then, the vacant place was only approached by the Sprint GT, from a more sporty angle. This new opus therefore adopts a more touring positioning, available in two versions, standard and SE. Over-equipped, the latter is our test frame. The long-awaited Hinkley novelty will have to prove convincing in a segment dominated by the unmissable BMW R 1200 RT.

Discovery

German is clearly the designated target. In fact, as already mentioned during its first official appearance, one cannot deny certain similarities with the best selling GT, or even with the Honda Pan European. However, once the inevitable image comparison has passed, the Trophy 1200, while undoubtedly taking up these stylistic codes, offers an imposing but elegant look..

Thus, the oversized double optic, split by the vertical line of the position lights, stretches out at length to compose a large fork crown, integrating turn signals and mirrors. They see their perimeter sheathed with rubber resistant to scratches and possible shocks. Wide and high, the screen adjusts electrically. It has a memory system that brings it back to its last setting and an automatic return to the low position, with the ignition off, with anti-pinch safety. The whole dominates the sides with marked curves, integrating an imposing 26-liter tank. It also covers a large lower fairing whose side extractors form the unique and discreet reminder of the old model. Ribbed, this lower trim has been the subject of numerous wind tunnel tests. Its striated design significantly lightens its presence.
Generous but with sharp curves, the lines retain a dynamic allure to the machine. Ingenious aerodynamic ridges and other deflectors designed to deflect air follow the perimeter of the trim, running towards the saddles. Welcoming, the double seat, framed by a large passenger grab handle is supported by a solid rear buckle. This supports the massive passenger footrest plate and incorporates, at its end, LED lights and indicators furiously referring to machines from across the Rhine..

On either side, and each housing a full-face helmet, two waterproof 31-liter suitcases are standard equipment. To support these, Triumph innovates, with the adoption of a system mounted on a mobile fixing passing through the hull. Called TDLS (Triumph Dynamic Luggage System), this allows the movement of suitcases over 5 °, in order to minimize the parasitic movements generated by the luggage. Note that the closing / opening system is hardly convincing. An approximation to be moderate, as for other points, our models being pre-series. An optional top case including a 12 V socket concludes the charging offer.

Taking over the engine of the Tiger Explorer trail, the Trophy includes the three-cylinder block with double overhead camshaft as a load-bearing element associated with its perimeter aluminum frame of 11.3 kg. The 1215 cm3 boiler is electronically controlled by a “ride by wire” system also linked to the disconnectable traction control, which is based on the electronic throttle control and the differential speed calculation between the front and rear wheels. . The system then controls the closing / opening of the intake throttles. Finally, the 6-speed gearbox is removable..

Elegant, adorning its casings with surfaced protective elements, the tri-legs offer a neat finish. Likewise, the single-sided arm incorporating the acatene transmission or the 5-spoke aluminum rims benefit from a rewarding aesthetic. On the contrary, the plastic protections of the lower plates of the frame surprise and denote compared to those equipping the other stars of the range. Designed for long distances, the novelty claims to provide both pilot and passenger with excellent comfort and technological convenience. Thus, the Trophy SE model is equipped in particular with suspensions, controlled on the handlebars, called Triumph Electronic Suspension (TES). The system therefore controls a 43mm WP inverted fork, and a monoshock shock absorber from the same supplier, with separate reservoir..

Finally, the braking is based on the brand’s first combined set. It consists of two 4-piston calipers, biting 320mm floating discs, and a 2-piston element pinching a 282mm disc. Light pressure on the pedal engages the rear retarder but does not activate the system. On the other hand, a more frank support triggers the implementation of two pistons at the front. If the intensity is even higher, the action on the directional gear is then all the more pronounced. The grip of the lever, adjustable in spacing like that of the clutch, has no effect on the rear retarder. Finally, ABS is also standard.

In the saddle

The driver’s seat, which is particularly soft, is measured as standard at 800 mm. An ingenious and simple system allows it to be raised by 20 mm. As an option, it can even display higher (840-860 mm) or lower (760-780 mm) values. A welcome customization. Narrow in the middle, the Trophy improves the ground support when stationary or during maneuvers. The contrast with the width of the tank is also striking. This refined size is not too much to handle the 301 kg of a Trophy ready to cut the road. Raising the Hinkley road from its side stand, especially on a slope, quickly recalls the general size of the flagship. Also, placing this heavy cruiser on its power plant requires a level ground..

The hands naturally grasp the half-handlebars, the uprights of which serve as support for the numerous wires and hoses. Without being awkward, this integration could have been the subject of more careful attention. The bust remains straight but the legs show greater flexion. High placed and set back, the toe clips raise the lower limbs more than usual.

For the passenger, it is access to Pullman journeys. Its thick and wide saddle, its ample footrests give a comfortable position to the companion who benefits, moreover, from thick handles with soft sections. This SE version also gives it the possibility of controlling the heating of its seat and access to a 12 V outlet. The remaining space under these two armchairs will just allow you to take a small U or thin rain pants. Little annoying in view of the hard saddlebags accompanying your journeys.

Taking place in a somewhat dull dashboard, the speedometer unit does not upset the standards by its presentation, effective but agreed. Two analog counters, tachometer and rev counter, frame a monochrome digital screen. Particularly readable, automatically adapting its brightness according to the outside light, it is full of information. However, electronics only take half a day to retain most of their multiple functions..

The time, the temperature, the gear engaged indicator light, the fuel and engine temperature bargraphs and the current status of the audio system are permanently displayed. Handles and heated seats have their indicator as well as the possible ice alarm. Finally, according to your choices, the indications of the partial trips or the odometer, the average speed or the travel time, the instantaneous or average consumption as well as the tire pressure (TPMS) or the damping profile will be present. selected.

Finally, note that the screen is customizable according to two profiles, thus keeping your preferences and that the height of the headlights is electrically adjustable…. Of course, all this scrolls before your eyes thanks to one of the many (18) buttons on the left commodos.

Despite everything, it lacks direct access to the suspension settings. We would thus have avoided "entering" into menus with improved ergonomics, forcing you to take your eyes off the road more than reason. Similarly, the bubble pusher, that of the warnings and especially those of the audio are far too eccentric, forcing, for the latter, to let go of the handlebars. The cabinets surrounding the instruments receive loudspeakers comprising a physical sound amplification system. This feature allows the use of small-sized sound elements while retaining appreciable power. In addition, the sound automatically adjusts in volume and equalizer according to the speed. Radio, USB or bluetooth connections…. you will be spoiled for choice to experience your travels to music. Your favorite peripheral will easily find its place in the waterproof storage compartment under the left speaker. Automatically closing from 5 km / h it includes a 12 V socket and a USB connector connected to the audio system (SE model) as well as a credit card holder. Too bad, this space is not sheathed with foam.

Less cluttered, the right grip supports control of heated grips and cruise control. Simple and docile, it is activated from 50 km / h in 4th gear and is deactivated either by turning the throttle forward, or by braking or disengaging.

Before leaving, take the opportunity to tell your mount which crew will be theirs. It is only when stationary that it can be adjusted (solo, solo suitcases and duo) but can be crossed on the move with Sport, Normal and Comfort modes. After this check worthy of an Airbus, it is high time to take your eyes off the cockpit and finally animate the bowels of our Lady.

In the city

The English trio resonates with well-known notes, a mechanical bagpipe blending a low base and the high whistle of the distribution chain. Although the instrument playing it does not flatter the eye, the melody is pleasant. But does the road girl know how to dance?

The doubt will not last long. Barely launched, the Trophy already seems almost free from Newton’s theory. Engineers have not been idle. If the management still embarks at very low speed and requires a little vigilance at these times, any other maneuver is surprisingly easy. The masses are distributed for 51.5% on the front, pledge of a good feeling of the steering gear, even in duo. The plumpness of the busty Lady is hardly felt except when maneuvering, banishing sloping tracks or narrow streets interfering with a turning circle faithful to house traditions.

With the tips of the gloves, the Triumph moves with serenity in the traffic or the small streets of Scottish towns, making waltz, in three times, its ample physique. We also salute the excellent work of the air extraction. Yet not very stingy in calories, the big three legs do not play the radiator on the GT.

Precise, the box beats the measure and accompanies the climbs with discretion, while the flexibility of its block allows urban evolutions on the last report to 1000 rev / min…. Loaded with torque with 10 da.Nm available from 2,500 laps, the Trophy does not hide its strength either and asks only to roll. Head for the Highlands and the great outdoors.

Motorway and expressways

A cavernous breath carries the crew with enthusiasm on the first "dual carriage way" to come. It does not take long to reach maximum speed around 220 km / h and the switch at 9800 revolutions / min, in 5th gear. The last, of the overdrive type, will optimize consumption in the long run but not to peak. At the French national legal level, the three-cylinder will then purr at 4,250 rpm. Fairly linear, the announced power curve is verified in real life. The 134 horsepower at 9000 rpm does not make the Trophy a missile but quite honestly energizes the GT.

Whatever the speed, no sway appears. Here again, wind tunnel tests show their benefit. Benefiting from a substantial space, pilot and passenger see the kilometers scrolling without disturbance, without embarrassment. Placed in the high position, the long screen combines with the fairing to provide a space of calm and comfort. Effective up to the highest gaits and from head to toe, the protection is remarkable. Only the suction phenomenon generated from 100 km / h by the large glass surface can annoy in the long run. The real inconvenience comes from the placement of the legs, for the older ones, with the standard seat. Even in the high position, the knees rise high and strain the back due to the high-positioned footrests. It will be essential to choose the option of your saddle (extra low or extra high) before purchasing.

Efficient and pleasant, the audio system provides both power and quality. So many reasons to protest against his orders too remote. You might as well use that of the engine to change the mechanical soundtrack. And for partition, the local roads are all indicated.

Departmental

If the Trophy leaps on the sometimes rough asphalt running between the Lochs, don’t blame the suspensions…. It is indeed the road that plays sea monsters, when Hinkley’s tall daughter runs on her spine. The damping is flawless. Triumph prefers to select its components from an equipment manufacturer and then proceed with their full configuration. With success.

Flying carpet mode on, aka Comfort, the Trophy 1200 hovers over the moor. Returned to Normal, the machine retains a good part of its softness but will better follow a faster pace. Some may criticize an electronic profile that is still too flexible, even in Sport mode. But adjusted in this way, the Trophy SE is even more precise, effectively limiting the slight rebounds logically inherent in its high weight. The gearbox always perfectly assists the engine and effectively entrusts force and power to the gimbal, whose operation shines through its neutrality..

Despite this baroque diva size, the Englishwoman can behave at a very good pace without ever breaking up. The tormented road network of North Scotland is however not tender and allows an effective analysis of the cycle part. Always so easy and precise, the front axle takes the machine with a great naturalness. Showing great rigidity, the Trophy also relies on a pneumatic ride finely suited to its physique. There is no doubt that the Pirelli Angel ST wearing it as standard looks great on it. Their pronounced warhead further enhances the astonishing agility of the Hinkley traveler However, Triumph also dubbed the Metzeler Z8 Interact as well as the Dunlop Roadsmart 2.

All in confidence, we then seek the limits of ground clearance. The disadvantage noted on the motorway here becomes an advantage…. The Trophy 1200 likes the angle but did not reveal its limits to us during our few attempts on sometimes tricky tracks..

Giving pride of place to mid revs and torque, the high malt distiller offers a jovial character after 4,000 revolutions and gives a little more voice after 6,000 revolutions / min. So at the top of the torque curve, 12 da.Nm at 6,450 rpm, the relaunches on the intermediate ratios offer ample thrust that the power takes care of maintaining 500 rpm higher. The staging is perfectly suited to the road vocation of the Trophy 1200. An additional temperament would not however have been detrimental to its performance and its charm…. Especially since braking brings satisfaction to slow down or stop the large mass. Progressive, its power could just be more straightforward. The pressure required to exert on the pedal is also important to benefit from the combined system. On the other hand, traction control is less attractive and the power cut seems very long during its implementation..

Part-cycle

Undoubtedly the main quality of the Trophy 1200. The balance of its geometry, the remarkable tuning of its suspensions and the precision of its handling are astonishing. Both at low speed and at a sustained pace, the Triumph is riveted to asphalt. Mass transfers also remain very contained, once again underlining controlled depreciation laws.

Braking

Offering a good feeling, the system has never been faulted. Engaging the brakes on the angle does not lift the Trophy and does not lock the steering. At a high rate, the available power could be greater. Another adjustment, the implementation of the CBS should require less effort at the foot.

Comfort / Duo

Another strong point of the GT d’Outre Manche, long-term hospitality is among the best on the market. Saddles, suspensions, individual space, generous passenger grab handles. On board, only the need to refuel the crew and the machine will dictate the downtime..

Consumption

With 6.1 L / 100 km measured, the Englishwoman belies the reputation of being thirsty for her origins. Spending time in the unleaded pub is not his regular hobby. A full tank will make you flirt with the 350 km off reserve (more than 400 with) without paying attention to the pace. Handled with phlegm, the Briton should even take you further still. Engine availability, 6th gear overdrive and cylinders 6 mm offset from the crankshaft axis contribute to the performance.

Conclusion

A major part until then missing in the Triumph range, the Trophy 1200 now completes the brand’s multi-segment offer. With the Explorer road trail, the ambition for novelty and to seduce both travelers and everyday bikers seeking comfort and technological and mechanical convenience. Triumph also announces significantly spaced maintenance intervals – every 16,000 km – between each major service. The manufacturer of Hinkley plans to sell 6 or 700 units of its opus GT.

Lively and healthy, the Trophy appears as a challenger to its German counterpart, whose Telelever front end, engine and 40 kg less still leave an advantage that a comparison alone will be able to define. Advertised at € 17,250 as standard and € 18,870 in SE for our trial version, the English must add around € 900 for handles and heated seats. The ratings are then comparable to those of its counterpart from across the Rhine, i.e. € 17,500 and € 19,900 with RT3 pack. …. may not be enough to widen the gap.
Competition can also take the form of a high-performance Kawasaki 1400 GTR at € 15,999, or even a Yamaha FJR 1300 ABS, asking for € 17,999, or an aging Honda ST1300 Pan European ABS, which claims , € 15,290. But faced with these, the dynamic and equipment qualities of the Triumph should allow it to make the difference..

On the strength of its history and its top-notch road skills, the Trophy is once again writing its legend. Will you be part of its history?

Strong points

• Cycle part
• Comfort
• Consumption
• Braking
• Assembly quality

Weak points

• Weight
• Slightly long traction control cutout
• Style close to the competition

Datasheet

Comparative table of Standard / SE differences

Cruise control	Standard	Standard
ABS	Standard	Standard
Panniers with TDLS	Standard	Standard
Traction Control	Standard	Standard
Electric headlight adjustment	Standard	Standard
Audio system	X	Standard
YOUR	X	Standard
TPMS	Accessory	Standard
12v sockets	Two (cockpit and rider)	Three (cockpit, rider, passenger)

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