Triumph Trophy SE in the top test

Posted on 18.01.2018 by admin

Top test of the British Trophy SE

Triumph Trophy SE in the test

In the slipstream you can let yourself be dragged along and benefit from the hole that Bavarians are punching in the atmosphere. This also applies to the new Triumph Trophy. Visually pretty close to the big model, but technically very British with the three-cylinder cardan shaft of the Explorer.

Now one could debate endlessly. About whether Triumph is once again too close to BMW design. Whether they even copy, copy, place too little value on their own identity. And whether that is reprehensible, foolish or maybe quite clever. But first, the current success of the British speaks for this tactic, and second, a top test should ultimately deal with facts and nothing else. So let’s leave the evaluation to Triumph fans or critics and just try to banish the topic of BMW from this story.

VIn any case, the design of the Trophy looks familiar, pleasing too. A mighty machine, imposing because of its size. A lot more plastic than the one – oops, we wanted to avoid comparisons. And the massive impression is not deceptive, the Trophy is not an easy motorcycle. How the author had to feel when suddenly a sharp pain went into his calf when jacking up: Ouch! Torn calf or something like that. Bad mood at first, not a good start. Now, of course, you can blame this mishap on the rotten bones of a veteran test. Maybe you have to, because it’s not that bad either. With a little swing, the Trumm, which weighs a whopping 317 kilograms in full regalia, can be levered onto the stand.

Top test of the British Trophy SE

Triumph Trophy SE in the test

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The Triumph remains stable on the track. The measured peak performance is just below the factory specification.

You can zap through the on-board menu using the rocker on the left end of the handlebar. The operating logic opens up immediately, even without instructions, only the confirmation button could be easier to reach and the menu structure could be a little less complex.

The top priority for the tourist clientele is comfort. In this respect, the trophy is really great. The comfortable driver’s seat can be adjusted twice in height. In exactly the same way as the original – there the BMW is again. So if you are 1.90 meters tall, move the seat to the upper position, and the sick calf will hardly pinch any more. There is space, the handlebar, which is optimally cranked but cannot be changed in position, fits perfectly in the hand. Whether young or old, the seating comfort is really impeccable – the tester’s mood gradually improves.

The painful calf only has to suffer again when maneuvering in a standing position; physical effort is required here. Ignition on, and the huge windshield moves automatically to the last selected position. First gear engaged, a slight blow from the transmission – from now on, relaxation is on the agenda.

You could have guessed it: In this environment, the powerful three-cylinder is ideally placed, maybe even a tad better than in the Explorer travel enduro. The engine gets down to business as soft as butter, pushes forward consistently from idle, lets you forget the kilos. The linear performance development doesn’t come across as particularly spectacular. Which is due to the fact that the 1200 pulls so smoothly without a trailer. But even if you don’t have a fist in the neck: the pressure is undoubtedly there.

At the top, at speeds over 200 km / h, the Trophy is gradually running out of breath. The wall that has to be pushed by the wind is too big, too powerful. After all, it exceeds the factory specification, running 223 instead of 214 km / h. That although the gear ratio was designed to be extremely long; the sixth gear theoretically goes up to almost 280 km / h. Incidentally, downshifting does not bring anything, in the fifth the rev level increases, but not the speed, the air resistance also limits the forward thrust here. The disadvantage of the long overall gear ratio – and the high weight – are the mediocre measured values for the pull-through measurement, which the massive torque cannot compensate for. In the last gear, the Trophy needs about 5.5 seconds from 100 to 140 km / h, which is faster even with less power – we don’t want to talk about the touring boxer now. The low speed level, which you actually like to use extensively thanks to the powerful and supple engine, naturally also helps to reduce consumption. Without strolling around, road consumption of around five liters is realistic. An excellent value in view of the weight and the air resistance, rewarding targeted tuning work. Generous ranges of up to 500 kilometers are therefore no problem.

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Wuchtbrumme: No wonder that the wind protection behind the mighty plastic facade is almost perfect.

In addition to the engine, the cardan and transmission have already been praised on the Explorer. In principle, the hymns of praise also apply to the Trophy, whose drive train also runs almost free of play. At low speeds, the hum of the angular drives can be heard, which mixes with the typical grinding noises of the -Triumph three-cylinder to a characteristic soundscape.

This special feeling of smooth suppleness and surprising lightness is also transferred to the chassis. The weight of the trophy is still present in town, but on the highway it evaporates in a striking way. The touring tanker requires incredibly low steering forces to turn. The successful chassis design harmonizes perfectly with the Pirelli Angel ST tires and gives the Triumph tourist an unimagined driving pleasure.

How did they manage that, one wonders. The slightly front-oriented weight distribution certainly contributes to this. A good half of the 317 kilograms weighs on the front wheel, which is why the battery is in the front of the fairing, while the side of the tank extends almost to the tips of the fairing. When optimizing the handling, you run the risk of sacrificing stability – and that would certainly be fatal with a touring machine. But here, too, the Triumph shows no nakedness, pulls its course even when loaded at high speeds. A slight agitation is to be noted above 200 km / h, no cause for alarm.

For a high average speed not only power is required, but also good wind protection. As mentioned, the test machine is equipped with the larger accessory disk. If you drive it up, there is hardly a breeze behind it. Then of course you have to look through it instead of over it. In the lowest position, however, the helmet of a medium-sized driver lies in the turbulent zone. But none of this is a problem, at the push of a button an optimal compromise between visibility and wind protection is quickly found. That the disc motor of the test machine had to give in at 200 km / h – a free gift. Maybe it will work with the narrower standard disc. Not only does the wide windshield provide this excellent wind protection, the rest of the fairing also keeps turbulence almost completely away from the driver. Shoulders, legs and even the feet are completely in the calm air space. Which is extremely pleasant even with the current wetness and cold. An integral braking system appeared to the Triumph technicians to be essential in a tourer, obviously the market demands it. In the Trophy, the hand lever only works at the front, the pedal operates both brakes. The latter is not proportional, but dependent on the delay. In practice, the system works inconspicuously, which is to be understood as a compliment. Sometimes you can feel the onset of the integral effect in turns. As is typical for Triumph, the hardware comes from Nissin. A good braking system, if not an outstanding one. The ABS prevents the best values in the maximum deceleration through hard control processes, here the English lag more than all other European machines with more modern ABS systems.

BMW, for example. You just can’t get past the benchmark in this segment. In any case, the RT is mentally constantly driving along with the test. The Trophy will have to face the tough comparison in the next edition. Until then, it remains to be said: With the Trophy, Triumph has succeeded in putting an equal opponent for the touring boxer on the wheels, one can certainly assume a duel at eye level. Only one thing is already certain. The BMW is lighter, and therefore easier to jack up – the tester’s calf would have probably cope better with that.

Scoring / conclusion

	Max points	Triumph Trophy SE		engine	250	164	A coherent drive concept for a tourer: The three-cylinder runs smoothly and hangs gently and predictably on the gas. The long overall ratio costs a few points when pulling through, especially since the high weight also affects the performance. In practice, this means: Shifting in case of pressure. Above all, the Trophy runs a little faster than the manufacturer stated at 223 km / h.

landing gear 250 185 How can such a chunk be so easy to steer? At slow speeds in the city, the mass is still clearly noticeable, but on the country road it is suddenly no longer an issue. Which is also due to the neutral and smooth steering – and certainly also to the tires with Pirelli Angel ST. The suspension set-up is also very successful, as it can easily handle even high loads. Driving quickly is allowed: The lean angle allows energetic bending.

everyday life 250 213 Extremely comfortable seating for both passengers, almost perfect weather protection, fairly complete standard equipment, almost unlimited payloads and a range up to the horizon – what more could you want? The processing is above the usual Triumph level and leaves little room for improvement. security 150 110 In everyday use, the Trophy’s brakes handle the heavy weight quite well, only when the brakes are full the ABS should intervene a little less gruffly. The integral brake works inconspicuously in a positive sense. Handlebar slap is not an issue at all, even in extreme situations.

costs 100 61 Thanks to long 16,000 intervals, the inspection costs are very low. Consumption is also moderate. On the other hand, maintaining such a hum is not cheap. Overall rating 1000 733

Price-performance note 1.0 2.8 An extraordinarily high number of points, a price that is not exactly low: that results in a satisfactory price-performance rating.

* Rated: MOTORCYCLE measurement

Conclusion
Respect: With 733 points, the Trophy SE immediately mixes with the best. With its smooth-running, evenly pushing three-cylinder and surprisingly light-footed handling on country roads, it is fun without neglecting its core competence: As a touring bike, it scores with the highest levels of seating and driving comfort as well as luxurious equipment. And the weight? You have to live with that – and you can.

motorcycles

Behind the scenes of the 1000-point evaluation

Special: This is how MOTORRAD tests

The chassis of the Trophy SE

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The arrangement of the assemblies is easy to see here, in which Triumph attached great importance to a balanced, slightly front-oriented weight distribution.

A matter of attitude

Who invented it? No idea, but BMW was definitely a pioneer in electric chassis with the ESA for motorcycles. Strictly speaking, the suspension elements work hydraulically in a conventional manner, only with servomotors for adjusting the damping and the spring base. The advantage: firstly, you don’t need to use a tool, secondly, you can combine the complex settings into meaningful combinations, the driver doesn’t have to worry about anything – except for pushing a button.

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The WP shock absorber is sunk deep into the single-sided swing arm, behind it the hydraulic unit for adjusting the spring base.

This also applies to the Trophy system, called TES, in which you can choose between the settings Comfort, Standard and Sport as well as the three load states Solo, Solo / luggage and pillion operation. For the first time, Triumph worked with WP Suspension – known to be a KTM subsidiary – instead of Showa as usual. The know-how of the Austrians and the high development effort are clearly paying off. Because the Trophy has a really excellently coordinated, well-appealing suspension that masters the balancing act between comfort requirements and driving dynamics requirements with flying colors. Not an easy exercise with such a thick ship, which loads the suspension and damping with extraordinarily high dynamic forces.

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WP also supplies the SE fork with small servomotors for the automated adjustment of the rebound damping.

The test showed that the sport setting is more or less superfluous. Here, the damping is so tight that too much comfort is sacrificed. Only when driving in the limit area – but who does that – does this mode bring anything. It was used only in the slalom course of the top test, where the aim is to test the limits. Incidentally, Triumph states that the TES alone adjusts the rebound. The MOTORRAD testers assume, however, that the adjustment also has an influence on the pressure level – which in principle also makes sense.

Adjusting the spring base is quite complex and expensive because of the high forces. Triumph uses a hydraulic motor that changes the preload. An additional mechanical adjustment is not provided, but is not necessary either. The basic setting Standard / Solo fits perfectly in everyday life, the cushioning is sufficiently tight, but by no means uncomfortable. If you want to turn the gas sportily, choose the standard / pillion combination. -The spring base and thus the rear of the vehicle are raised, which makes the Trophy even more manageable and direct. The basic setting Comfort / Solo is ideal for tourist gliding.

Technical specifications

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Button matter: on the left of the handlebars the audio system, window and on-board menu are operated, on the right the standard cruise control.

engine

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 ratio 2.557.
Bore x stroke 85.0 x 71.4 mm
Cubic capacity 1215 cm³
Compression ratio 11.0: 1
rated capacity 99.0 kW (135 PS) at 8900 rpm
Max. Torque 120 Nm at 6450 rpm

landing gear

Bridge frame made of aluminum, load-bearing motor, upside-down fork, Ø 43 mm, adjustable rebound stage damping, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound stage damping, double disc brake at the front, Ø 320 mm, four-piston fixed calliper, disc brake at the rear, Ø 282 mm, Double-piston floating caliper, partially integral brake system with ABS, traction control.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 R 17; 190/55 R 17
Tires in the test
Pirelli Angel ST, front "A"

Dimensions + weights

Wheelbase 1542 mm, steering head angle 63.0 degrees, caster 119 mm, spring travel f / h 127/120 mm, permissible total weight 554 kg, tank capacity 26.0 liters.

Data service

Service intervals 16,000 km
Oil and filter change every 16,000 km
Engine oil 4 liters, 10W40, 10W50
Telescopic fork oil SAE 4
Spark plugs NGK CR8EK
Idle speed 1100 ± 100 / min
Tire pressure solo (with pillion passenger)
front / rear 2.5 / 2.9 (2.5 / 2.9) bar
Two year guarantee
Colors blue, silver
Price: 18,670 euros
Price test motorcycle * 19,647 euros
Additional costs around 370 euros

* Incl. Touring screen (215 euros), heated grips (185 euros), heated driver’s seat (298 euros), heated passenger seat (279 euros)

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Noticed: fuel nozzle.

The pump nozzle can only be put on, a plastic insert prevents it from sliding deep into the tank. Splashing does it anyway.

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Noticed: the oil sight glass at the Trophy.

An oil sight glass is always handy, At the Trophy, however, you can only see the oil level through a narrow gap in the fairing.

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Noticed: rocker switch of the on-board menu.

The thumb reaches the rocker switch of the on-board menu, but not the confirmation button without letting go of the handle. Why so far apart?

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Noticed: lift.

The fingers are reaching too far inside the lever, therefore the hand must slide outwards. Small consolation: Hardly any manufacturer does that better.

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Noticed: rear construction.

The black plastic landscape at the stern offers a dreary sight if you drive without a suitcase. Simple: add / remove.

Triumph Trophy SE in the top test

Triumph Trophy SE in the test

Scoring / conclusion

The chassis of the Trophy SE

Technical specifications

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