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Conclusion after 50,000 kilometres

The Triumph Trophy SE – endurance test

Written by Thomas Schmieder , Date 2:10 PM
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The top-tourer, the Triumph Trophy SE, carries its driver secure and sheltered over long distances. With a great deal of comfort, great equipment and a large range. Heavenly. But does this also work on the long-term?

Hannah was in tourer heaven: at the end of September 2014 the nine-year-old sat on the back of the Triumph Trophy SE. Her dad Jörg Lohse, a service technician within the editorial office, swerved through the cornering paradise of the Vosges on the smallest of roads shortly before the end of the endurance test. The little one felt snug on the MOTORRAD endurance tester, as if nestled in the bosom of Abraham. The top case as a back rest, as well as the wide lateral luggage compartment convey just the right amount of safety. Motorcycle riding as a relaxing experience, well taken care of and extremely comfortable. This is what the British top-tourer has been all about for two years. The WP suspension elements of the Triumph Trophy SE delicately and confidently gauge the condition of the road surface. In the SE version, the only model available in Germany, these can be electronically adjusted in the damping and in the spring base to the rear. When Hannah climbs on, her dad Jörg only has to briefly scroll through the extensive on-board menu, and the settings are done. The ride comfort of the British tourer sets the benchmark – its seats are plushy, and can be heated subject to extra charge. However, even when set low to a height of 82 centimetres, the driver’s saddle is a little high for smaller riders. The 317-kilogram machine weight (including luggage compartments) and the higher centre of gravity first have to be mastered when stationary.

Even little things take time and cause stress

It was not just MOTORRAD reporter Mike Schümann who found it „heavy, bulky and wobbly while taxiing“. In the high summer, at over 30°C, it felt „like he was on a barbecue“. The downside of the unparalleled wind protection that the continuously mounted, higher and wider touring windshield on the Triumph Trophy SE offers in the endurance test. It moves electronically up and down by a distance of 16.4 centimetres. Added to this is the entertaining standard equipment including the audio system (logical, with an mp3/iPod connection), on-board computer and electrically adjustable, bright-shining headlights. So all sweetness and light over the 50,000-kilometre endurance test, thanks to the complete range of feel-good extras on board? Now, in the first half of the test distance the Triumph Trophy SE kept the testers on their toes. It began at 9,308 kilometres with a faulty heated handle and a leaking fork seal. However, even small problems cost time and are rather annoying. Therefore every unscheduled workshop stay is punished with the deduction of one point from the 100 points available in the MOTORRAD endurance test assessment, whether covered under warranty or not. In total our Trophy had to make five unplanned trips to the Triumph dealership.

The engine of the Triumph Trophy SE cut out while driving

The 132 HP 1,215 cm3 cardan triple engine is technical identical in the Tourer Trophy SE and the Tiger Explorer tourer enduro, with only the airbox and stainless steel exhaust individual. The elastic, and thanks to the weightier balance shaft smooth-running three-cylinder engine, sometimes irritated at the beginning on account of the jerking engine running and spark failure. At 17,228 it cut out altogether while driving, and had to be picked up by a transporter. The only real breakdown, which cost a further five of the available 100 points. Regarding the cause of the spark failure, Triumph assumed a faulty throttle valve potentiometer. So off to be replaced. Only later did it become apparent that the engine control unit was actually the cause. As a result it was completely revised. And retrofitted into all affected Triumph Trophy and Tiger Explorer models. The retrofitting was carried out entirely officially by means of a recall via the Federal Office for Motor Vehicles. The affected chassis numbers were 524?056 (Tiger Explorer/XC) and 561?284 (Trophy/SE) to 637?165. From 24,655 the new central computer in our endurance test model reliably performed its duties. Triumph sorted out the second official recall modification all in one go: the mounting of an additional bracket to the main stand (applicable for chassis numbers 561?284 to 590?855). Was there anything else? Yes, odds and ends. After 26,745 kilometres we began to experience starting problems. Curiously this was dependent on whether the front wheel was straight or angled when starting. As a result there were new steering fittings for the Triumph Trophy SE, with extended cables.

The coating on the two crankshaft main bearings appears rather worn... Credit: Bilski

The coating on the two crankshaft main bearings appears rather worn… Credit: Bilski

... The wear pattern indicates an uneven load. Perhaps the bores were not accurately aligned. Credit: Bilski

… The wear pattern indicates an uneven load. Perhaps the bores were not accurately aligned. Credit: Bilski

All three upper connecting rod eyes and piston pins show heavy running marks on one side. Credit: Bilski

All three upper connecting rod eyes and piston pins show heavy running marks on one side. Credit: Bilski

The tyres hold out for around 10,000 kilometres

From the half-way point of the endurance test calm gradually set in. Okay, after 34,405 kilometres there was another new fan required as the result of a falling rock, plus a new heated handle. Otherwise the Triumph Trophy SE ran and ran; devouring kilometres thanks to its 26-litre tank „like the Cookie Monster gobbling up cookies“ (Test Editor Johannes Müller). Incidentally, it was KTM in-house designer Gerald Kiska who was responsible for the visual design of the Trophy, which is strongly reminiscent of the RT-BMW. He is not limited to angular and ragged, but can also do round and curved. In any case the Triumph Trophy SE verified how boldly an XXL tourer can drive: once driving its kilos are quickly forgotten – the juggernaut swerving casually and lightly around the corners. Neutral and accurate, astonishingly easy to handle. But only provided the tyres are fresh. With worn tyres it suddenly loses its rounded drive performance, becomes wobbly and corners inharmoniously, slipping into an inclined position. A tendency that the even better Pirelli Angel GTs (special ID „A“) appear to alleviate, rather than the standard STs (front „A“). Nonetheless, the original tyres hold out for a long time, for around 10,000 kilometres front and back. And this was in spite of the high proportion of motorway driving and the considerable weight on the front wheel, which puts more load on the front tyre. Triumph doesn’t generally provide tyre recommendations, just manufacturer’s recommendations without a sense of commitment: Triumph „tested these and found them to be good“, with the rest left up to the tyre manufacturers and the customer. A similar thing applies for a topic that runs through the driver’s log book like a common thread, and which made the disassembly of the Triumph Trophy SE engine very exciting in spite of the 0.0 oil consumption: conspicuous mechanical noises from the cylinder head. After production began, Triumph noticed that in early examples the guides of the discharge valves were measured slightly too short and the diameter of the bucket tappet was slightly too small. Since then it installs completely modified cylinder heads.

Practically every component can be re-used

The offer made to „old owners“ to have a head from the new series retrofitted was a voluntary service measure: it could, but didn’t have to be carried out. Retrofit rate: around 80 percent. In the Triumph Trophy SE MOTORRAD didn’t bother with the measure because the dealer involved found the noises to be „inoffensive anyway“. A special test: what is the minimum length of time that the valves should tilt for? Answer: at least 50,000 kilometres. For even though the valve seat width has reached the wear dimensions (the only component in the engine to do so), the first head is holding out. Of course, a completely new cylinder head will now be installed when assembling. However, otherwise practically every part of the Triumph Trophy SE can be re-used. Just one steel disc in the clutch and a spacer, also in the clutch, would be best replaced. Aside from these, only minor aesthetic faults were found in the dismantled engine. This includes a tiny flaw on the camshaft and minimal pitting on the individual cams. Additional light running marks on the top connecting rod eye and piston pins, and on the rather thick timing chain tensioner. So everything in reasonably good order. The uneven wear pattern on the external crank shaft bearings is curious. It is possible that the bore doesn’t align perfectly here, or that the engine housing has distorted slightly.

The discharge valves beat down broadly and unevenly on their valve seats. Clearly the guides being too wide in the first series allowed for lateral tilting movements on account of the excessive play. Credit: Bilski

The discharge valves beat down broadly and unevenly on their valve seats. Clearly the guides being too wide in the first series allowed for lateral tilting movements on account of the excessive play. Credit: Bilski

Credit: Bilski

Credit: Bilski

... The cylinder tracks are in top condition. Credit: Bilski

… The cylinder tracks are in top condition. Credit: Bilski

A manageable 900 Euros in pure inspection costs

Triumph appears surprised by the findings, which did not occur in its own endurance test vehicles. However, these weren’t operated with Elf brand engine oil. The explanation that you are better sticking with the prescribed viscosity of 10W40 and should only use 10W50, which is more viscous in the hot engine, at temperatures above 40°C, appears more sound. In any case, in Triumph’s view the wear pattern on the crankshaft bearing does not affect its other functions. The assembly of the dismantled engine puzzle, which is being taken on by the vocational college for vehicle technology in Mattighofen, then thus get going. All in all, the Triumph Trophy SE is a complex piece of engineering. „If you know the tricks it is logically put together, and then maintenance and servicing are not so difficult,“ reply Triumph. And it has pioneering maintenance intervals of a lengthy 16,000 kilometres. For the first 48,000 kilometres the factory prescribes merely 10.95 hours of maintenance. In actual fact the pure inspection costs (without materials) turn out to be a manageable 900 Euros. Those who drive less each year can have a cheaper „trimmed down“ annual inspection with fewer test points performed. The powerful three-cylinder cardan tourer is a rather huge piece of machinery, and the English play it safe with regard to materials. „We consider high-speed stability and a solid construction more important than saving 500 grams in weight,“ says press spokesperson Uli Bonsels. This is reflected in the durability of the cardan and the internal workings of the engine. And in spite of the fast motorway sections, the fuel consumption turns out to be favourable with an average of 6.1 litres per 100 kilometres, with just over five litres possible. In spite of its teething problems, affordable maintenance costs earn the Triumph Trophy SE 15th place among all of the endurance test machines. A happy ending for Abraham’s bosom, dear Hannah.

Balance sheet after 50,000 kilometres:

Cylinder head: all valves with minor deposits. Discharge valves are leaking, the compression dropped a little in all cylinders. The discharge valve seats are unevenly covered and have broadened considerably. Some cams show minimal pitting.

Cylinders/pistons: the pistons feature an even wear pattern with few running marks and deposits, the impeccable cylinders also have only minimal running marks.

Crank drive: there is a foreign body embedded in one connecting rod bearing. There are considerable running marks on all three connecting rod eyes and piston pins. The external crank shaft bearings have enhanced material abrasion at the edges, and the wear profile of all crank shaft bearings is uneven.

Power transmission: one steel disc in the clutch is rather tarnished with overheating marks, but otherwise the clutch and the generously dimensioned transmission are in a very good condition. Individual teeth on the rear crown wheel of the cardan have slightly more pronounced running marks.

Frame/chassis: the frame, the rocker arm and the remaining mounted parts are in very good condition, while the paint also seems very durable. The rocker arm and steering head bearings are free of play. The rear brake disc is worn.

 

On account of an assembly error, one spacer on the clutch bearing cage crumbled. Clearly the correct sequence wasn't followed. Credit: Bilski

On account of an assembly error, one spacer on the clutch bearing cage crumbled. Clearly the correct sequence wasn’t followed. Credit: Bilski

On the bearing of one of the three-cylinder engine's camshafts there was slight material tarnishing. Not pretty, but harmless... Credit: Bilski

On the bearing of one of the three-cylinder engine’s camshafts there was slight material tarnishing. Not pretty, but harmless… Credit: Bilski

... Some cams show minimal pitting. Credit: Bilski

… Some cams show minimal pitting. Credit: Bilski

 

Measured values

The 1215 Triumph Triple develops its power with a nice predictability and extremely linearly across the rev range. At the end of the test the picture-perfect curve is shifted down slightly, running in parallel – the result of an unsealed discharge valve.

Article Categories:   Motorcycle Reviews Triumph

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Comments

  • Great article. Thanks

    Mark Russell 2016-03-06 9:57 PM Reply

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