Triumph Trophy 1200


Make Model

Triumph Trophy 1200




Four stroke, transverse four cylinder, DOHC


1180 cc / 72 cu in
Bore x Stroke 76 x 65 mm
Cooling System Liquid cooled
Compression Ratio 10.6:1
Lubrication Wet sump
Engine Oil 10W/40


4 x 36 mm Flat side CV carburetors


Digital - Inductive type 
Spark Plug NGK, DPR8EA-9
Starting Electric

Max Power

85 kW / 114 hp @ 9100 rpm

Max Torque

94.1 Nm / 9.6 kgf-m / 69.4 ft-lb @ 7750 rpm
Clutch Wet, multiple discs, cable operated


6 Speed 
Final Drive Chain
Frame Steel trellis frame

Front Suspension

43 mm Forks with triple rate springs adjustable for compression, rebound damping and spring preload

Rear Suspension

Monoshock with adjustable preload and rebound damping

Front Brakes

2 x 310 mm Discs, 4 piston calipers

Rear Brakes

Single 255 mm disc, 2 piston caliper

Front Tyre

120/70 ZR17

Rear Tyre

180/55 ZR17

Dry Weight

228 kg / 503 lbs

Fuel Capacity 

25 Litres / 6.6 US gal / 5.5 Imp gal

Consumption Average

7.2 L/100 km / 13.8 km/l / 32.5 US mpg / 39 Imp mpg

Braking 60 km/h - 0

13.4 m / 44 ft

Braking 100 km/h - 0

39.9 m / 131 ft

Standing ¼ Mile  

10.9 sec / 200.8 km/h / 124.8 mph

Top Speed

242.7 km/h / 150.8 mph

The first of revitalized Triumph's modular superbikes caused a sensation when it was released in 1991. A big, four-cylinder machine designed to deliver both performance and comfort, the Trophy 1200 was fast, smooth, stable, sophisticated - a match in almost every department for the very best sports-tourers on the roads. So impressive was the British firm's debut model that it could have been built by one of the Japanese giants. Instead it had been developed from scratch by the team led by John Bloor, the multi-millionaire builder who had bought bankrupt Triumph from the liquidator in 1983. Bloor then spent eight years secretly building an impressive new factory at Hinckley, not far from Triumph's old Meriden base, and planning a range of modular machines.


Three- and four-cylinder engine layouts used alternative crankshafts to produce four different motors. These powered six initial models, the biggest of which was the four-cylinder Trophy.


Apart from its modular construction, which was unique in the bike world, the Trophy's 1180cc engine was conventional. The watercooled in-line four contained 16 valves, worked by twin overhead camshafts, and produced a very respectable maximum of 125bhp at 9000rpm. More impressive still was its crisp carburetion and outstanding supply of midrange torque, which made riding the big Triumph delightfully easy and relaxing.


Instant acceleration was available everywhere, from below 2000rpm to the redline at 9500rpm. Simply winding back the throttle sent the Trophy hurtling forward with a breathtaking mixture of power, tractability and smoothness.


 There were no power steps, just a steady stream of irrepressible torque that sent the Triumph surging towards a top-speed of just over 150mph and made its excellent six-speed gearbox almost redundant. Better still, efficient twin balancer shafts ensured that vibration was minimal at all engine speeds.


Triumph's modular approach was also employed in the chassis, notably the frame, shared by all six models and based around a single large-diameter steel spine that incorporated the engine as a stressed member.


The frame held 43mm forks and a vertical rear monoshock, both from Japanese specialists Kayaba. Brakes were also made in Japan, by Nissin. Twin-piston front calipers squeezed a pair of 296mm discs up front, giving braking that was adequate - but no more - in conjunction with the single rear disc.


Although the spine frame design appeared dated in comparison with the latest alloy twin-beam constructions, the Trophy handled very well. In a straight line it was totally stable at all speeds, and barely gave a twitch even in bumpy high-speed curves. Chassis geometry was fairly conservative, and at 5291bs the bike was no lightweight. But the Triumph's steering was neutral, suspension was good and the bike could be hustled along a-twisty road at a very respectable rate.


The Trophy's efficient full fairing, large fuel tank and comfortable seat were also well designed. Along with the Triumph's impressive strength and reliability, they combined to create a superb sportstourer that was competitive with long-standing Japanese favorites such as Kawasaki's ZZ-R1100 and Yamaha's FJ1200. If the Trophy had a fault, it was simply that its four-cylinder engine layout and conservative styling were unexceptional.


Few riders complained after they'd tried the Trophy 1200, which became a long-standing success for the British firm. In subsequent years it was refined with features including uprated brakes, a lower seat, improved finish and a clock in the dashboard. All helped to make the first new-generation Triumph an even more competent all-round superbike than ever.