Motorcycle specifications Triumph800 Trident 2026 The strong link

With the 800 Trident, we witness the marriage of two excellent Triumph machines. In 2021, the little 660 Trident arrived with its 3-cylinder (the only one in a twin universe) and made a positive impression. 4 years later, the 800 Tiger Sport took its place in the virulent mid-size trail-GT segment and matched it. All the ingredients were in place for a very promising roadster, with the added bonus of a price tag that could make a lasting impression.

This "mid-size" Trident let its name, like its lines, dictate its presence. A copy-paste of the 660, with just a little more volume. The curvaceous tank, the curvaceous shapes, the round headlight - at first glance, it's immediately obvious that this is the big brother. The next moment, you realize that the 800 doesn't belong to the same club. The fuel tank is a little more angular, the seat splits into two parts, the rear frame is dressed up, the headlight becomes more complex and is topped with a mini windscreen, the exhaust pipe grows outwards, the front mudguard gets bigger and an engine shoe muscles the belly.

It's got the tiger in it

Oh, and that's not all. The rims have changed too, and the braking system has been upgraded. But we'd soon like to know what's going on inside the engine. Is it the 765 cm3 with a different name? There's no risk of a brawl between the Trident and the Street Triple: they don't have the same block. The 798 cm3 3-cylinder here comes from the 800 Tiger Sport. It produces 115 hp at 10,750 rpm, which is very good for its displacement. To get more, you need more cylinders or more volume. Or look no further than the MV-Agusta 800 RR or the .... Street Triple.

Maximum torque is 8.6 mkg. Identical specifications to our trail cousin. And a big difference compared to the 660 : 34 hp and 2 mkg more - enough to make it a super Trident. Particularly since the engine in the Tiger Sport 800 is particularly successful, muscular and expressive, the same can only be said of the roadster.

The advantage of being derived from an already efficient and well-born model is that you get a whole host of elements that have already been validated, approved and appreciated by the public. This is the case for the chassis, which was very convincing on the Tiger. Nevertheless, the Trident wants to have its own behavior, so it opens up its caster angle (from 23.8° to 24.5°), compensated by a 20 mm shorter wheelbase. The weight difference of just over twenty kilos also plays its part in agility. The rest of the work will be handled by a Showa 41 mm inverted fork, type SFF-BP, with adjustable compression and rebound damping. The Japanese manufacturer also takes care of the rear shock absorber, this time with adjustable preload and rebound.
As for the brakes, the Triumph badge conceals J.Juan calipers, radially mounted and biting 310 mm discs with their 4 pistons. No need to worry about their efficiency, except in the event of a big attack, when they won't have the high level of Italian clamps. But when it comes down to it, maybe the Street Triple RS would suit the rider better.

Of course, the Trident 800 doesn't come without chips, wires and silicon. Just like everyone else. Triumph shows courtesy with a good bag, including three riding Modes (Road / Sport / Rain), an IMU for greater precision in traction control and ABS (cornering), an Up&Down shifter, cruise control, automatic stop indicators, full LED lighting and connectivity to manage smartphone, calls, music and a simplified GPS navigator. 2 or 3 years ago, the British manufacturer would have offered half of this equipment as an option. Competition is having its effect on the historic brands, and on their pricing policies.
It's a pity that the dashboard isn't up to this bike's standard. This LCD/TFT combo is in very particular taste. Frankly, the 800 Trident and Tiger Sport deserve better.

Claws avoid the price tag

As you can imagine, Triumph bikes don't come cheap. For some time now, the manufacturer has been working on its premium positioning, in pursuit of BMW. So, how much is this 800 Trident going to cost you to grab its handlebars? 11,000? 12,000?
Absolutely not! The Englishwoman plays tactically, settling for just under 10,000. On a par with the Z 900 and well below the iconic MT-09. Here, we see everything. Although the BMW F 900 R looks at all these people with a chuckle.
At the same time, Triumph had to differentiate itself from the Street Triple range, of which the R is only a notch above in terms of price. The R is therefore perfectly positioned between the 660 Trident and the 765 Street Triple, both in terms of power and finance.

In the '80s and '90s, the roadster concept had gradually shifted towards the streetfighter. Then came the sly return of the neo-retro - a way of offering a less aggressive naked in the same wattage and displacement bracket. Since then, this kind of duo has been available from virtually every manufacturer: Yamaha XSR 900 / MT-09 - Kawasaki Z 900 / Z 900 RS - Suzuki GSX-8S / GSX-8T - Ducati Monster / Streetfighter V2 - Honda CB 750 Hornet / CB 650 R and the list goes on.
Triumph now has its dyad with the 800 Trident and the 765 Street Triple. The latter has nothing left to prove; the new one could well cause the competition to break out in a sweat.

M.B - Manufacturer's photos