Long rumored, Triumph has now introduced the production 2021 Trident, which will be priced at $7,995 in the U.S. market. The bike is poised to compete with the likes of Suzuki’s SV650 and Yamaha’s MT-07.
Clearly built to a price, the suspension is non-adjustable (other than rear shock spring preload), and the brake components are far from state-of-the-art (the front calipers are twin piston, pin-slide units). Without an IMU, some of the modern rider assists are missing, although basic ABS is standard.
The new Trident is powered by a 660cc triple, which is an evolution of an earlier 675cc design. Triumph says there are 67 new components in the motor, and claims 80 horsepower at 10,250 rpm and 47 pound/feet of torque at 6,250 rpm. Triples are known for their broad powerband, and Triumph says 90% of peak torque is available from 3,600 rpm.
The frame and swingarm are made of steel, rather than aluminum. With a seat height of 31.7″ Triumph claims the Trident weights 417 pounds with a full tank of fuel, ready to ride.
Two riding modes are available, Road and Rain, each with its own traction control settings. The round instrument face is a modern, TFT display, and Bluetooth connection to your phone and other mobile devices is available.
Triumph is offering a number of accessories available from the launch of the Trident, and four color options, including Silver Ice & Diablo Red, Matte Jet Black & Matte Silver Ice, Crystal White, and Sapphire Black. Specifications for the new Trident are found below, and you may want to visit the Trident web site for additional details.
| 2021 Triumph Trident Specifications | |
|---|---|
| MSRP | $7,995 |
| Engine Type | 660cc liquid-cooled inline three-cylinder, DOHC, four valves per cylinder |
| Bore and Stroke | 74.0 mm x 51.1 mm |
| Compression Ratio | 11.1:1 |
| Horsepower (claimed at crankshaft) | 80 hp @ 10,250 rpm |
| Torque (claimed) | 47.0 lb-ft @ 6,250 rpm |
| Transmission | 6-speed wet, multi-plate clutch with slip & assist. Triumph quickshifter optional |
| Final Drive | Chain |
| Front Suspension | Showa 41 mm upside-down fork, non-adjustable. |
| Rear Suspension | Steel swingarm with Showa monoshock, adjustable for spring preload. |
| Front Brake | Nissin two-piston sliding calipers, twin 310mm floating discs, ABS |
| Rear Brake | Nissin single-piston sliding caliper, single 255mm disc, ABS |
| Front Tire | 120/70-17 |
| Rear Tire | 180/55-17 |
| Rake/Trail | 24.6 deg/4.22 in (107.3 mm) |
| Wheelbase | 55.2 in. |
| Seat Height | 31.7 in. |
| Curb Weight (Claimed) | 417 lbs. |
| Fuel Capacity | 3.7 gal. |
| Colors | Silver Ice & Diablo Red, Matte Jet Black & Matte Silver Ice, Crystal White, Sapphire Black |
It’s strong competition for the SV650 and FZ07.
I’m hoping they come out with a more upscale version – something with the specs of the Street Triple, but with the classic styling of this bike. I can’t get past the Street Triple’s bug eyed lights!
I like the bike and thinks it cool to see an entry level bike from this brand.
They need to address the dealer network issues ASAP.
I’d like to see it offered in some other colour combinations, but otherwise I think this looks pretty sweet, and should sell well.
I strongly agree with the comments about color. The four colors they offer are exceptionally dull.
It’s an interesting mix of modern and retro. I like it and I hope it’s a success.
Wish it looked more like the new MT-09…..SAID NO ONE!
Yamaha, please study this thing to recall what a motorcycle sorta looks like.
the difference between British perspective about a motorcycle and the Japanese perspective about a motorcycle
ps there is also an American perspective (cruiser) and an Italian perspective (art) and an Austrian perspective (I’m at a loss of words to explain that one..Spy vs Spy maybe?)oh and a German perspective (expensive and compliicated)
I like it a lot. My 2014 Bonneville T100 cost more than $10k, and that was for 68 whopping HP and a single front disc. The styling of the new Trident looks great, and the features/price should attract buyers. As an aging rider, I’d consider this if I didn’t already have a garage full of bikes.
I really like the emphasis on lighter bikes that seems to be happening in the motorcycle industry. KTM 790, the Aprilia 660, along with the new Yamaha T7 and KTM 790 Adventure bikes. These are all terrific motorcycles.
When I started riding motorcycles the Triumph Trident was their top of the line “big” bike. It had an amazing 60 horsepower. Now it would be considered an underpowered middleweight at best or even a beginner bike.
TWO–THat’s 1+1 Dealerships here in Georgia.
First is 66 miles away. Second is 106 miles away.
OUTSIDE Georgia there is a dealership that is 98 miles away in Chattanooga TN and another 95 miles away in Greenville SC.
Good bikes they may be but the dealership network is abysmal.
Without a dealership within 60 miles IMMEDIATELY kills the prospect of this brand being in my garage.
FIX the dealership problem, and you have more opportunity for foot traffic AND Sales.
Love the bike(s) but not the problems that come with it.
Or you can move to an area that has more dealers. I can think of at least six Triumph dealers within 30 miles of me.
Do please tell me where YOU live.
I MAY have to MOVE.
I live 45 miles NE of Atlanta and I don’t even have six of the BIG FOUR (Honda, Kawasaki, Yamaha and Suzuki) within 30 miles . Not that we are a big consumer like California for example BUT we have mountains, straight touring roads, Tail of the Dragon roads and many in betweens. We are a large consumer of two wheeled entertainment yet not nearly six dealers within 30 miles. We DID have a local Triumph / BMW / MV / Moto (cannot remember the name) dealer BUT they closed shop Forever during the Covid shut down.
I still maintain they need DEALERS to enable market penetration. Prospective buyers cannot view; and get enthused over a product, that just isn’t there to see. Or at least one that isn’t closer than 60 miles. Heck even the Chinese motorcycles are on every other corner it seems.
Market penetration requires dealers.
A quick look at Triumph’s website shows 7 dealers in the greater Los Angeles area. The farthest two are 70 miles apart.
I live about 30 miles east of Cincinnati and within 30 miles we have a Honda/Yamaha dealer, a Harley dealer, and a new Moto Guzzi dealer. We used to have a Suzuki dealer, an Indian dealer and a Kawasaki dealer but they all went out of business years ago.
Stretch that out to 50 miles and you can add Triumph, Kawasaki and Suzuki dealers..At 100 miles you can add a BMW dealer and a KTM dealer. Add another 20 miles and you can find a Ducati dealer. Half day travel to nearest Aprilia dealer. I think there is am Indian dealer someplace in northern Kentucky.
Atlanta is awful for motorcycle dealers. Mountain Motorsports has a complete monopoly and all the issues that come with a lack of commercial competition.
A dealer network reflects the demand for he product. They just don’t sell enough bikes to justify dealers any closer together in that region.
Change can & egg. Only by buying into the brand (and convincing others to) can *you* fix the dealership problem.
We had 2 within 75 miles. One quit carrying Triumph (stuck with Yamaha and Zero) the other is a lousy dealer…lousy salesmen, lousy parts guys, lousy mechanics. My brother bought his 2016 T-120 there. It has had 2 recalls that he doesn’t trust them to fix.
There was a poster here on MCD a few years ago saying how Triumph dealers were dropping like flies. Turns out he was pretty much right from what I understand.
On a larger scale I agree that only the consumer demand can change the NEED for multiple dealerships–BUT–you must have a basic dealership model in place before consumers can become enthused about a product and spread the “happy” news.
We have the SAME ISSUE with Aprilia, MV Agusta, and Ducati (not so much the Red bikes). Part of THEIR problem though with consumer enthusiasm is their PRICES. Very limited market for bikes that are typically that expensive. Yes there are some more economical models but in general higher priced. Then there’s the service issues (hard to get parts (usually)) and labor rates are $150/hr.
I looked at and seriously considered the new Naked Ducati (dealership 60 miles away) but changed my mind when I researched the parts /service issues. Could this be isolated–Sure. But it was serious enough to cause a change of heart.
Back to Triumph. I remain convinced they need market penetration. That means DEALERS. Maybe if Triumph “helped” dealers along (already established ones for example) with some incentives and didn’t make carrying the brand so challenging (you must buy 10 tigers when your dealership is five miles from Laguna Seca–read 675 market) and Encouraged them to sell the brand and made it EASY then those dealers would sell multiple examples of the brand and this in turn would encourage OTHER dealers to take on the brand–AND–even lead to NEW dealerships opening up.
The NEW bike is a step in the RIGHT direction (cost is a consideration to most). Next help / encourage dealers to CARRY YOUR PRODUCT. Make it EASY on them to carry and also want to carry your brand.
Dealers and Market penetration are just the beginning.
I assume there are mainstream brand dealers in your area (Yamaha, Honda, HD, etc.). Do you think any of them have the bandwidth or potential to take on a niche brand like Triumph?
It might be worth calling them and explaining, “I’m interested in this brand and the few dealers they have are too far or inadequate. I want to buy from *you*” Couldn’t hurt to let your interests be known with them?
Learning to work on the machine yourself eliminates 99% of the need for a dealership. I know that riders working on their own machine is not as common as it used to be, but it’s not rocket science. Even shim style valve adjustments can be done at home if you have a manual and follow it closely. So if you can do lube and filter, change brake pads, plugs etc., you mostly eliminate visits to the dealer. The occasional recall is a definite trip to the dealer, but so what? Make it a road trip and have fun!
This. I pay a mechanic to do valve adjustments on motorcycles and timing belts on cars. The rest I do myself.
Also most cities of any size have good independent shops that work for 1/2 the price of a dealership.
I agree. I own an older Speed Triple and a newer Superduke. I have done all maintenance except for warranty work performed at no charge. That includes valve adjustments. It is not as hard as everyone thinks. The Triumph has needed one valve shimmed, out of 12, in 87,000 miles. Get a factory shop manual. I have one for each bike, and every other motorized device I own.
The KTM had the front brake recall, so I let the dealer accomplish that. The Triumph had a rear wheel bearing recall, again I let the dealer do it.
There is a KTM dealer in my town but the closest Triumph dealer is 75 miles away.
I’m more capable with most people when it comes to maintenance. There isn’t a part or assembly on a motorcycle I can’t fix or rebuild, and I have a garage full of tools to do just about everything. Even the newer electronics are within my grasp so long as I don’t need a proprietary computer to dig into them. That said, my time is more valuable than maintenance. I’d just rather not do it myself anymore. I’ll humor oil changes, maybe a valve check on a single cylinder engine. Anything more intensive than that though, I’ll either sell it or pay someone else to do it. Lots of people feel the same.
Beyond that, maintenance is only one part of the equation that a dealer plays into. Having a machine on site to sit in, ogle, and ideally test ride is the other
I live in NH. Yet I still buy all my new bikes from my favorite dealer in MN.
I feel for you not at all.
I still buy pickup trucks with 8 foot boxes on them too.
Any street bike that I but would also have the whole tail section and not just three quarters of it.
Go ahead and call me old. Just bring your A game if you think your are going to race me at anything. Anything at all.
Once a racer… Boy are you an old curmudgeon. Kinda reminds me of myself 🙃
Ps: I’ll take some of that action!
What is the matter with the back end !!!! Why doesn’t it have one. It looks sh*te
I’d say to contrary – it is very elegant. And nicely integrated/ closed up. There is no need for rear fender to stick out to the back.
I’ll take a guess and say you don’t ride as a passenger on a motorcycle. My wife likes having more than air an inch from her backside. Grab rails are nice to and they make good tie-down points.
I like the smooth melted aero vibe as apposed to the angular anime manga sharp edges / pile of pick-up sticks look that is typical now. A+ for the front end with round headlight. Arse-high fenderless rear end and no-girlfriend seat C-. Price A+++. Another A+ for trimming out the gratuitous doodads. Overall A-/B+. Heck, I might test ride one, and I’m a curmudgeon that can’t be pleased.
Wow, a purely modern looking bike with a round headlight. It CAN be done.
I agree completely. And – no origami insectoid! All thumbs up.
Honda has been doing that look for a while now. CB1000R, CB650R, CB300R
Good point and, for $9600, I think the CB650R is a bit more desirable to me.
It’ll sell. Low price, 80 hp and 417# makes it a no brainer for those that agree with the styling. Not every bike out there needs top of the shelf components to be appreciated..
I like a clock on the display, and never wondered what day it was whilst riding a motorcycle. A thermometer is more useful
I love my KTM but they don’t put the trip odometer on the gauge; you need to hunt for it a couple pages into the menu. It’s nice to know how many miles you got left since the fuel level bar indicator is almost completely useless. I can leave the house when it says I have four bars and 120 miles remaining but within 30 miles the low level warning comes on.
Very nice. Classy. No icky colors or racer boy graphics.
I like the idea, but the execution… Can’t really find an angle where it looks good. Sure wish manufacturers would consider parallel design languages: One, a bit more classic and Two, this modern stuff. Let the marketplace have a vote.
Absolutely right. About half the riders I talk to in SoCal want state-of-the-art performance combined with middleweight heft — but don’t want their motorcycle to look like a Praying Mantis. They’d also like luggage and wind protection facility for weekend and vacation trips.
Affordable, light, enough torque and power, smooth tank with side covers, unobtrusive exhaust and muffler, semi round headlight, and the soul of a Triumph triple. Wish the seat was flat and pegs near the crankshaft. I’ll try yoga to fit, — puurrrfect.
Oh yea, not offensive to look at, which includes a clean view of the engine.
Pegs near crankshaft?
Moved forward. They look a little rearset, which would be difficult for me as well. However, they are clearly aiming for a mixed market. Somewhere between “standard” and the “sporting”. Can’t blame them there. Personally, I like it. Good power, light, and I bet it handles.
Knew what it meant, just questioning why. Out of place on this bike IMO. Maybe they have some options in the accessory catalog?
It is not another crotch rocket, so why have ones feet under ones arse. Of course it is not practical either with out a rear fender and flat seat to strap a milk crate on.
I grew up on dirt bikes in the 70’s. A proper “standard” riding position to me has your feet directly under you, cruiser where you suggest at crankshaft, road racing/sport bike (track only for me at 60 years old), up and back slightly from standard.
I find it uncomfortable to have foot pegs that are forward of my CG. My legs get tired of feeling like I always need to pull them forward onto the pegs or else they’ll slip off. Having my feet under me also allows me to unload my seat a little over rough pavement. I had to put factory rear sets on my Duke to get it to be more comfortable.
Couldn’t have said it better myself.
There is a world of difference between the foot pegs being under the butt, or ahead of a 90 degree angle of the knee ( cruiser low rider style), and properly set slightly just a bit behind the center of the knee. Yes one does need the bent knee action to lift off the seat at any time. The longitudinal location of the knee and its bend angle is adjustable with a flat seat to position the butt, however how many motorcycle seats now give that option without a catchers mitt lip for styling effect ?
Look at motorcycles of the 60s and 70s and you will see the foot pegs near ‘the crank’, and flat seats so that the 95th percentile could sit comfortably somewhere. Now most street designs go for the image of a crotch rocket and dirt bike with an imagined 14″ of rear wheel travel and seat lip for speed.
Well said. The proper place for pegs are under my backside so I can easily stand to absorb bumps.
Looks like a dog turd.
Gary – you made me laugh out loud.
Huh? It look nothing like a Starley! 😉
Stupid rear end
Agreed. Cuz when your’re right, you’re right!
+1
I totally concur. I wish they had gone more classic with that. No booty at all.
I prefer a traditional rear fender.
The styling of the Yamaha XSR 700 is a better looking variation.
I imagine that they didn’t go with a “traditional” rear end because with bikes that do, lots of folks instantly talk about getting fender eliminator kits.
Also, on the custom bike sites, customs that have this sort of rear end have been very popular lately.
Unfortunately, customs aren’t usually designed to be practical in real world situations, such as preventing back-spray from the rear tire. To pull off this look on a production motorcycle, an auxiliary fender is required, and, as in this case, the auxiliary fender looks tacked on.
You can’t please everyone. I think that Triumph has done an amazing job creating a bike that is ultra-competitive in this class.
I like it. But I can’t help wonder how much better it would be with the 765 motor. And a better suspended RS designation would really make this a winner.
At which point it would, for all intents and purposes, be a Street Triple.
This model is obviously slotted below the ST, in terms of power, componentry, seat height, overall manageability, and price. As opposed to the Bonneville-based retro standards, this is Triumph’s stab at an entry-level, naked sporty middleweight.
LOL came here to say this. There’s a reason this isn’t that!
Seems like a great bike for the money. Makes the MT09 Yami look like the steal of the century for only $1400 more.
This low-tech bike is ~$8,000 while the very similar looking Yamaha MT-09 is ~$9400. Seriously, I would come up with the extra $1400 to get the new Yamaha’s higher performance, better suspension, and identical weight.
If $/hp were the only metric people shopped on, maybe. But there’s lots of choices. I bet Triumph is looking more at the Ducati Scrambler and KTM Duke 690 than Yamaha or any of the other Japanese brands. They should do ok with this.
*Sigh* Here we go again. Will no one, NO ONE, build a sporty roadster capable of carrying luggage or (heaven forbid) an actual adult human pillion? I’m sick to death of all these stubby-tailed styling exercises that sacrifice actual utility for dubious aesthetic value. What should be categorized as a “standard” is actually only about 5 inches too long to be called a bobber.
I read elsewhere that Triumph created 45 accessories for this bike during the design process, including luggage. I haven’t seen the list of accessories so I don’t know what kind of luggage that would be…likely not hard cases judging by the tail.
What I do know is none of those accessories are performance oriented, so no slip-on, etc.
Needs a REAL rear fender.
Amen.
I’d buy something on the used market with better components before looking at this.
Surprisingly solid package, lightweight, looks great, and priced right. I’ll look at this closely next time I’m in the market for a new bike.
Nice-looking bike. I was considering the Street Triple R but I’ll take a look at this, too.
A good looking scoot at a VERY attractive price!
Hats off to Triumph for bringing modern technology (as well as a triple) to the mid-class. It seems as though Triumph has listened closely to the arm chair designers and have made a bike with a shape that is not too insect like, yet is rooted in a retro design – it’s really well balanced. This should compete well with the standard bearers from Yamaha, Suzuki, Kawasaki and Honda. Given other recent moto-news, while this bike will not compete directly with the Aprilia RS660, it most certainly will compete head-to-head with the forthcoming Tuono 660. I look forward to the six-way review 🙂
If by “compete head-to-head with” you really mean “be totally destroyed by” then you are right on target. The Tuono 660 is going to leave this for dead in everything but perhaps price.
The Tuono will likely be priced around $10,000. Much like the bigger displacement bikes from Aprilia, they will probably detune the Tuono 660 so it doesn’t steel sales from the RS660. 80-90 horsepower sounds about right. What the Tuono will have over the Triumph is advance rider aids and (if they keep the same suspension components as the RS) rebound adjustment on the shock and forks. Is that worth $2,000? Only the market can decide.
Good times for the mid-class.
Considering it’s only $500 more than the Japanese standards, I think it’ll do well for being European and a triple instead of a P-twin. It has good, somewhat neutral styling, too. Hopefully its suspension settings are well sorted and it rides as good as it looks.
I think the Turono 660 will be more directly compared to the Street Triple. It’ll be 50% more expensive than this bike.
Pretty much all of these bike are assembled in Thailand now. Hinckley only builds the TFC models.