FEATURE - 2021 TRIUMPH TRIDENT - JUST BIKES

FEATURE - 2021 Triumph Trident

Words: Mike Ryan

Photos: Triumph Motorcycles

When you look at Triumph's naked bike range that includes the Street Twin, Street Triple, Speed Twin, Speed Triple, Scrambler, Thruxton and various Bonneville derivatives, it’s a pretty packed lineup. But there’s always room for one more, right?

Triumph thinks so, because they’ve reintroduced the Trident, bringing back a name that has a long history but hasn’t graced the tank of a Triumph motorcycle in more than 25 years. And what makes the return of the Trident significant is that it marks Triumph’s first serious assault on the entry-level market in the entirety of the Hinckley era.

FEATURE - 2021 Triumph Trident — 2021 Triumph Trident

What it Isn’t

The first myth to dispel about the new Trident is that it’s just a Street Triple S in a different suit. Yes, an inline triple is common to the Trident and Street Triple S. Yes, the capacity is 660cc for both. And yes, some engine componentry is shared, too.

While the two models share crankcases, the Trident’s internals are different, starting with the bore and stroke, which is 74 x 51.1mm against 76.0 x 48.5mm on the Street Triple S. Of course, this dictates different pistons, crankshaft, input/output shafts and other parts. The Trident also gets its own throttle bodies, intake manifold, airbox, exhaust system and more. In fact, Triumph claim 67 different components in the engine alone, compared to the Street Triple S.

These changes result in maximum outputs of 39.8kW at 8750rpm and 59Nm at 5000rpm. This is in the ballpark of the Street Triple S, but it should be noted that both models are aimed at our LAMS market, so they need to meet the power-to-weight characteristics of the category.

It should also be noted that higher power versions of the Trident are available overseas. So, should the Trident take off, variants with up to 59.5kW and 64Nm could be added to the local range, in a similar way to Yamaha offering both LAMS and full power versions of their MT-07.

The MT-07LA will be the main target Triumph are gunning for with the LAMS-legal Trident, while other rivals include the Honda CB650R and 650F, Kawasaki Z650L and Suzuki’s long-running SV650. Given the Trident’s retro-inspired styling, you could possibly add Royal Enfield’s Continental GT and Interceptor 650 twins to the list of competitors, too.

But of all these rivals, none are triples and Triumph claim this gives them a unique advantage, as the Trident’s engine configuration combines the low-down torque and mid-range performance of a twin with the top-end power of a four-cylinder. According to Triumph, 90 per cent of that torque is available through the bulk of the rev range, although this boast does refer to the 59.5kW/64Nm version.

The new Trident’s gearbox is a six-speed unit, and while specific details on gearing were unavailable at time of writing, Triumph says the ratios and final drive “optimise the engine’s all-round capability”.

For easier gear shifting, a slip/assist clutch is standard and both the clutch and brake levers are adjustable. Should customers want it, a two-way quickshifter is an optional extra.

Modern tech on this drivetrain includes ride-by-wire throttle control, switchable traction control and two selectable riding modes.

Size and Spec

Surrounding the Trident engine is an all-new perimeter frame in steel, with the double-sided, asymmetric swingarm also in steel. As the frame isn’t a “feature” of the new Trident, it’s blacked out, while the all-steel construction is a factor in the bike’s wet weight of 189kg.

The essential measures include overall length of 2020mm, width of 795mm and height (sans mirrors) of 1089mm. Wheelbase is 1401mm and the seat height is a reasonable 805mm.

Rider ergonomics are neutral and the overall Trident package is “designed to set a new benchmark for handling,” according to Triumph. Described as being agile and fun to ride, with light steering and generous suspension travel, the new Trident is also said to be engaging for riders of all experience levels.

For its market segment and price, the Trident is well equipped, with LED lighting all round, self-cancelling indicators, Showa suspension, Nissin brakes and Michelin tyres on the standard spec list, while the instrument pod includes a colour TFT display.

That said, the Trident isn’t overloaded with features. Remember, this is a LAMS model and needs to meet a price point to be competitive against the aforementioned Japanese competition.

Examples of this include suspension that only offers preload adjustability on the back end and two-piston calipers on the front brakes. Had Triumph gone with front and rear suspension adjustability, as well as beefier Brembo calipers, for example, it would have pushed the Trident beyond the realm of LAMS affordability.

It’s for the same reason that rider assistance tech is limited to ABS, two selectable riding modes and switchable traction control. The two riding modes adjust throttle delivery and traction control, with ‘Road’ offering sharper throttle response and limited traction control intervention, while ‘Rain’ softens throttle response and increases the traction control. The traction control can be disengaged, but ABS is non-switchable.

The Trident’s colour TFT display is a premium feature in this category and one that Triumph’s rivals don’t have. While an integrated LCD display carries the speedo, tacho, fuel gauge and gear position indicator, the TFT shows other information, like the odometer, riding range, tripmeter, clock, etc., as well as the riding mode and traction control settings. Scrolling through all the functions is via the left-hand switchgear.

The cool thing with the TFT is that it can be paired with your smartphone via the optional My Triumph connectivity system, allowing phone call information, turn-by-turn navigation, music and even GoPro functionality to be displayed. If the optional tyre pressure monitoring is selected, that information is viewable on the colour TFT screen, too.

Other optional tech features include sequential indicators, heated grips and a USB charging socket for the underseat storage. These are part of an options list that covers 45 different items.

New Trident Style

Kudos must go to Triumph’s designers for the new Trident’s look, as it successfully combines new and old elements and owes nothing to the last bike to bear the name.

The design of the 7-inch round headlight (that’s exclusive to the Trident) and fuel tank do suggest “retro,” but the styling is modern in other areas, including the swingarm and tail. Hanging the number plate carrier and indicators off the swingarm gives a clean look to the tail, which thanks to its lack of bulk, lends an almost streetfighter look to the Trident when seen in profile.

Also contributing to this is the deletion of pillion grab handles (although these are available as extra-cost options) and an exhaust design that manages to pack the pipes, cat and muffler into a compact space under the engine and gearbox.

Being a roadster, bodywork is at a minimum, so chances for colour differentiation are confined to the fuel tank, radiator end caps, the front mudguard and slim sections under the seat. Side covers are a basic black, as are components like the fork legs, headlight bowl and 17-inch alloy wheels.

While Triumph branding is everywhere, even on the lights, Trident identification is limited to the fuel tank’s knee cut-outs. Of the four colour choices, Silver Ice/Diablo Red and Matt Jet Black/Matt Silver Ice carry bold Triumph decals on the tank, while Crystal White and Sapphire Black offer a subtler look.

Small Pricing, Big Ambitions

The all-new Triumph Trident is due for local release in February, with list pricing starting at $10,999, while the Triumph Australia website listed ride away pricing of $12,690 at time of writing.

That pricing is competitive against most of this bike’s Japanese rivals, all of which arguably lack the same spec and tech, while the value equation is enhanced by the standard 24-month, unlimited kilometer warranty and long 16,000km service intervals, which Triumph claim are segment leading.

Triumph see the new Trident as a true global product and anticipate making an impact with the bike in growing South East Asian markets, as well as Europe, the UK and the US. To this end, variants of the platform are expected, including an adventure tourer and possibly a sportier RS version.

Time will tell if the Trident meets Triumph’s lofty global expectations, but as a premium LAMS offering, it should do well in the local market.