Triumph Trident T150 — Classic Motobikes — Bike Reviews

11 Май 2015 | Author: | Комментарии к записи Triumph Trident T150 — Classic Motobikes — Bike Reviews отключены
Norton Triumph Prototype

Triumph Trident T150

Who fail to be moved by BSA/Triumph’s The angry, snarling turbine-like that first brought

of performance to the masses and kicked off a in motorcycling.

The Triumph Trident and its brother, the Rocket 3, can lay a strong to being the first mass-produced predating the fatter, slower, 750 Four.

Triples are rightly as landmark bikes now. It always so. There were reliability problems with the and the original price was nearly 50 per higher than a BSA or Triumph would cost at the time. were wary of the new.

And highly specified Far Eastern made sure that the struggled to get off the startline in the dealerships.

But now command lower price than many of the twins. means that they are classic bargains. They’re in that they’re bikes the old British industry and bikes can mix it in the cut and thrust of modern traffic.

and Rocket 3s represent the great of classic Brit biking. prices of twins continue to ridiculous levels, bag yourself a powerful three for loads

1969 TRIUMPH T150 A75) Specification;

Engine air-cooled ohv triple

Bore x — 67 x 70mm

Compression — 9.5:1

Lubrication dry sump

Carburation — 3 x Amal Concentrics

Fame single downtube brazed and (duplex cradle welded)

suspension — telescopic

Rear suspension — twin shocks

Brakes front/rear 8in tls drum/7in sls drum

height — 31in/787mm

Wheelbase — 58in/1473mm

Fuel capacity — gallons/19 litres

Top speed 129mph

Standing 1/4 mile 13.4 seconds @ 105.5mph

output — 58bhp @

Fuel consumption —

The Engine

Engine design Doug Hele first of a triple while working for in the early 1960s. His engineer’s told him that a triple be one way round the problem of vibration dogged the parallel twins. It to Hele that a three engine with the crankpins spaced 120 degrees apart have perfect primary

He discussed the idea with his Bert Hopwood who, at the was general manager with Hele knew that wouldn’t be able to afford to on a triple project, and its move to Plumstead towards the end of 1962 was his cue to a job offer from Hopwood at Early in 1963 the two men drew up for a prototype triple.

Hopwood and wanted the engine to be narrow in British style, keeping its centralised. They borrowed the and … of 63 x 80mm from pre-unit 500 twins for the Project One triple prototype. This gives rise to the pub drone’s that the Trident is simply a 100-and-a-half’.

Production dimensions were 67 x the same as the BSA C15 250 single. It was a nod to modular methods favoured by Hopwood.

The decided the existing T120 was adequate for the 750 three. They that the gap created between the engine and the narrow box could be by the clutch – a pushrod operated unit for the prototype, and a pullrod single plate Borg Beck type for the P2 and production.

The prototype taught them the different rates of heat between aluminium and iron out conventional iron barrels. tried iron lined barrels on the P2, but eventually arrived at steel liners in alloy The larger bore of the C15 dimensions the P2 allowed for larger valves to be for better gas flow.

The rocker were high on the head to them from the heat of the chambers.

Better materials the early failures of the plain bearing. The P1’s gear drive was replace by a triplex set-up. They also an adapted Bedford van distributor had been tried behind the for ignition and the oil pump deep in the Ignition was eventually triggered by contact

breakers on the end of the exhaust cam and the oil relocated to the primary case. An oil was plumbed in too.

The team chopped Amal Monoblocs on the P1, and were available by the time the P2 was developed. Production bikes 26mm units bored out to

The Men Behind The Triple

BERT – general manager, Triumph,

Hopwood worked with chief Edward Turner at in 1935 before leaving for in 1947 to design the Dominator. As manager at Meriden in the 1960s, was keen on threes, but they really got

going when retired in 1964.

DOUG – chief development, engineer,

Hele was at Norton when he came up with the idea of a While at Norton he had continued on the development of the Manx after the Joe Craig retired. Hele came up with the Domiracer and developed the road-going Dominators.

BARRETT – experimental shop

It fell to Barrett to make P1 prototype engines incorporating mods as the project progressed. before production he went to the with a testing team and the P2 Post-production, Barrett had to sort out with the early machines.

CAVE – works manager, Heath

Long cigar silencers replace megaphone 10in front disc revised headlight carried in steel brackets; square rear lamp introduced. group collapse. NortonVilliersTriumph Trident production, but the Rocket is axed.

Air filter becomes enclosed than mesh type and now has two hoses to comply with regs; UK fuel tank has cutaway underneath.

T160 introduced with revised and chassis. Changes include tilted barrels allowing an starter to be fitted; new fuel rear disc brake; foot shift and revised gearbox; more restrictive revised exhaust system annular discharge silencers; primary drive.

NortonVilliersTriumph ending Trident production. models sold from dealers until 1977.

Cardinal Police model for Saudi Arabian police. compression; modified collector box and

to accommodate panniers; Police and white finish. Most of the run to make it

overseas and were as tourers in the UK.

How To Buy One

More important matching crankcase numbers is crankcase as the three sections drilled as a unit to ensure housings and barrel facing square. Check for excessive oil at the base of the barrels. Triples are for high oil consumption, but avoid any are smoking excessively as a rebore top end rebuild will be imminent.

Be that models with the hub that has the screw in rather screw over drive bearing retainer can give the of having worn bearings, in fact what has happened is the retainer has worked loose the bearing to fret the housing. sure you find out who rebuilt the and get receipts to prove that he was a specialist.

Riding The Triple

As motorcycling experiences go, there are few to top a well-sorted classic Triumph. And that Triumph is a well-fettled Trident so much the better.

often been said of Brits that they designed by the factories and developed by owners. What that means is they were by the factories, bodged and butchered by owners and developed by third-party Our test T150V was borrowed one such specialist, Essex-based

Cycles (020 8518

It was built in May 1973 and registered on the day of the following month. To many the ’73 was the best of the bunch – five disc brake, and many of the that beset the early sorted. Over the years then, almost everything was wrong about the triples has made right, thanks to a

of specialists who have concocted a of fixes. This bike several better. It was subjected to a racing rebuild by Richard of P-M in 1996. Since when done few miles.

The motor on the money from the off. is a one kick affair with all carbs tickled. The job is made thanks to the lever for the centre which was fitted as standard to models.

The P-M cross-drilled and balanced is spinning in cases that been replaced at some in the bike’s life – the engine has not been restamped.

It’s quite difficult to a light clutch action on a but this one is on the light side of So after selecting gear for the time you never really the weightiness again.

Even the clutch gets hot with a lot of work it never drags and you can locate neutral. Not the case on set-up triple clutches.

freely and easily up to 7000rpm the makes rapid, unfussy Most importantly, it’s vibe-free. You don’t have the stomp of a twin, neither do you the curse of late overstretched, twins – the eye-ball mashing that makes hard a chore.

At a steady 5000rpm in the needle wavers around

The limiting factor is the strain on neck. Lower bars, and stronger muscles would it easier to sustain higher for longer.

On backroads the free-spinning makes point and squirt between corners a breeze. you do reach the turns, getting them can be entertaining. Not through any of handling, you understand, but because of the ground clearance. It’s easy to raise a spark the undercarriage on these motorcycles. You get the and peg grinding on left handers and the dragging on the rights.

And all this way before you’re in any danger of to the edge of the tyres.

Rocket 3s slightly better on corners, they have higher Rearsets on Tridents are only a cure as they put the stands into the firing line and the pipe kink around the adjuster becomes an early system. It quickly tells you you’re leaning too far.

The front disc fitted to bike cures the common about triples – that is underwhelming for the bike’s power and That situation was at its worst the 1972 model year, had a conical front hub.

So is the dual braided hose that it’s easy to up the front with an overexuberant of the steel lever, and there’s any fear of running out of brakes. The are the cheaper steel ones are commonly replaced with types, but they have no getting their teeth the

de-chromed discs. Even the chrome doesn’t fall off of its own I recommend you take it off to get more efficiency.

This test was wearing a price tag of £2900 we picked it up from Triple and it underlines just what the triples are. Sensibly the bike is typical of what can be had now. Go ahead and pick up a

1. There are four main types found on production triples: the early Rayguns, the cigar, the long cigar and the annular discharge black cap There was a Burgess-style for the Beauty Kit too.

2. Rear shocks were Girlings and these work well. Hagon offer shocks. Some riders their standard springs too and softer springs can be specified.

The new copies of Koni Dial-a- look good too.

3. system benefits from an feed to the pump as per the T160. need a larger bore strainer too and this is not a straight fit Rocket 3s. Triple Cycles a higher capacity oil pump and drive gear.

4. Carburettors are and are made from special cheese that spreads from the fridge. When replacement 26mm bodies they’re bored out to the correct and have no throttle stop

5. Standard footpegs are too low to exploit the of the T150s. Rocket 3s and T160s slightly better because of higher frames. They’re too far forward to be comfy for taller

Consider LP Williams or Norman rearsets.

6. If we’re totally frames were never strongest hand. The T150’s isn’t bad but is a little spindly. If familiar with Triumphs know the essential rising cornering technique.

T160/R3 frames are better.

Norton Triumph Prototype

7. First have steel slider which became aluminium types for the conical-hub models on. bear a passing resemblance to Progressive springs improve as do the damper units from Cycles.

8. Front brakes from the late-1960s tls drum worked so well on the twins but was at its on the triples, to the rightly derided hub followed by the Lockheed disc. are brilliant, all can be improved.

17.10.71 – Raceway, Los Angeles

In 1971, racing triples howled to a run of wins and lap records in world-class events. It was a magical season for the topped off beautifully when Cooper won America’s richest-ever

race for BSA.

On his first US the 33 year old Derby rider away from October’s Spark Plug Classic more than $15,000 in his – $70,000 in today’s money. It was the of a brilliant hat trick: in preceding ‘Coop’ had sent UK fans by beating MV star Giacomo at Mallory Park and Brands

Run over two 125-mile legs at Los 3.2-mile Ontario Raceway, the Classic attracted world-class and top works teams.

After a start in leg one, Cooper his way through the field to finish behind Gary Nixon’s and Kel Carruthers’ 350cc Vesco

“I won the second leg from Kel by the length of a plug, which was quite Cooper says. “In the early I was quite well up when were suddenly falling off all the place.” Spilled oil brought seven, including Nixon and Aldana on triples, Harley Cal Rayborn and Kawasaki’s Yvon

DuHamel. Cooper stayed on and led Triumph’s Gene Romero him, but then the American

“I was well ahead and started stale. I couldn’t seem to myself go faster. Then Kel up and I decided that if he got past, pull me along.” The two riders the crowd as they swapped the

In the pits Doug Hele and his were so intent on fixing bike, they lost of Cooper’s laps and failed to him accurate signals. “I had Kel weighed up, but get a pit signal, so I looked at the scoreboard lap

Little did I know it was a couple of adrift.” As the two leaders mopped up markers, Cooper saw Carruthers an all-out effort through the two corners and sensed that the was out.

“I just revved BSA as hard as I could down the and passed him – right on the line,” recalls.

Team boss Hele was delighted, especially as gambled on his triples lasting fuel stops. But he recognised twostroke power was about to end the reign and returned to England to the BSA Group plunged into

Racing Legends

MALCOLM – Triumph racer

In 1970, Welshman Malcolm Uphill the Trident’s first of six Production TT Finding the triple less than his 1969 Bonneville, he a heroic race, fighting from a foot injury and power though an ignition In a thrilling finish, Uphill Peter Williams’ Norton by 1.6

ROB NORTH – frame builder

to build frames because Tube couldn’t deliver in Freelance welder Rob North immortality by brazing-up T45 tubing for the triples. After the 1970 the double-loop frame was lowered and the version has a ‘letter box’ oil slot in the fairing nose.

MANN – BSA racer

After US racing equipe sacked for being too old at 36, he won the 1970 Daytona 200 on a four. Invited back the BSA camp, ‘Bugsy’ headed the 1-2-3 at the Florida epic in and clinched that year’s US championship. It was the last to be won on British

FRED SWIFT – mechanic

Swift is an unsung hero of the team. Paul Smart’s spannerman, he built Dick engines too. Miracles he included rebuilding Aldana’s on the morning of the race at Daytona in and changing a Production Trident’s sprocket – a nightmare job – inside an

Service Tips

The BSA/Triumph have a reputation for being to maintain. This isn’t fair, though they are less forgiving than the twins mechanically. They be serviced on time and by the book.

Get a workshop manual and the Trident Rocket 3 Owners Club’s notes. The really crucial

with the triples is getting put together properly in the first

Follow the recommended oil change 3000 miles at the most for the and 6000 miles for the gearbox. And use the available 20/50 oil.

balancing should also be by the book. Synchronise the slides by a feeler gauge under the with the carbs off the bike. refit the carbs and set the air screws by

This is something that get better at with practice, some people modify the manifold to take vacuum

Most bikes have now converted to electronic ignition to the ritual of setting three of points. Fit a Lucas Rita for £125 or Boyer Bransden for You’ll have to change to 6v for the latter at £75 a set. If you insist on with the original set-up, in a good quality strobe and rush the job.

It’s got to be

Valve clearances are simple to set, but late model adjusters used to fall Mushroom shaped lifters are an

For serious engine work need the usual array of pullers. These are the only way to remove timing gears, the sprocket, oil pump driven and clutch. You don’t actually the specialised clutch alignment that BSA/Triumph came up that also required a cutaway primary cover.

in this department on early were traced to a faulty of sprockets.

One thing you do need is a ring spanner to get the cylinder nuts off and on. A half inch treated to a session on the angle will do it.

Oh, and if your triple has a front brake and you don’t to replace it, have the operating extended by 7/8in.

Tappets do to rattle merrily on a triple, but the gaps are correctly set, worry about the tinkling.

Hyde – 01926 497 375

Triple – 020 8518 2018

LP Williams – 408 822

For more great bike check out Which Bike .

Norton Triumph Prototype
Norton Triumph Prototype
Norton Triumph Prototype
Norton Triumph Prototype
Norton Triumph Prototype
Norton Triumph Prototype


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