Triumph Trident

9 Май 2015 | Author: | Комментарии к записи Triumph Trident отключены
Triumph Trident 750


This Triumph Trident got the factory kit, with teardrop convex side covers silencers (mufflers).


The story of the Triumph’s triple-cylindered her sister-bike, the BSA Rocket 3, is one of the most and at the same time most story in all the annals of Classic Motorcycles. Interesting because the Trident might actually been one of the few instances in which parent company, BSA, have actually been of the curve with its planning.

because it took so many to get from concept to prototype, prototype to production, that the of opportunity had closed. Now instead of an fast, radically new machine, by the it launched in late 1968 (as a model), it had already been by the world-beating Honda 750 Four.


As development work on the soon-to-be-released unit construction veteran engineers Herbert Hopwood Doug Hele saw the on the wall. As good as the 650 twin it was already reaching its limits of durability, and they were to make it even faster! had become a problem as soon as punched out the old 500cc Tiger to create the 650cc 1950 6T Thunderbird.

It had gotten steadily as performance grew throughout the The TR6 with its Delta head in followed by the twin-carb Bonneville in just made matters Now that they were to reintroduce the engine in unit-construction the goal was, of course, to even more power it, to feed the hungry US market.


These designers came up a radical new Instead of trying to balance a big twin with a 360-degree what if they split it THREE cylinders, and arrayed the with pins at every In 1961, there were of singles twins, and even a few

But NO ONE had a triple! The idea was wild, considering the conservative nature of BSA management at the time. But, by they had drawn up all the engine by 1965 they had a running engine in a 650 Bonneville frame.

Triumph T150 Trident, as they came from the with shoebox tank, side covers ridiculous ray gun (also known as Flash mufflers).


Imagine, if you will, a Triumph 750 Triple in 1966. What of impact would it have in a marketplace filled with 650 twins a few 350s a 450 twin out of Talk about being of the curve!

Triumph would had a bonafide hit on their hands have firmly established as the preimminent performance brand. As it it was the fastest motorcycle in the world it came out in 1968, even than the first Honda Imagine that kind of 2 years ahead of the big Honda.


Well. it didn’t Endless dithering on parent-company part caused the project to run on until the news of the impending of the Honda 750/4 forced into hasty action. You think that after years of tinkering with the prior to this, that would have had something for market.

But alas, not even First off, BSA was feeling by Triumph’s popularity success, and wanted to do something for their as well. So, the insisted that the new Trident triple also be as a BSA, to be named the Rocket 3 to honor all those great Rocket twins). But this going to be some badge-engineered of the Trident.

No, that would made too much sense. they took all the basic put them into an entirely new set of cases whose only was to provide a 15-degree slant to the to make it look different the Triumph, which had vertical But that wasn’t all. dropped it into an entirely new completely different than the Trident unit.

This maneuvering slowed introduction more drove up costs.


But BSA management done screwing up the Triumph yet, or their own BSA Rocket 3, for matter. Because they had to the conclusion that this new Triumph must not look like the highly successful twins. So, they subcontracted-out the of the bike to a firm that had styled a motorcycle before.

The Ogle company had built reputation in industrial design, in the automotive business, having the Reliant Robin, among This further delayed the the final product was anything but The new-for-1968 Triumph Trident and BSA 3 hit the market with a clunky tank so square that it known as the shoebox tank, with slab-like side mufflers (silencers) so outlandish were nicknamed Flash or Ray Gun mufflers.

Funny thing: worked better than that came after.


The radical simply didn’t do the bike was roundly disliked by many. can make or break a product styling doesn’t have to any more than poor But it cost the Triumph Trident the BSA 3 a great many sales in the early days, when needed to be gaining market By the time they got the styling 1971 for the Triumph Trident, it was too the window of opportunity had closed.

The 750/4 was stealing the limelight the In a desperate attempt to correct blunder, Triumph came out a dress-up kit that was sold dealers could be dealer-installed or by the owner, that went a way toward fixing the horrid It included a new teardrop tank (in Triumph style), new convex covers a new set of conventional mufflers

While many kits sold, it didn’t do much to up the weak sales of the Triumph

This 1969 Triumph Trident got the optional dress-up replacing the quirky styling more traditional Triumph


The Triumph while a radical new design, was along very traditional lines similar to Triumph design. It had vertically-split cases, a crank with plain two cams driven by a gear on the right, with a primary on the left. The tappets, tappet pushrods, rocker arms were all right out of Triumph’s


Many think, it is repeated, that the Triumph 750 triple is ‘a Daytona-and-a-half’, that they based it on the 500 added one more cylinder. is actually not correct. The bore on the unit-construction 500s like the was slightly oversquare at 69mm X

But the Trident’s bore … are undersquare at 67mm X 70mm, it shares not with the Triumph 500 but with Triumph’s 250 single-cylinder the TR25. They supposedly the 250 single over the 500 twin the smaller bore allowed to keep the engine narrower. Hele actually had a plan to the entire engine line 500 twins, 750 triples even a 4-cylinder all built from the basic architecture, but alas it came to pass.


The Triumph Trident was only to be a 5-year stopgap while prepared a whole new line of OHC DOHC machines at their new tech center, the infamous Hall. So, rather than big development money on a whole new with horizontally-split cases, sought to keep tooling down by utilizing as much of the engine tooling techniques. the vertically-split cases, but not two like the

The Trident had 3, a center case the 2 center main bearings two cases, each with an end But they were just of a complex assembly that no less than 7 castings vertical seams which prone to leaking oil. using old tools old techniques involved numerous time-consuming slowed initial production to 50 total engines per week at Small Heath plant, and was shared between Triumph

For instance, it required 56 stages 48 fixtures just to machine the section of the crankcase. Of course, the were slightly different, made them totally on the assemblyline even more was lost switching it back The crankshaft, on the other hand, was a work of art.

Another product of BSA’s own forge, it was in one piece with all 3 throws in then heated twisted they were set at 120-degrees each other. Later, BSA began selling off assets in a effort to survive, they their metalworking facilities so Tridents got conventionally-made forged from an outsource.


The unique design was at once new obsolete at the time. The ancient pushrod architecture dated back to Turner’s seminal Speed of 1938. But, it was still an piece that produced power handling.

Despite its ancient design, the biggest problems usually down to sloppy build-quality the factory, as this was a time of upheaval in the BSA empire, which Triumph. However, when niggles were sorted either by the dealer or the owner, proved to be very fast, dependable machines. Since a plethora of parts techniques surfaced that go a long way solving any problems or shortcomings the Triumph Trident may have

Done right, they are the best classic British ever built. And they a sound like no other!


Despite lackluster in the showroom, on the racetrack, the Triumph was proving to be a world-class winner. Tridents won the legendary Isle of Man TT races from 1971 1975, 5 consecutive years, a achievement by any measure. But made more stunning by the fact the Japanese were making a onslaught on all forms of motorsport at time.

Add to that the financial of BSA Triumph as companies, and its amazing they ever accomplished it.


But despite raging on the track, Triumph Trident never took off. The of bad timing (it took too long to withering competition (the 750-4 had just arrived), styling, spotty build low production figures (initially about 2,500 units per and a high price (a 1971 sold for $1,765US, while a Norton Commando sold for doomed the Triumph Trident. In over their 7 model the Triumph Trident BSA Rocket actually produced totaled 27,480 machines, combined!


Despite all the problems the sales, the Triumph Trident was one motorcycle. And it really was the world’s true multi-cylinder superbike. It was very fast.

It won races great glory for Triumph, BSA and England. And it had to be one of the coolest motorcycles of all British or otherwise.


As an interesting aside to the Trident / BSA Rocket 3 story is the X75 Having insisted on a slightly 3-cylinder motorcycle for their own BSA wanted to make an impression their dealers something for a change, and something that couldn’t match. There was a lot of rivalry at that time.

They were hoping to out with what would be today a ‘halo’ model, one would get buyers into the show the world that BSA had game. So, they contracted fairing pioneer, Craig father of the Windjammer fairing, to a BSA Rocket 3 back to his shop it.

And what a customizing job he did! He the stodgy BSA restyled it completely a swoopy new one-piece fiberglass combo that flowed an integrated rear fender. The scheme was wild: bright with a bold yellow The front forks were per current chopper practice, and impressive of all, were a set of 3 upswept exhaust pipes ran along the right side of the

STUNNING! It all flowed together nothing anyone had ever before. While grossly (with tiny gas tank forks) it had the … appeal to be a hit.


But alas, once again, BSA to turn a potential hit into yet dud. BSA’s mounting problems, among other delayed launch of the A75 Hurricane nomenclature) so long that it was finally released, BSA was no longer motorcycles, so it had to be rebadged as a Triumph


So, in the end, the that was supposed to ‘one-up’ actually became a Triumph. But entirely of BSA parts. The BSA engine, it’s 12-degree inclined the twin downtube BSA frame greatly from those on the Trident.

But, BSA was now closing its found itself in possession of a stock of BSA engines, frames parts left over BSA production was halted. So, in one of their clever moves, they the last of these parts to what was to be the first batch of under the flag of Triumph. It was a plan, but too little too late. And a price, once again.

its most impressive feature, wild pipes, ended up the final undoing of the Hurricane, they couldn’t be made to new noise laws in the US. Just Triumph Hurricanes were (1973 model year making this not only one of the exciting Classic British but also one of the rarest. Although I see come up regularly at classic auctions.

One just sold at the MidAmerica in Las Vegas recently (January for $25,000.

Triumph Trident,


Billed as the world’s first the 3-cylinder 750 Triumph Trident was Unfortunately, it arrived just before Honda ‘s 750 Four. But, the Trident was a impressive machine nonetheless.

good handling, and great-looking. maybe not in the first year. For the Trident came dressed in a tank side covers, and Ray Gun mufflers.

1970 TRIUMPH T150

Gone was the boxy Ray Guns. The ’70 Trident a lot more like a Triumph with looks more in with the Bonneville. Lots of evolutionary mechanical changes also made.

1971 TRIDENT T150

Trident the same tank, seat, mufflers, forks, shocks, brakes as the 1971 Bonneville. alone is change enough, so few upgrades were done year. Perhaps the most visual feature that 1971 1972 Tridents from all other Tridents is … conical hubs.

look great but don’t so good. Oh well.














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