Triumph Trident 800 Review
Real-road triple done right
A little over twelve months ago, Triumph rolled out the Tiger Sport 800, marking the debut of its larger 798 cc triple-cylinder engine. That release made the Tiger Sport the first of Triumph’s 660 cc three-cylinder model family — Tiger Sport, Trident and Daytona — to get a big brother. Trev rated it very highly on the Aussie launch.
With good reason too. That engine is terrific. Very Triumph. Full of character, fun, flexible and properly ‘finished’. The jump in capacity brought a noticeable bump in power and torque that is fully usable for everyday road riding.
Fast forward to more recently, and the Hinckley crew have rolled that same engine into the next model variant. The Trident. And in doing so, they’ve taken what was already a cracking little retro-styled entry-level bike and turned it into one of the most well-rounded bikes they’ve ever made.
At a high level, the 800 is a clear step up from the 660 in terms of usable power, without being as serious or focused as the Street Triple. It slots nicely between the two.
There is a LOT to like about the Trident 800. And very little to scrunch your face up at. Including the price. It reminds me a lot of some of the earlier Speed Triples, a bike I love, in the way it rides, which is no bad thing. Yet it is also effortlessly stylish in a way that no Speed Triple has ever really managed to be.
Familiar size, more substance
Physically, the Trident 800 is very, very similar to the 660. Close enough to call the same, really. The seat height is 5 mm taller, and the handlebar width gains another 25 mm, but in practical terms there’s not much in it.
On the road the 800 feels a little heavier in the front end by direct comparison, but you would hardly call it heavy. Far from it. While effectively the same on paper, it does have an ever-so-slightly steeper head angle, down 0.1 degrees to 24.5 degrees, and a bee’s whatsit more trail, up 1 mm to 108 mm.
That, combined with a 9 kg weight gain, which puts the bike at 198 kg wet, translates to a ride that is a little less flickable at very low speeds but transitions to greater stability as the numbers rise. It is a worthy compromise for a bike that will likely be pushed a little harder by more experienced riders.
Suspension gets serious
The suspension also gets a solid upgrade over the 660. Where the 660 runs 41 mm non-adjustable Showa forks, the 800 gets fully adjustable Big Piston units. Likewise, the rear shock on the 660 is only adjustable for preload, whereas the 800 also offers rebound adjustment.
It is a noticeable difference. You move from a one-size-fits-most setup on the smaller bike, which is actually pretty damn good for my 85-90 kg frame, to something that can be suitably dialled in for your riding style and conditions.
We actually started the ride with the suspension set slightly firmer than standard at both ends, along with some extra preload on the rear. That proved just fine for smoother roads: firm and controlled without being too harsh. Confidence-inspiring on good surfaces.
Halfway through day one, I backed off the front first, then the rear a little later, returning to almost standard settings while leaving the additional rear preload in place for the substandard roads in the Byron Hinterland. Sidenote — I’ve never seen such bad roads. I thought Victorian roads were rough!
The resulting ride was suitably compliant for everyday conditions while still giving plenty of feedback in corners and under hard braking. It is an overwhelming tick for the suspenders at both ends.
Better brakes too
Speaking of brakes, they are upgraded too. The 800 gets four-piston J.Juan, Triumph-branded calipers up front instead of the 660’s two-piston Nissins. It also gets cornering ABS, which is now present on the latest-gen 660 as well.
Solid initial bite with good power, and a noticeable step up from the 660. Lever feel is fine, though not exceptional. Experienced riders might like to dabble with pad choice, but I would be happy enough to stick with the OEM ones, to be honest. It is not a supersport bike.
Surprisingly, the rear disc is smaller on the 800 at 220 mm, compared to 255 mm on the 660. Possibly a reflection that experienced riders will lean harder on that front brake than beginners do. Interesting nonetheless. I found the rear to have excellent feel for low-speed manoeuvring and intersection crawling.
The engine is the star
But the real story here is the engine. Wonderful and smooth, really torquey right off the bottom. The way it makes its 115 hp and 84 Nm of torque is accessible without ever being ‘too much’. It really has no weak spots anywhere in the rev range and will loft the front off the deck from surprisingly low revs if you are so inclined.
By comparison, it is up 35 horsepower and 20 Nm over the 660 engine, and makes for a much easier, swifter ride without being overpowered. And while the stock intake and exhaust notes are quite good, I expect a slip-on would open up the growl and howl of that triple rather nicely…
Even with the same 14-litre tank size as the smaller 660, the Trident should see you out past 270 or 280 kilometres before needing a drink. Less if you are feeling frisky…
The power is now at a level that pretty much anyone can jump on and enjoy. While ‘just a bit more’ is often the ask, and I am guilty of that myself, I was not left wanting more while on the bike, which is telling.
It is still at a level where most riders will feel they are getting the best out of it when pushing on their favourite road. That in itself brings a certain satisfaction that is entirely unattainable with most of today’s big-power sportsbikes.
Flexibility is a massive strength here. You can ride this sedately and have a super enjoyable time, or lay the ears back and go at it, and the bike is just as happy. It really could be the ultimate gentleman’s hooligan bike in that regard… once you dive into the menus and turn TC off.
Electronics good, but not great
Which brings me to about the only area where I think Triumph could improve. The dash and electronics are good, without being great.
The dash design itself, for what it is worth, is fine. The TFT display is clear and easy to read, and switching between Rain, Road and Sport modes is fast and easy. The bike has mobile connectivity for calls and music control, as well as turn-by-turn navigation.
As standard, the 800 comes with a great quickshifter and has the same press-to-lock cruise control setup as the 660. That system cannot be adjusted incrementally up or down. Think of it more as a speed lock: on or off.
What is noticeable, though, is the lack of a custom map. If your preferred setting is a combination of the preset modes, you are stuck with only what is available, and can only adjust TC on or off from deep within the bike’s menu.
A custom mode that would allow riders to preset, then quickly choose, for example, the Road throttle sensitivity, the Sport power map and TC set to your preference, including off, would be a massive win.
I have come around to the view that your 660 buyer is probably not going to be looking for that level of customisation, or the ability to easily turn TC on and off without stopping and diving into the menus. But I think the more experienced rider that the 800 is arguably aimed at probably expects it.
Or, just give us a button to press to deactivate and reactivate TC. I know, I have said this before, and there is a risk of coming across as a bit of a broken record here, but you know what — that is okay. Call it the Vickers button; I don’t mind. If that is what it takes.
A sharper-looking Trident
Styling-wise, the new 800 gets distinctive gold wheels, a belly pan, and a fly screen to set it apart from the 660, and it comes in three solid colour schemes.
The launch group was fairly evenly split on favourites. Some preferred the JPS look of the Jet Black, others went for the Ash Grey, and I think I eventually settled on the Carnival Red as my pick of the litter, with its metallic/candy look.
And that retro roadster styling is hard to go past. Really nicely executed from nose to tail. Good proportions, good materials, good build quality.
While, dynamically, it lands somewhere in the ballpark of Yamaha’s MT-09, Suzuki’s GSX-8S, and Kawasaki’s Z900, there is not much else on the market that compares in quite the same aesthetic.
In terms of where it sits in the Triumph line-up, it is obviously above the 660 but below the Street Triples in outright capability. The Street and Speed Triples are still the go-to if you want the ultimate triple-cylinder performance. The Speed Triple RS is a genuine naked Superbike.
The Trident is not about chasing lap times. It is a step more comfortable, easier to ride, more tasteful, more restrained in its styling, while also being a bit of a sleeper. I like that. I think others will too.
Especially when the price is taken into account. Just under 17 k is damn good value for a bike this good. Grab one with a genuine accessory Akrapovic slip-on, and you would be giggling for under eighteen big ones.
Triumph line-up changes
Finally, it is worth mentioning some other Triumph line-up updates.
The updated Trident 660 once again moves back to being available only in LAMS spec in Oz. We will no longer get the full-power variant here, and the same goes for the updated Tiger Sport 660, which is now LAMS-only.
The introduction of the Trident 800 also coincides with the phasing out of the Street Triple 765 R, which makes 120 hp, compared with the 765 RS at 130 hp.
The Daytona is still available in both LAMS and full-power form, as there is currently no 800 version of that yet… but you would have to think it will not be long… surely?
Trident 800 hits
- Cracking 800 cc triple engine is fun, flexible and full of character.
- Terrific styling, very well executed.
- Great blend of power, suspension, brakes and chassis balance for real-road performance.
- Very strong value for money.
Trident 800 misses…
- No customisable rider mode.
- Basic ‘speed lock’ style cruise control.
Triumph Trident 800 Specifications
| 2026 Triumph Trident 800 Specifications | |
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Engine Type
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Liquid-cooled, inline 3-cylinder, 12 valve, DOHC
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Engine Capacity
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798 cc
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Engine Bore
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78 mm
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Engine Stroke
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55.7 mm
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Compression Ratio
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13.2 : 1
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Max Power
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115 PS / 113 bhp (84.6 kW) @ 10,750 rpm
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Max Torque
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84 Nm @ 8,500 rpm
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Fuel System
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Multipoint sequential electronic fuel injection with electronic throttle control
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Exhaust
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Stainless steel 3 into 1 header system with side mounted stainless steel silencer
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Final Drive
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X-ring chain
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Clutch
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Wet, multi-plate, slip and assist
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Gearbox
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6 speed
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Frame
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Tubular steel perimeter frame
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Swingarm
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Twin-sided, fabricated steel
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Front Wheel
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Cast aluminium alloy, 5 spoke, 17 x 3.5 in
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Rear Wheel
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Cast aluminium alloy, 5 spoke, 17 x 5.5 in
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Front Tyre
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120/70 R 17
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Rear Tyre
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180/55 R 17
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Front Suspension
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Showa 41 mm upside-down BP-SFF forks, compression and rebound damping, 120 mm wheel travel
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Rear Suspension
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Showa monoshock (RSU), with adjustable preload and rebound damping, 130 mm wheel travel
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Front Brakes
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Twin 310 mm floating discs, 4-piston radial calipers, OCABS
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Rear Brakes
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Single 220 mm fixed disc, single-piston sliding caliper, OCABS
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Instruments
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LCD multi-function instruments with integrated colour TFT screen
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Width
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815 mm
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Height
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1088 mm
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Seat Height
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810 mm
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Wheelbase
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1402 mm
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Rake
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24.5°
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Trail
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108 mm
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Wet Weight
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198 kg
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Fuel Capacity
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14 L
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Fuel Consumption
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4.7 L/100 km
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CO₂ Emissions
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109 g/km
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Emission Standard
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Euro 5+
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Triumph Trident 800 Images
By Dean Walters
