Used advice Triumph Trident 750-900

Posted on by admin

Table of contents

counselor

Used purchase

Used advice Triumph Trident 750/900

Used advice Triumph Trident 750/900
The English patient

In 1991 the classic company name Triumph was revived in a new company. The machines from Hinkley only had a few teething troubles to cure. The best proof: the Trident model.

Peter Limmert

10/01/1997

What really drove John Bloor, the creator of Neu-Triumph, to get into the motorcycle manufacturer business is not known. In any case, the newcomer to the industry, initially laughed at indulgently, managed to revitalize the English engine glory several decades ago with fresh – and more importantly – staying power. The engine’s stability was very good right from the start: after a 50,000-kilometer long-distance test, the Trident 900 was still in excellent shape. The best conditions for the used buyer who does not have too much to do during the viewing. However, since the Trident model, the undisguised all-round bike with the agile three-cylinder engine with 750 and 900 cm³, has undergone a wealth of mostly inconspicuous but effective modifications in its six-year construction period, a certain amount of background knowledge is important here.
One problem (not just the Trident) in the first year was a too weakly designed timing chain tensioner. He skipped the timing chain for the camshaft drive – with not exactly beneficial consequences for the inner workings of the engine. In the interests of its continued good reputation, Triumph got this problem under control quickly, which also included the fair treatment of engine damage. A series of faulty piston rings that had caused abnormally high oil consumption also had to be replaced in 1991. Difficulties with a defective starter freewheel or the control unit that would not start the engines in cold weather were also resolved by Triumph in an exchange campaign.
From 1993, the British lowered the seat height of the Trident by five centimeters to 770 millimeters with a new, flatter bench seat and a strut that was shortened by twelve millimeters and with an increased spring rate. In addition, the company took the complaints of many drivers (and passengers) as an opportunity to place both pairs of pegs lower and thus more convenient. Quieter silencers fulfilled the regulations of lower noise limits, modifications to the carburetor jets were intended to moderate the drinking habits of the agile, but easy-to-swallow three-cylinder and especially to remedy the weakness of the Trident 750 in the mid-speed range. That succeeded, but frugality is still alien to the high-revving engine.
On the chassis side, leaky fork seals were initially annoying, in which the previously single-lip rings were replaced by improved double-lip versions. Improvements also in terms of parking options: The side stand, which was initially simply incorrectly designed, was given a different angle of attack so that the machine can be parked safely without self-destructive addiction to falling. The main stand was reinforced, but without significantly reducing the Herculean effort required to jack it up.
The double-disc brake system of the Englishwoman is not bad, only when the pace is brisk, due to the high weight of both Trident models, it eats up large amounts of deposits and also lacks the desired sensitive dosage. Triumph only took this into account insofar as the more effective four-piston brake caliper system with larger discs is offered as an extra for almost 2000 marks. Of course, sporty and ambitious drivers are flirting with it. But: They prefer to choose the Sprint that was added to the range in 1993, a Trident with effective half-fairing that is equipped with this braking system as standard.
The original Michelin A / MJ 59 X tires, which lasted a long time, left a lot to be desired in terms of track stability. The Bridgestone BT 50 receives generally good marks, but it wears out much faster. The compromise: Pirelli MTR 03/03, performs well and lasts longer.
Tridents are (still) relatively rare even used, so accordingly exclusive. The cheapest is the 750, which is offered with all modifications and under 50,000 kilometers mileage from around 7,500 marks, the more popular 900 costs a good 1,500 marks more. And the even more popular Sprint hardly changes hands for less than 10,500 marks. One more indication that the English patient is now enjoying excellent health.

Reading experiences

The Trident Guild raves about the reliability and good workmanship of their English bikes. The high weight and a brake that takes some getting used to do not bother the self-confident clientele.

I bought my Trident Sprint new in 1993, today’s mileage is 58,500 kilometers. After 20 years of Yamaha, I chose the English brand and my expectations were fully met. The load is always fully used (pillion passenger, Hepco and Becker suitcase, luggage roll and tank bag). Nevertheless, thanks to the grease nipple and frequent use of the grease gun, the lever on the rear strut deflection is still completely free of play and like new. The first chain kit had to be changed after 44,000 kilometers. Thanks to the early assembly of BMW bellows, I have never had to complain about leaks on the telescopic fork. I consider the first valve clearance check to be advisable after 1000 kilometers instead of after 10000 as planned. I had to replace two defective fuel taps and repair a broken cable to the ignition lock. Because of the complicated air filter replacement, I recommend a K&N filter insert, which is more durable, but may require larger carburetor nozzles.Dieter Frank, Kassel I have been the owner of a new red Sprint since May 1995, previously only Japanese motorcycles were in my garage. I’ve only had good experiences on 27,000 kilometers so far. The rear tire (Bridgestone BT 54 R) lasts an average of 9,000 kilometers, the front almost twice as much. In the two years I had the rims polished to a high gloss, the rear footrest plates of the Daytona and a BOS exhaust system installed. Marius Rech, Sankt Sebastian I bought my Trident new in 1992, the only conversion was the front Daytona brake system because the original seemed too weak to me . Teething troubles such as leaky spark plug connectors, a penetrating shock absorber and rusting mufflers have been fixed under guarantee. Initially slight vibrations at 3000 rpm increased increasingly and led to the replacement of the entire clutch. After 50,000 kilometers, the wheel bearings, the sliding bushes of the telescopic fork and the starter freewheel were due. On this occasion I switched the idler gear to the starter, now the engine starts more spontaneously, even at temperatures around zero degrees. At mileage 70,000 I accidentally jammed the O-ring of the oil filter, the due engine damage and the subsequent dismantling gave me ample opportunity to admire the robust design of the engine. The gearbox, piston and cylinder raceway looked like new, only the connecting rod bearings were over and the crankshaft worn in. Now I drive a used Trophy engine. The only really annoying thing is the significantly higher prices for spare parts; the cost of a set of front brake pads increased from 130 to 220 marks. Overall, however, I am satisfied because the quality is significantly better than my previous Japanese models.Josef Astner, Stuttgart For a good two years I have owned a Trident 900, built in 1992, mileage 31,000, of which I drove 11,000 myself. In order to improve the front brake in a cost-effective manner, I installed steel flex lines, then pads from Polo were used (a little thicker, so the pressure point moves more away from the throttle). I also installed an accessory lever (from Louis, adjustable for Kawasaki ZX 10). Result: a clearer pressure point with less lever travel, costs 240 marks. The rear notch position was placed by an extension about eight centimeters forward and more than five centimeters down, the notches at the front moved three centimeters down. Result: both my wife and me much more comfortable leg angle – costs 170 marks. The standpipe protectors from Triumph are important as accessories, so the sealing rings of the telescopic fork are significantly protected, costs 25 marks. On top of that, the installation of a HG cockpit fairing, very easy installation and removal, as it is only attached using the screws for the headlight, costs 100 marks. The relief is pleasant when driving on the motorway up to 160 / kmh. The installation of the oil riser pipe of the 94 model is advisable because the pipe (1992) does not have a steel jacket. In my case, the rubber connection tore by twisting it slightly. Manfred Heckt, Hamburg I bought my Trident new in February 1996. The machine is very reliable so far (19000 kilometers). The only defect: a broken speedometer cable. Instead of the expensive original, you can also take the shaft for the Honda VT 600 from the accessories (around 20 marks), it is identical to the original. Several burned out lamps in the cockpit lighting. Remedy: You take lamps with a higher wattage and leave the light off when starting up. Mattisa Buthmann, Techau

Technical specifications

Technical dataMotorWater-cooled three-cylinder four-stroke in-line engine, two overhead chain-driven camshafts, four valves per cylinder actuated by bucket tappets, crankshaft with slide bearings, a balance shaft, contactless ignition system with electronic ignition adjustment, three Mikuni constant pressure carburetors, 36 mm diameter, 350 watt alternator, 12V / 14Ah battery , E-Starter.Bore x stroke 76 x 65 mm, displacement 885 cm3, compression ratio 10.6: 1, rated output 98 PS (72 kW) at 9000 rpm, max. Torque 8.5 kpm (83 Nm) at 6500 rpm Power transmission Primary drive via gear wheels, multi-disc clutch in an oil bath, hydraulically operated, claw-shifted six-speed gearbox, secondary drive via O-ring chain. Chassis central frame made of round steel tube, telescopic fork, steering head with tapered roller bearings, standpipe diameter 43 mm, two-arm swing arm, needle bearings Rear central spring strut, articulated via a lever system, adjustable spring base and traction damping, double disc brake with double piston calipers front, 296 mm, rear disc brake, 0 255 mm, light alloy cast wheels. Suspension travel front / rear 150/120 mm, rim size front 3.5 x 17 rear 4.5 x 18 tire size front 120/70 VR 17 rear 160/60 front 18 dimensions and weights steering head angle 63 degrees caster 105 mm length 2260 mm wheelbase 1490 mm seat height 820 mm handlebar width 770 mm tank capacity / reserve 25/5 liters weight with full tank 252 kg Total weight 436 kg Service data Service intervals every 5000 km Oil change with filter every 10000 km Engine oil SAE 10 W 40 Filling quantity with / without filter 3.75 / 3.5 liters Spark plugs NGK DPR 9EA-9 Telescopic fork oil SAE 10 Filling quantity per spar 586 cm3 Valve clearance, cold, inlet 0.10 to 0.15 mm outlet 0.15 to 0.20 mm test values ​​maximum speed solo / with pillion passenger 215/199 km / h acceleration 0-100 km / h solo / with pillion passenger 4.3 / 5.4 sec consumption 6.5 liters fuel super unleaded spare parts prices camber parts clutch armature 389 Mark handlebar half 134 Mark rear-view mirror 91 Mark, front indicator 59 Mark, tachometer 321 Mark, tachometer 366 Mark, fork tube 276 Mark, front mudguard 202 Mark, front wheel 742 Mark, in silencer 538 Mark, painted 996 Mark, complete frame 2122 Mark, wearing parts, chain kit, chain kit, 320 Mark, brake pads, front 892 Mark, brake pads, 15 Mark, brake pads, front 892 Mark, brake pads, 15, front, one set 128 Mark brake pads 43 Mark Speedometer cable 37 Mark battery 119 Mark Fork seal ring 18 Mark Strengths and weaknesses kenElastic, characterful engineLarge radius of actionVery good workmanshipWeaknessesHigh weightUncomfortable sitting posture for driver and front passenger (first series) Brake performance in front leaves something to be desired Test in MOTORRAD1Test 21/1991Comparative test 7/1992Test 2/1993Test (Sprint) 6/1993 Sprint) 3/1995 Comparative test (Sprint) 19/1995 Tire approval type T300 front rear 120/70 VR 17 160/60 VR 18Bridgestone BT 50Dunlop K 455Metzeler ME Z1 or Z2 Michelin A / M 59 XPirelli MTR 03/04 Footnotes: 1Tests can be ordered from the publisher, telephone see box on page xxx.

  • Used advice Triumph Sprint ST

    counselor Used purchase Used advice Triumph Sprint ST Used advice Triumph Sprint ST Top class Triumphs ST is one of the best among sports tourers. As a…

  • Second-hand advice Triumph T 595 Daytona

    counselor Used purchase Second-hand advice Triumph T 595 Daytona Second-hand advice Triumph T 595 Daytona Hot chair Triumph’s sportiest three-cylinder…

  • Used advice Honda CB 750 Seven Fifty

    counselor Used purchase Used advice Honda CB 750 Seven Fifty Used advice Honda CB 750 Seven Fifty Hydro culture What do the CB 750 and these plants have…

  • Used advice Aprilia Pegaso 650

    counselor Used purchase Used advice Aprilia Pegaso 650 Used advice Aprilia Pegaso 650 Horse cure The Aprilia Pegaso 650 lifts the front wheel with ease….

  • Used advice Honda CB 500

    counselor Used purchase Used advice Honda CB 500 Used advice Honda CB 500 From the same mould Honda’s new model in the inexpensive entry-level class had…

  • Used advice Honda CBR 1100 XX

    Bilski counselor Used purchase Used advice Honda CBR 1100 XX Second hand advice Honda CBR 1100 XX (2001) Eco solution? The CBR 1100 XX started in 1996 as…

  • Used advice Ducati 916

    counselor Used purchase Used advice Ducati 916 Used advice Ducati 916 Looking for a bride? With the appearance of the 996, prices for used Ducati 916s…

  • Used advice Aprilia RSV mille

    Bilski counselor Used purchase Used advice Aprilia RSV mille Used advice Aprilia RSV mille Matriculation examination With the debut of the Mille, Aprilia…

  • Used advice on naked bikes

    fact counselor Used purchase Used advice on naked bikes Used advice on naked bikes IG Druck und Metall The strong, undisguised displacement cars are also…

  • Triumph Rocket III used advice

    fact counselor Used purchase Triumph Rocket III used advice Used advice Triumph Rocket III The used Triumph cruiser Cruisers live on superlatives. With…

Leave a Reply

Your email address will not be published. Required fields are marked *