Triumph Trident 800 (2026 - ) review

The addition of a standard flyscreen, belly pan, knee pads on the tank and some snazzy graphics perhaps detract a little from the purity of the original Trident 660 but Triumph had to do something to make this 800 stand out, and it’s still a handsome bike with its circular light and almost bobber-like tail playing well against the more modern flourishes. And somewhat less confrontational than rivals like the Yamaha MT-09 or 990 Duke. Visually the biggest ‘tell’ over the 660 is the standalone silencer required to handle the extra gases generated by the bigger engine, this also necessitating modifications to the tubular steel frame to accommodate the triple throttle bodies and bigger airbox. Gold wheels are another distinguishing feature, and add a bit of bling to the looks, the overall effect a little ‘friendlier’ than the Street Triple 765 R this bike effectively replaces in the Triumph hierachy.

The Trident’s compact and confidence-inspiring stance is a proven hit, especially among female riders and those choosing it as a first big bike. Performance has obviously taken a serious step up with the 800 but none of that accessibility has been lost along the way, the 810mm seat height on the money for the class while the relatively narrow frame makes it easy to get your feet down. It’s shorter in wheelbase and reach than some rivals, and if you’re much over six feet in height there’s a danger it may feel a little cramped as a result. But, overall, the riding position strikes a perfect balance of upright comfort thanks to wide bars and centred weight while the compact size makes it easy to throw shapes if you’re in the mood to play and ride more dynamically. But still comfortable when you’re just chilling, or riding through town.

Don’t be fooled by that dinky little flyscreen – the Trident 800 is still a minimal machine without much in the way of protection from wind or spray. As revealed by the state of our leathers after a downpour on the launch ride. But you know what you’re in for with a bike like this, so we won’t mark it down too harshly. The accessories range includes a variety of soft luggage options but nor are you likely to be using a Trident for extended tours needing more than a tail pack or tank bag. Of course, if you do need more practicality and carrying capacity the Tiger Sport 800 shares the same basic platform and engine, has much of the same spirit but with a good deal more practicality into the bargain. Pays your money, takes your choice.

The Trident 800’s competitive price point presents a range of engine types and power outputs across a variety of bikes, the Triumph’s 115 horsepower landing mid-way between the 105 horsepower of the similarly-priced BMW F 900 R and 150-plus of the Fireblade-engined Honda CB1000 Hornet. If lacking outright firepower compared with the latter the 800’s output is perhaps more exploitable and accessible, especially at what we’d describe as sensible road speeds. Where opportunity to use full power on the Hornet might come fleetingly the 800 is plenty fast enough to thrill, but with the satisfaction of knowing you can wind it out to the stop without risking life or liberty. Smoother and slightly less manic than the equivalent CP3 triple in the Yamaha MT-09 or XSR900, the 800’s motor has huge breadth, with plenty of torque to haul in-gear as well as a searing top-end haul to the 11,500rpm redline. That combination of flexibility and feistiness makes the performance all the more exploitable and enjoyable, that triple smoothness a big sell over the parallel-twins in most rivals. The slick quickshifter is a joy to use as well, the choice of Rain, Road and Sport rider modes meaning you can tailor the throttle response (and electronic aids) to your mood or the conditions. Having tried them all we’d be happy leaving it in Road and be done. The upgrade to lean-sensitive ABS introduced on the Trident 660 last year is also welcome, and more sophisticated than what you get on the Hornet. And what the unbranded radial four-pots up front lack in designer-label bling they more than make up for in feel and power.

There was little wrong with the handling of the existing Trident 660 and it proves more than capable of taking the extra power unleashed by the 800’s engine. The Showa forks and monoshock rear are fundamentally the same, though with the addition of compression and rebound adjustment up front and rebound and preload at the rear if you wish to fine-tune the set-up. For the purposes of this launch ride we just went with Triumph’s stock tune and didn’t have any complaints, even when the roads got a little choppier or over broken urban tarmac with speed humps, potholes and the rest. The wide bars and neutral riding position make it easy to load up the front end in the corners, that compact wheelbase meaning the Trident is eager to change direction without ever feeling twitchy or flighty. In short, the Trident 800 has the small-bike chuckability and bike-bike power to put a smile on your face, whatever level of experience you bring to it. True, more aggressive riders may prefer the urgency of the MT-09 or XSR900 while that BMW F 900 R feels a tad more planted. But you’ll have to work hard to find a situation where the Trident 800 doesn’t inspire confidence. And big grins.

There are cheaper bikes in this class, the arrival of new Chinese alternatives like the impressive QJMotor SRK900 showing the direction of travel there. But the Trident 800 takes advantage of its 660 foundations to nail a competitive price point undercutting established rivals like Yamaha’s equivalent MT-09 or XSR900. True, the CB1000 Hornet offers more punch for less cash with its bigger engine and extra power but will cost more to fuel, insure and maintain. So, for the target audience of new and/or younger riders progressing up the power ladder the Trident 800 should prove a cost-effective way of doing it.

The Street Triple 765 motor on which the engine in the 800 is based on has been proven in Moto2, where Triumph remains the official engine supplier. True, this longer-stroke version is still relatively new. But the fundamentals are carried over so we’d take some faith in that.

Triumph’s generous 10,000-mile service intervals offer additional reassurance that the engine is tough and reliable, and it’s therefore unlikely you’ll need to visit the dealer more than once a year. The standard two-year warranty can, meanwhile, be upgraded to three- or four-year cover at extra cost if you feel it necessary.

Tech fans craving big screens and the endless configurability offered by the likes of Yamaha and others may find the Trident’s part-TFT, part-LCD display somewhat lacking, though you can still Bluetooth your phone to it via the dedicated app to control music and phonecalls if that’s your need. Each to theirs but we rather liked the simplicity of the Triumph’s interface, secure in the knowledge aids like cornering ABS and traction control are present and correct and their parameters customised to each of the three rider modes. A standard quickshifter is another welcome feature, though nice-to-haves like heated grips are still extra. If your pockets are deep enough there are plenty of blingy dress-up options as well, ranging from bar-end mirrors to an Akrapovič back box and more but – those heated grips aside – we’d say the standard spec covers most bases.

Younger riders and those needing the option of a first big bike to buy in restricted A2 licence trim and then upgrade at the appropriate time will need to stick with the 660, the recent announcement of its upgrade to a Daytona-spec 95 horsepower engine sweetening that deal further. For those already on a full licence the 800 offers the same user-friendliness with a more significant increase in performance. True, power junkies will find it hard to ignore the CB1000 Hornet you could get for similar money, while those with a real need for speed will still find a Street Triple or MT-09 more rewarding. Though more expensive. Against all other rivals the Trident 800 strikes a really sweet balance of usability, performance and price, the character of that triple engine a stand-out feature among the parallel-twins in most rivals.