71,744
edits
Difference between revisions of "Triumph Trident T150"
template fixes
(template fixes) |
|||
| (15 intermediate revisions by 3 users not shown) | |||
| Line 1: | Line 1: | ||
{{ | {{Motorcycle | ||
|name = Triumph Trident T150 | |name = Triumph Trident T150 | ||
| | |photo= 1972-Triumph-T150-WhitePurple-5366-1.jpg | ||
|aka = | |aka = | ||
|manufacturer = | |manufacturer = Triumph | ||
|parent_company = | |parent_company = | ||
|production = | |production = | ||
| Line 17: | Line 17: | ||
|torque = | |torque = | ||
|ignition = | |ignition = | ||
|spark_plug = | |spark_plug ={{sparkplug|NGK DPR8EA9}} `91-98<ref name="wps_street_2019">{{cite book|title=2019 Western Power Sports Catalog|publisher=[https://www.wps-inc.com/catalogs Western Power Sports]|date=2019}}</ref> | ||
|battery = | |battery = | ||
|transmission = 5-speed | |transmission = 5-speed | ||
| Line 23: | Line 23: | ||
|suspension = | |suspension = | ||
|brakes = | |brakes = | ||
|front_tire = | |front_tire ={{tire|120/70-17}} `91-98<ref name="wps_street_2019">{{cite book|title=2019 Western Power Sports Catalog|publisher=[https://www.wps-inc.com/catalogs Western Power Sports]|date=2019}}</ref> | ||
|rear_tire = | |rear_tire ={{tire|160/60-18}} `91-98<ref name="wps_street_2019">{{cite book|title=2019 Western Power Sports Catalog|publisher=[https://www.wps-inc.com/catalogs Western Power Sports]|date=2019}}</ref> | ||
|rake_trail = | |rake_trail = | ||
|wheelbase = | |wheelbase = | ||
| Line 39: | Line 39: | ||
|related = [[BSA Rocket 3]] <br />[[Triumph X75 Hurricane]] | |related = [[BSA Rocket 3]] <br />[[Triumph X75 Hurricane]] | ||
|competition = [[Honda CB750K]]<br />[[Suzuki GT750]] <br />[[Kawasaki H2]] | |competition = [[Honda CB750K]]<br />[[Suzuki GT750]] <br />[[Kawasaki H2]] | ||
|final_drive= {{chain|530}} `91-98<ref name="wps_street_2019">{{cite book|title=2019 Western Power Sports Catalog|publisher=[https://www.wps-inc.com/catalogs Western Power Sports]|date=2019}}</ref> | |||
}} | }} | ||
The '''Triumph Trident T150''' is a 750[[cc]], [[triple cylinder]], [[four stroke]], [[street motorcycle]] manufactured by [[Triumph]] from 1969 through 1975. | The '''Triumph Trident T150''' is a 750[[cc]], [[triple cylinder]], [[four stroke]], [[street motorcycle]] manufactured by [[Triumph]] from 1969 through 1975. | ||
| Line 50: | Line 51: | ||
== 1969 TRIUMPH T150 (BSA A75) Specification == | == 1969 TRIUMPH T150 (BSA A75) Specification. Article stolen from Classic Bike== | ||
'''Type -''' air-cooled ohv triple | '''Type -''' air-cooled ohv triple | ||
| Line 82: | Line 83: | ||
'''wheels -''' wire spoke/steel rims | '''wheels -''' wire spoke/steel rims | ||
''' | '''tires -''' front/rear 3.25 x 19in Dunlop K70 /4.10 x 19in Dunlop K81 | ||
'''dry weight -''' 468lb/212kg (470lb/213kg) | '''dry weight -''' 468lb/212kg (470lb/213kg) | ||
| Line 90: | Line 91: | ||
'''wheelbase -''' 58in/1473mm (561⁄4in/1429mm) | '''wheelbase -''' 58in/1473mm (561⁄4in/1429mm) | ||
'''fuel capacity -''' 41⁄4 gallons/19 | '''fuel capacity -''' 41⁄4 gallons/19 liters | ||
'''top speed -''' 129mph | '''top speed -''' 129mph | ||
| Line 100: | Line 101: | ||
'''fuel consumption -''' 32-45mpg | '''fuel consumption -''' 32-45mpg | ||
== The Engine == | == The Engine. All material shamelessly stolen from Classic Bike magazine == | ||
Engine design genius [[Doug Hele|Doug Hele]] first conceived of a triple while working for [[Norton Classic Motorcycles|Norton]] in the early 1960s. His engineer’s experience told him that a triple might be one way round the problem of vibration that dogged the parallel twins. It seemed to Hele that a three cylinder engine with the crankpins evenly spaced 120 degrees apart would have perfect primary balance. | Here's some more stuff that's been stolen from Classic Bike magazine. Copyright be damned. Engine design genius [[Doug Hele|Doug Hele]] first conceived of a triple while working for [[Norton Classic Motorcycles|Norton]] in the early 1960s. His engineer’s experience told him that a triple might be one way round the problem of vibration that dogged the parallel twins. It seemed to Hele that a three cylinder engine with the crankpins evenly spaced 120 degrees apart would have perfect primary balance. | ||
He discussed the idea with his friend [[Bert Hopwood|Bert Hopwood]] who, at the time, was general manager with [[Triumph|Triumph]]. Hele knew that Norton wouldn’t be able to afford to embark on a triple project, and its move South to Plumstead towards the end of 1962 was his cue to accept a job offer from Hopwood at Triumph. Early in 1963 the two men drew up plans for a prototype triple. | He discussed the idea with his friend [[Bert Hopwood|Bert Hopwood]] who, at the time, was general manager with [[Triumph|Triumph]]. Hele knew that Norton wouldn’t be able to afford to embark on a triple project, and its move South to Plumstead towards the end of 1962 was his cue to accept a job offer from Hopwood at Triumph. Early in 1963 the two men drew up plans for a prototype triple. | ||
| Line 110: | Line 111: | ||
The team decided the existing T120 gearbox was adequate for the 750 three. They found that the gap created between the wider engine and the narrow box could be filled by the clutch – a pushrod operated multiplate unit for the prototype, and a pullrod operated single plate Borg & Beck type for the P2 and production. | The team decided the existing T120 gearbox was adequate for the 750 three. They found that the gap created between the wider engine and the narrow box could be filled by the clutch – a pushrod operated multiplate unit for the prototype, and a pullrod operated single plate Borg & Beck type for the P2 and production. | ||
The first prototype taught them that the different rates of heat dissipation between | The first prototype taught them that the different rates of heat dissipation between aluminum and iron ruled out conventional iron barrels. They tried iron lined alloy barrels on the P2, but eventually arrived at austenitic steel liners in alloy barrels. The larger bore of the C15 dimensions from the P2 allowed for larger valves to be used for better gas flow. The rocker boxes were high on the head to isolate them from the | ||
heat of the combustion chambers. | heat of the combustion chambers. | ||
| Line 119: | Line 120: | ||
The team used chopped Amal Monoblocs on the P1, and Concentrics were available by the time the P2 was being developed. Production bikes used 26mm units bored out to 27mm. | The team used chopped Amal Monoblocs on the P1, and Concentrics were available by the time the P2 was being developed. Production bikes used 26mm units bored out to 27mm. | ||
== Model years == | == Model years. Yes, this bit is ripped off too == | ||
'''1969''' Triumph Trident and BSA Rocket 3 introduced. Raygun silencers; steel slider forks with external springs; full-width tls front brake; ‘breadbin’ tanks. | '''1969''' Triumph Trident and BSA Rocket 3 introduced. Raygun silencers; steel slider forks with external springs; full-width tls front brake; ‘breadbin’ tanks. | ||
| Line 141: | Line 142: | ||
'''1976 T160V''' Cardinal Police model assembled for Saudi Arabian police. Lowered compression; modified collector box and silencers to accommodate panniers; Police accessories and white finish. Most of the run failed to make it overseas and were sold as tourers in the UK. | '''1976 T160V''' Cardinal Police model assembled for Saudi Arabian police. Lowered compression; modified collector box and silencers to accommodate panniers; Police accessories and white finish. Most of the run failed to make it overseas and were sold as tourers in the UK. | ||
== TRIPLE PRODUCTION == | == TRIPLE PRODUCTION == | ||
More stolen information | |||
1968-1976, 33,441 bikes built, 27,544 Triumph, 5897 BSA | 1968-1976, 33,441 bikes built, 27,544 Triumph, 5897 BSA | ||
Aug 1968-Aug 70 Trident T150, BSA A75 MkI | Aug 1968-Aug 70 Trident T150, BSA A75 MkI | ||
| Line 155: | Line 155: | ||
Aug 1972- Mar 74 Trident T150V. Disc brake | Aug 1972- Mar 74 Trident T150V. Disc brake | ||
Nov 1974-Apr 76 Trident T160 | Nov 1974-Apr 76 Trident T160 | ||
== Engine and Frame Numbers == | == Engine and Frame Numbers == | ||
| Line 214: | Line 212: | ||
== Riding The Triple == | == Riding The Triple. This bit is stolen too == | ||
As defining motorcycling experiences go, there are few to top riding a well-sorted | As defining motorcycling experiences go, there are few to top riding a well-sorted | ||
| Line 237: | Line 235: | ||
The limiting factor is the strain on your neck. Lower bars, rearsets and stronger muscles would make it easier to sustain higher speeds for longer. On backroads the free-spinning motor makes point and squirt tactics between corners a breeze. When you do reach the turns, getting round them can be entertaining. Not through any lack of handling, you understand, but because of the limited ground clearance. It’s very | The limiting factor is the strain on your neck. Lower bars, rearsets and stronger muscles would make it easier to sustain higher speeds for longer. On backroads the free-spinning motor makes point and squirt tactics between corners a breeze. When you do reach the turns, getting round them can be entertaining. Not through any lack of handling, you understand, but because of the limited ground clearance. It’s very | ||
easy to raise a spark from the undercarriage on these motorcycles. You get the stands and peg | easy to raise a spark from the undercarriage on these motorcycles. You get the stands and peg | ||
grinding on left handers and the footpeg dragging on the rights. And all this happens way before you’re in any danger of getting to the edge of the | grinding on left handers and the footpeg dragging on the rights. And all this happens way before you’re in any danger of getting to the edge of the tires. | ||
Rocket 3s fare slightly better on corners, because they have higher pegs. Rearsets on Tridents are only a partial cure as they put the stands further into the firing line and the exhaust pipe kink around the primary adjuster becomes an early warning system. It quickly tells you that you’re leaning too far. | Rocket 3s fare slightly better on corners, because they have higher pegs. Rearsets on Tridents are only a partial cure as they put the stands further into the firing line and the exhaust pipe kink around the primary adjuster becomes an early warning system. It quickly tells you that you’re leaning too far. | ||
| Line 266: | Line 264: | ||
duplex frames are better. | duplex frames are better. | ||
First triples have steel slider forks which became | First triples have steel slider forks which became aluminum slider types for the conical-hub models on. These bear a passing resemblance to Cerianis. Progressive springs improve suspension, as do the damper units from Triple Cycles. | ||
Front brakes went from the late-1960s tls drum that worked so well on the twins but was at its limit on the triples, to the rightly derided conical hub followed by the Lockheed disc. None are brilliant, all can be improved. | Front brakes went from the late-1960s tls drum that worked so well on the twins but was at its limit on the triples, to the rightly derided conical hub followed by the Lockheed disc. None are brilliant, all can be improved. | ||
| Line 286: | Line 284: | ||
“I just revved that BSA as hard as I could down the straight and passed him – right on the line,” Cooper recalls. Team boss Doug Hele was delighted, especially as he’d gambled on his triples lasting without fuel stops. But he recognised that two stroke power was about to end the triples’ reign and returned to England to find the BSA Group plunged into crisis. | “I just revved that BSA as hard as I could down the straight and passed him – right on the line,” Cooper recalls. Team boss Doug Hele was delighted, especially as he’d gambled on his triples lasting without fuel stops. But he recognised that two stroke power was about to end the triples’ reign and returned to England to find the BSA Group plunged into crisis. | ||
== Racing Legends. we'd write this stuff ourselves if we could be bothered. It's a free information society == | |||
== Racing Legends == | |||
'''MALCOLM UPHILL - Triumph racer''' | '''MALCOLM UPHILL - Triumph racer''' | ||
| Line 309: | Line 305: | ||
changing a Production Trident’s gearbox sprocket – a nightmare job – inside an hour. | changing a Production Trident’s gearbox sprocket – a nightmare job – inside an hour. | ||
== Service Tips. We'll have this too thanks. To hell with copyright == | |||
== Service Tips == | |||
The BSA/Triumph triples have a reputation for being difficult to maintain. This isn’t really fair, though they are | The BSA/Triumph triples have a reputation for being difficult to maintain. This isn’t really fair, though they are | ||
| Line 366: | Line 360: | ||
== Videos == | |||
{{#ev:youtube|https://www.youtube.com/watch?v=CC5V1Nr6ji8|600|center}} | |||
==References== | ==References== | ||
<references /> | <references /> | ||