Next April, you should be able to purchase from a U.S. dealer the new Triumph Trident 800 at an MSRP of $9,995.
This is a big jump up from the existing Trident 660, both in terms of power and spec. The new 800 will make a claimed 113 HP and 62 pounds/feet of torque from a 798cc triple. Despite the relatively low price, the new Trident 800 will feature adjustable suspension and four-piston radial calipers for the front brakes. Three selectable rider modes are also standard with a claimed wet weight of 436 pounds.
Here is the press release from Triumph:
- Triumph unveils the brand new Trident 800, a naked roadster with exhilarating urban attitude
- All-new 798cc triple engine with triple throttle bodies, delivering instant throttle response, relentless torque and a spine-tingling top end
- High-specification, lightweight chassis with adjustable Showa suspension, delivering instinctive agility
- Performance-enhancing rider-focused technology including lean sensitive Optimized Cornering ABS and Traction Control, Triumph Shift Assist, Bluetooth Connectivity, three Rider Modes and Cruise Control
- Available to order now and in stores by April 2026
Triumph Motorcycles has revealed the all-new Trident 800, a brand new naked middleweight roadster designed to deliver exhilarating performance, dynamic urban attitude, and a high-energy riding experience. With its compact, muscular stance and stripped-back styling, the Trident 800 brings a bold new edge to Triumph’s roadster line-up.
With its responsive 798cc triple engine and triple throttle bodies, the Trident 800 offers addictive real-world performance that’s ready to thrill. From the instant throttle response, to the unrelenting mid-range torque and thrilling top-end power, the ride is both visceral and refined, backed by Triumph’s unmistakable triple soundtrack channeled through the upswept sports-style silencer.
Built for serious fun, the Trident 800’s lightweight chassis and high specification adjustable Showa suspension deliver a high-energy riding experience with instinctive agility and confident control. Wide bars, a compact frame and assertive riding position combine to create a bike that reacts immediately to every input, flicks effortlessly through corners and stays composed at speed. Just 198kg fully fueled, with grippy Michelin tires, it’s light on its feet and always ready to deliver the grin factor.
The Trident 800 is equipped with intuitive, rider-focused technology designed to enhance every ride. Three riding modes tailor throttle response and traction control to suit the conditions, while lean-sensitive Optimized Cornering ABS and Optimized Cornering Traction Control deliver confidence and control in every turn. With My Triumph Bluetooth connectivity, cruise control, and a clean and clear TFT dash, the Trident 800 keeps you dialed in and in the moment.
Blending rebellious energy with refined Triumph roadster DNA, its sculpted tank and trim tail create a lean, modern silhouette, while premium finishes, from brushed aluminum to bold color schemes and contrasting gold-colored wheels, amplify its dynamic presence. Whether parked curbside or carving through city streets, the Trident 800 delivers a compelling blend of attitude, performance and precision.
Steve Sargent, Chief Product Officer, Triumph Motorcycles said: “The incredible popularity of the Trident 660 and the Street Triple 765 RS has shown us just how much riders in this segment value a thrilling, confidence-inspiring ride that’s packed with character and technology. With the launch of the Trident 800, we’ve taken that winning formula and dialed it up, delivering even more road-focused capability and excitement.
“With the Trident 800, we’ve focused on delivering the kind of performance and character that riders want in the real world. The all-new engine with triple throttle bodies provides maximum engagement on everyday roads, and we’ve paired that with a lightweight, high-spec chassis and adjustable Showa suspension.
“We know this customer is looking for rider-focused technology like lean-sensitive Optimized Cornering ABS and Traction Control, Triumph Shift Assist, and cruise control to enhance the riding experience without distracting from it. This bike is for riders who want maximum excitement, anytime, anywhere. This opens the door to a whole new audience of riders looking for a fun, adrenaline-fueled, purposeful ride.”
ALL-NEW TRIPLE ENGINE
At the heart of the Trident 800 is Triumph’s all-new 798cc triple, engineered for pulse-pounding excitement. It reacts instantly in any gear, delivering a wave of torque and a howling top end that surges all the way to the 11,500 rpm redline.
Producing 113.4 HP (115PS) at 10,750 rpm, and a peak 61.9 lb-ft (84Nm) of torque at 8,500 rpm, the triple’s addictive mid-range drive is accompanied by a deep induction roar through the triple throttle bodies, amplified by the redesigned airbox and intake trumpet system to optimize airflow and induction sound. The result is a deep, throaty growl under load and the unmistakable Triumph triple howl at high revs. Internally, the engine features a twist-forged crankshaft, unique camshaft and balancer, forged conrods, and high-compression pistons, all designed to maximize performance and durability.
EFFORTLESS HANDLING AND AGILITY
Backing up the engine is a chassis built for high-energy riding, with a lightweight frame and adjustable Showa suspension which deliver razor-sharp handling. The split seat is 31.9 in (810 mm) high, with a narrow stand-over, shaped to hold the rider in place. Up front, 1.61 in (41 mm) upside-down Showa forks feature big-piston, separate-function damping, with adjustable compression and rebound. The rear Showa monoshock offers preload and rebound adjustment for a perfectly tuned ride. Braking is handled by twin 4-piston radial calipers gripping 12.2 in (310 mm) discs, fed by braided steel lines for strong, progressive stopping power.
RIDER-FOCUSED TECHNOLOGY
The Trident 800 is equipped with smart, rider-focused technology designed to enhance the ride without distraction. At its core are three riding modes, Road, Sport and Rain, which tailor throttle response and traction control to suit the conditions. Whether dialing up performance or prioritizing extra peace of mind in wet weather, the system ensures the rider remains in control and connected to the road.
Advanced lean-sensitive Optimized Cornering ABS and Traction Control provide added confidence through turns, using real-time data to adjust braking and power delivery based on lean angle. Power is delivered through a slick 6-speed gearbox, with Triumph Shift Assist enables clutch-less up and down gear changes for seamless acceleration while cruise control adds convenience on longer journeys.
Connectivity and visibility are equally refined. The My Triumph Bluetooth system allows seamless control of music, calls and turn-by-turn navigation via the left-hand switchcube, with information displayed on a clean, round 3.5-inch color TFT screen. The all-LED lighting system, including a distinctive round headlight, integrated taillight, and self-cancelling indicators, ensures the Trident 800 stands out day or night, combining modern design with everyday practicality.
NAKED STYLE WITH ATTITUDE
Visually, the Trident 800 hits hard. Its naked design is all muscle and intent, blending sharp surfaces with smooth curves to create a commanding profile and athletic poise. The wide, chiseled 3.7 gal (14 liter) tank flows seamlessly into the contoured seat and sleek tail unit, while the short upswept silencer and minimal number plate hanger keep the rear lean and purposeful. A color-coded belly pan and flyscreen add aerodynamic edge and visual cohesion, reinforcing the bike’s dynamic roadster stance.
Every detail of the Trident 800 has been crafted to deliver a premium finish. The embossed seat logo adds a subtle touch of refinement, while the lightweight cast aluminum wheels, in a striking gold finish, amplify the bike’s bold, unapologetic style.
The wheel design complements all three color options: Ash Grey with Diablo Red detailing, Carnival Red with Graphite accents, and Jet Black for a dark, moody vibe.
The Trident 800’s styling can be further enhanced with a range of Genuine Triumph Accessories, allowing riders to tailor the bike to their own aesthetic. Options include a sleek Akrapovič silencer, with a titanium wrap and carbon fibre end cap, designed to elevate the bike’s sporty silhouette.
On the Road
With two-year unlimited mileage warranty and a class-leading 10,000-mile (16,000 km) service interval, the new Trident 800 is built for more time on the road and less time in the workshop, giving riders the freedom to enjoy every mile.
Available to order now at authorized Triumph dealerships, starting at $9,995 USD / $11,695 CAD and arriving in dealerships beginning April 2026. For more information or to find your local dealer, visit triumphmotorcycles.com.
SPECIFICATION
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ENGINE AND TRANSMISSION |
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Type |
Liquid-cooled, 3 cylinders, 12 valves, DOHC |
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Capacity |
798 cc |
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Bore |
3.07 in (78.0 mm) |
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Stroke |
2.19 in (55.7 mm) |
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Compression |
13.2:1 |
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Max Power EC |
113 HP / 115 PS / (84.6 kW) @ 10,750 rpm |
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Max Torque EC |
61.9 lb-ft (84 Nm)@ 8,500 rpm |
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System |
Bosch Multipoint sequential electronic fuel injection with electronic throttle control. 3 rider modes (Rain, Road, Sport) |
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Exhaust |
Stainless steel 3 into 1 header system with sided mounted stainless steel silencer |
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Final Drive |
X ring chain |
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Clutch |
Wet, multi-plate, slip & assist |
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Gearbox |
6 speed, Triumph Shift Assist |
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CHASSIS |
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Frame |
Tubular steel perimeter frame |
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Swingarm |
Twin-sided, fabricated pressed steel |
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Front Wheel |
Cast aluminum alloy 5 spoke, 17 x 3.5 in |
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Rear Wheel |
Cast aluminum alloy 5 spoke, 17 x 5.5 in |
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Front Tire |
120/70 R 17 |
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Rear Tire |
180/55 R 17 |
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Front Suspension |
Showa 1.61 in (41 mm) upside down separate function big piston (SFF-BP) forks, 4.72 in (120 mm) Wheel travel, adjustable compression & rebound damping. |
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Rear Suspension |
Showa monoshock RSU, with adjustable preload and rebound damping, 5.12 in (130 mm) Wheel travel |
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Front Brakes |
Twin 12.2 in (310mm) floating discs, 4-piston radial calipers, OCABS |
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Rear Brakes |
Single 8.66 in (220mm) fixed disc, single piston sliding caliper, OCABS |
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Instrument Display and Functions |
LCD Multifunction Instruments with integrated color TFT screen |
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DIMENSIONS & WEIGHTS |
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Length |
79.7 in (2024 mm) |
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Width Handlebars |
32.1 in (815 mm) |
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Height Without Mirror |
42.8 in (1088 mm) |
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Seat Height |
31.9 in (810 mm) |
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Wheelbase |
55.2 in (1402 mm) |
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Rake |
24.5 ° |
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Trail |
4.3 in (108 mm) |
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Wet Weight |
436.5 lb (198 kg |
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Tank Capacity |
3.7 gal (14 liters) |
SERVICE |
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Service Interval |
10,000 miles (16,000km)/12 months (whichever comes first) |
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CONSUMPTION AND EMISSIONS |
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Fuel Consumption |
4.7 l/100km (60.1 mpg) |
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Emissions |
109 g/km EURO 5+ CO2 emissions and fuel consumption data are measured according to regulation 168/2013/EC. Figures for fuel consumption are derived from specific test conditions and are for comparative purposes only. They may not reflect real driving results. |
Mick – about those four stroke dirt engine/grenades.
Camp out over night in the high desert, and while everybody else is asleep in the dawn light, pee, then push your 4 stroke thumper away to kick start quietly. Slowly ride, Trials speed, around the camp site in a circle with the thump thumping cadence of a stalking tiger. Feels GEREAT in the desert cold, best of all very annoying to the looser non dawn patrollers.
Aha, Thumping is good.
I used to always have a thumper around. About twenty years ago I had had enough of that monkey business. The last one I had was a KTM 525. It had electric start and a kickstart backup. The last time I rode it was at my best man’s house. There’s a tight little woods trail between the house and the motocross track that I rode earlier on a YZ250. I came back to it on the 525 and was surprised at how difficult that trail was to ride on the thumper due to all the gyro that thing had. Done! No more thumpers. I sold it and the CR450 supermoto that I had and never looked back. Twenty years later I haven’t missed having a thumper at all. Not once.
Turns out that the 525 was nearly the last of what is now a dead breed. The KTM RFS four stroke engines were the last decent four stroke to live with. It was a pretty durable and powerful engine and it was easy to set the valves because they still had screw adjusters. Now all that four stroke rubbish has shim under bucket. So every time you need to make an adjustment, which is crazy often, you have to pull the camshaft to do it. Life’s too short to spend it worshipping a valvetrain that a proper dirt bike doesn’t have at all.
The symptom on those things is all of the sudden they are nearly impossible start when they’re cold. I’d get regulars showing up at my ice race tracks and see them kicking away on their bike that started up just fine the week before. They would either go up to my garage and get to work, which was rare, load up and go home, or see if they could pull start the thing with the plow quad and get one more day out of it. The bikes would usually behave once they got them started the first time. But some of them were a real bear to start that first time. I had to occasionally tell people to give up because I didn’t want them pulling a dead four stroke around the track with the plow quad all day. Some guys are pretty stubborn. I always had two race ready bikes. I’d just put them on one of those.
If you want a Brit bike, and you are thee median socioeconomic, average, typical rider…then this is your bike. Beautiful, British, comfortable, fast, priced right. Perfect. Not extremely a cruiser, not extremely a racer, not extremely a giant adventure bike, not extremely a 200 lb. 2-stroke dirt bike. Perfect.
Mick – The real problem with heavier street motorbikes is
the lack of a kick start lever. Trash the electric starter, battery ( replaced with an electrolytic capacitor) exhaust system including cat. and replace with simple hollow pipes, and short muff. VIOLLA ! Lighter and better. Giddie up hoo chi momma.
Are you aware that KTM dirt bikes have been electric start for twenty years? The times that they offered them with and without the difference was seven pounds. Less if they nixed the kickstart hardware.
That said, my front line street bike is kickstart only and weighs 285 pounds. It even has a luggage rack. It’s also over twenty years old. I’m waiting for the industry to render it obsolete. I really don’t think they ever will. It’s not like they can’t. They simply refuse to. The industry is all about image and electo gizmos now. Zero substance. You know, zero, the amount of money they are going to pry out of my wallet.
A store bought dirt bike is not the same as a stock streeter. They start out with very different component design requirements. A street battery and starter will be bigger and heavier. Same with the exhaust system. I stand by my comment to cut that crap away.
Nope, I did not know about fancy dirters having e-start, seems silly.
What is your 285 pound street bike ? Had a 200 cc Honda dual purpose once that may of weighed about the same. Very basic transportation. Sleepy.
“It’s not like they can’t. They simply refuse to..”
You’re wrong. Why would any company refuse to seize a competitive advantage, ever? It cannot be done at an acceptable cost, or it would be.
The reason for the electronics is that the market demands them. That is all. They also work very well in places where roads get slimy every time it rains, incidentally in markets that have MUCH larger motorcycle markets than the US does.
There is no such thing as “dirt bike excellence” in the street bike context. They have very short service intervals and are in constant need of maintenance. Street bike buyers rightly don’t accept that.
I’m not giving you excuses, I’m giving you reasons. I develop and procure products for a living. I can tell you for a fact that everything has a price and in most cases, the things you say you want come at a price you yourself are unwilling to pay. There’s a used Kramer track bike for sale in my market. Asking price is $22k. If you haven’t bought a Duke 690 or street legalized a Kramer than I am right about this. The platforms exist, vote with your wallet.
Dave, I’m pretty sure Mick knows how to pull your chain.
Dave, the voice of reason.
How’s this for a resolution? Limit all subscribers to a number of posts per topic, all to be a couple of paragraphs long. That might save the rest of us from the bigoted diatribes from a certain source that flood this site. Even scrolling past them is a pain.
Yeah, that’s a fair observation. Lol
Well Dave, I do vote with my wallet. The last time I bought a new street bike was a 916 Ducati in 1994. The Kramer bikes are all ride by wire or I would be more serious about buying a new one. Kramers don’t cost any more in today’s money than a 916 cost in 1994 money.
And no. Those aren’t reasons. They are excuses. The same ones the apologists have been using for decades. They were using them even during the sport bike craze. When a large segment of the street bike market was actually measuring things.
And the electronics are market demanded? Really? I see complaints about the lack of cruise control and complaints about KTM sunsetting features after 1000 miles. Both are reasonable. But never have I seen a complaint about the lack of an IMU or only three instead or five modes. Not once. Now days everything makes more than enough power and only swine like me complain about the lack of a good overall mechanical package. Electronics are the new thing to sell. Look how much coverage they get in ad copy and reviews. Honestly I don’t see them getting much real praise.
Sounds tasty-113HP and not too porky. 14 litre tank is RIDICULOUS! Plus both sides of engine and frame wont win any beauty awards.Last whinge-HP and TORQUE should come on lower-8500rpm for latter too high-give me that low and midrange grunt-down to 7500 or less!
It reminds me in form of my XB9SX Buell, but with the motor of my Sprint 955i ST. Loved both, but I had to learn the nuances of riding at speed with the triple versus the known motor of the Buell, which handled like it was attached to my mind.
I miss both of them. Long gone, but vividly remembered. Bought the Triumph after the former owner got scared after a lowside in wet grass… then I had it refurbished and repainted the proper British Racing Green… Jaguar paint code. Sexiest bike I’ve ever owned… which leads to the wording of today’s MC marketing. Heh! Reference Richard Thompson and Del Mc Coury, “1952 Vincent Black Lightning.” Ride well all, rubber side down.
They’ve hit it out of the park with this one, if the seat and ergos turn out to be decent. I have never understood why so many manufacturers completely cheap out on suspension components – i’d be surprised if adjustable forks add more than a few hundred dollars over non-adjustable ones. but it costs the owner WAY more than that to upgrade them.
I’m past my 100+ hp roadster days, but 15 years ago this would have totally been my jam. Personally I also love the styling, and never take a passenger anyway so could care less about the tiny pillion.
I’m not gonna ride a bike with split-function front shocks again. I had Ohlins split-functions on an SV650. Got used to it, but hated it. It’s nonsense to do that. There’s a definite difference in the handling depending on which way you’re turning. Leaned over, you’re either riding with minimal compression or minimal push, never full-on except when you’re going straight. And tuning the forks is crazy making. You have to tune for straight-up riding that’s never adequate for leaned-over.
I like it. It blends aspects of the classics with modern design. I think this 800 engine will find additional an home in a Daytona in the near future. After all, the 660 engine can be found in Tiger Sport, Trident and Daytona.
Upon squinting I believe I see actual rear foot pegs on this machine. Just imagine the tiny waif that could actually ride pillion. You could probably pick her up and carry her under one arm at your side.
Stop, I’m getting horny.
Ever met my wife Tom?
Underestimate her at your peril. 🙂
Gals are funny that way.
Reminds me of my 900 Thunderbird triple, but seat too short, pegs too far back. What the hell is so wrong about normal ergos that have been in design for a hundred years ? Nuts to this modern crap. Get it ?
“Sir, why don’t we walk over here to the Bonneville section. I think we have something that will satisfy you here.”.
Please don’t take that as a dig. I think Triumph’s strategy is sporting Triple = younger customer, Bonneville + Tiger Sport = Older customer. The latter might just be your huckleberry.
Quite right, already done several times. Maybe the biggest reason for me in choosing Triumphs, although I did Suzuki V-Strom, Hondas, BSA, Yamaha, and Greeves.
Guess what this proves is if it don’t fit naturely, why buy ?
Same goes with weapons,cars,trucks,airplanes,and mobility scooters.
The majority of products should fit the majority of the population, which is not the way now. Specialization limits growth in sales.
The ergos look pretty close to dirt bike right and not cruiser wrong. The foot pegs are actually maybe a bit too far forward. They should be in a position that makes it easy to stand up. But yeah, the current stubby tail section trend is unfortunately alive and well.
Where they lose me is three selectable ride modes and 436 pounds. In the 31 years since I bought my last new street bike advances in materials and manufacturing technology has done less than nothing to improve street bikes as sports equipment. They have actually gained weight and gone is anything remotely resembling throttle control. I must have been passed over by the ad campaign that was supposed to make me want a choice of three different nannies to run my throttle for my. Yeah, no! I’ll do that for myself or find someone else to ride you day care bikes.
And whose idea was that instrument pod up there looking so out of place?
Wow, Mick complaining a new bike weighs more than it needs to.
“advances in materials and manufacturing technology has done less than nothing to improve street bikes as sports equipment.”
Those advnances are out of this sport’s price range so you don’t see them. They’re why top of the line road bicycles cost $10-15k. It’s headed the other way because even conventional stuff (aluminum) is more expensive now than it was at the turn of the century. Look at the way the SV650 has changed over the years.
That said, have there ever been many 100hp+ street bikes that were much lighter than this?
Dave has it figured out.
Dave has a real good handle on all the most effective excuses that soothe street bike buyers. I don’t fall for those excuses. I understand that you don’t get dirt bike level excellence in a street bike that costs as much or less than a dirt bike. But dirt bikes only cost what they now do because all the dirt bikes share the development cost of those ridiculous four stroke engine/grenades that they want us to buy. Dirt bikes were much cheaper before those things came along.
What about the specials? Those $30k plus bikes that pop up once in a while. They end up being a little lighter. But they are just light weight lipstick slathered on heavy pigs.
And really. I don’t care about 100+ horsepower bikes. I bought exactly one of those and I felt that the power it made took all the fun out of riding the thing on public roads. Remember, not too long ago the only bikes that got modes were the 100+ horsepower bikes. Power is currently a solved problem. But what are they doing with it? All I see is electronics packages that give you the ability to turn the power down. Heck, the ride by wire throttles on most of the bikes now seldom actually reach 100%. The new RC990 makes more power than the Duke with the same engine simply because the throttle opens further. Nice. The new R1 special that costs $34k makes 20 more horsepower if you program the throttle to open all the way. I guess $34k still isn’t enough.
Look at all the parallel twins now days. Power has been solved. They can make nice little engines that make nice power. They even boast about how light the engines are once in a while. Hey! Great! Congratulations. So why have the finished motorcycles not gotten any lighter? Because they power budget bikes. And budget bikes have to weigh more than the expensive ones for some crazy reason. Build me a motorcycle with one of those budget bike engines placed into a righteous chassis that isn’t made crazy heavy and double or triple the price. Nope! Won’t do it. If you want to spend twice as much you have to buy twice as much power in a motorcycle that is about the same weight. And you will be given some modes, basically preset governors, that allow you to sellect less power that builds slower. Sorry, not interested.
Public roads haven’t changed. What I feel is the right amount of power for those roads hasn’t changed either. Unfortunately the industry refuses to serve people like me. So I buy low miles used bikes with Ducati air cooled two valve engines in them. They even have cable throttles that go exactly were you want them to go at the exact rate that you move them. Who would have ever thought that something so simple would be impossible to buy in 2025? I buy dinosaurs because the industry refuses to render them obsolete. Imagine my dismay when I heard that Yamaha put ride by wire on the 700. That was the day that the industry turned truly evil. Turn out the lights. They’re done. Only the Indians and the Chinese are making motorcycles with real throttles now days. Europe and Japan have gone all nanny all the time. I don’t understand why people tolerate that rubbish.
Dave has yet to come up with an excuse that justifies the cost of all those nannies that still squares with why “lighter bikes would cost too much”. You’re going to have to really burn the midnight oil on that one. I’m sure it’s going to be a real knee slapper.