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Difference between revisions of "Triumph Trident T150"
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'''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) | ||
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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. | ||
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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. | ||
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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. | ||