P126
RIDE REVIEW I 2026 TRIUMPH TRIDENT 800
The Trident is aimed more at regu-
lar street riders than those chasing
lap times. Triumph claims the Trident
will tip the scales at 436 pounds, a fair
bit heftier than the RS at a claimed
414 pounds ready to ride. You still get
all the regular bells and whistles like
cornering ABS and traction control,
four-piston radial-mounted front
brakes, Triumph's sublime quick
-
shifter, cruise control, optional heated
grips, and a raucous 798cc inline
three-cylinder motor that sounds like
one-third of a NASCAR when being
given the berries. In short, there's very
little the RS can do that the Trident
can't, up to rather illegal speeds or
when aimed at a racetrack.
This new kid on the Triumph block
comes in at a tasty sub-$10K ($9995,
but hey, five bucks is still five bucks),
meaning it'll go head-to-head with
bikes like the base model Yamaha
MT-09 and the Kawasaki Z900 ABS.
The Trident uses the same main
chassis as the upcoming Trident 660,
save for a slightly wider top section
to accommodate three 42mm throttle
bodies, replacing the single throttle-
body system the up-to-2025 Trident
660 had. You also get a slightly
revised subframe on the 800 that ac
-
commodates a wider seat pad for the
rider and passenger.
Triumph has gained a deserved
reputation over the years for a skinny
midsection (wish I could say that
about myself), and it's the same with
the Trident. It runs a 31.8-inch seat
height, meaning it should be within
most riders' reach as long as you're
not too tiny in the inseam—for the
record, I've got a 33-inch inseam. I'm
almost too tall for the Trident. Almost.
