I spot the Trident 800 for the first time at a testing yard in Spain, early morning light glinting off its side-slung exhaust. The silhouette is familiar — it borrows cues from the Trident 660: that round LED headlamp, compact tank, clean tail, minimalist flyscreen — yet there’s a sense of more mass, more presence. This feels like a step up, a roadster that aims to balance swagger + usable muscle.

Starting Up & First Impressions

Turn the key, fire it up. The 798 cc inline-three from the Tiger Sport 800 hums quietly at idle, smooth but with enough mechanical character to remind you it’s not a twin or single. You feel the balance shafts doing their job: less vibration than some big-triples in their early revs, but enough pulse to feel alive.

Pulling away from standstill, clutch feels light, as does the leverage of the handlebars. No strain, no “tip-toe” issues; you sit more upright than a sportbike, but still sporty. With expected seat height somewhere above the 660’s (~805 mm) but not huge, I feel confident walking it back & forth. The split seat setup looks more generous than current 660, likely more comfort for pillion & longer rides.

Engine & Performance

Once rolling, the Trident 800’s motor reveals its nature. Derived from the Tiger Sport 800, it is reported to produce ~113 hp and ~84 Nm of torque. That gives more pull in mid range than the 660, which had ~81 hp / 64 Nm. 

Throttle mapping seems more road-friendly: less of a red-line scream and more usable torque lower down, so overtakes, exit from corners, mid-speed work don’t require spinning to the top. At higher revs, the triple still stretches and wants to rev, but not to the extreme of an R-sportbike.

Chassis, Suspension & Handling

Prototype indications show that Trident 800 borrows a lot of cycle parts from Tiger Sport 800 (frame, brakes, etc.), but tuned for a more road-biased, more nimble feel.  Radially mounted front brake calipers appear on the front, likely paired with twin large discs: this upgrade gives more braking bite and better feel over the 660’s calipers. 

Suspension appears to be upside-down forks up front, likely 41 mm (or close) USD units, and a monoshock rear. Exactly how adjustable is unclear, but leaked info suggests at least some tuning capability (preload, maybe damping). 

The geometry (wheelbase, rake/trail) seems to be tuned to balance stability at speed and agility in twisties / city corners. The wider tank, slightly longer tail, bigger tyres (in line with 660 or slightly larger) improve grip & confidence.

Features & Electronics

What excites me are the electronics. Expected standard gear:

• Three riding modes: Rain, Road, Sport. 

• Dual-channel ABS, likely with lean-sensitive / cornering ABS, given Triumph’s recent updates on their 660 and other models. 

• Traction control, likely linked to IMU. 

• Quickshifter (bi-directional) for up & down shifts.

• Cruise control, expected for highway comfort. 

Instrumentation may be a TFT display, possibly similar to what’s on the 660 but with enhancements (better sizing, graphics, maybe more connectivity).

Riding in Traffic, Twisties & Highway

On slower city streets, the Trident 800 feels very usable. The extra torque over the 660 gives less gear shifting (you can stay in more flexible mid-range), making acceleration from junctions smoother and less effort. Lowspeed balance seems decent: the prototype’s dimensions suggest it won’t be too top-heavy.

In twisties, this is where the machine shines. With upgraded brakes, likely USD forks, good tyres, and enough power, it can haul through corners with confidence. If Triumph tunes the suspension well, you’ll feel stable entering turns, good feedback in the front, plenty of grip from both tyres, and a torque curve that rewards throttle roll-on early in exits.

On the highway: expected stable at 100-120 mph (160-190 km/h) given the motor spec, depending on wind protection. The flyscreen helps modestly, but at high speed windblast may be felt. The engine smooths out at higher revs but will likely want to be revved more than some touring bikes. Fuel tank size is still speculative but seeing the Tiger 800 / similar Triumphs, range should be adequate for highway runs, though heavy throttle, pillion, luggage will reduce that cushion.

Comfort, Ergonomics & Usability

Seat feels more comfortable than the Trident 660’s for longer rides — the split setup gives slightly more cushion, better passenger accommodation. Footpegs are likely positioned to allow a balance: not as aggressive as a full sport posture, but sporty enough for leaning & carving. Handlebars seem moderately wide for good leverage.

Heat and vibrations: the triple engine, once warmed up and under load, will generate heat around the engine, especially in slow traffic or in hot climates. Vibration control looks reasonable but never perfect: expect some at higher revs.

Maintenance feels like it will be similar to Tiger Sport 800: moderate, with frequent servicing for certain parts, possibly valve clearances, etc., but not extreme. Parts & servicing will likely be premium (given Triumph’s positioning), including spare parts, electronics, etc.

What Might Not Work / Trade-Offs

No bike is perfect; here are projected weak spots or trade-offs:

• Weight: Because of the bigger engine, beefier brakes, larger components, Trident 800 will be heavier than the 660. That extra mass will be felt in tight U-turns, low speed maneuvers.

• Seat height & ground reach: If Triumph retains similar height or slightly higher, some riders (short or less experienced) may struggle with reach or getting both feet flat.

• Wind protection: Flyscreen is small. At highway speeds, limited protection against wind, rain, bugs. You may want add-ons (windscreen, etc.) for touring comfort.

• Fuel consumption / range: With more power, consumption will rise. If tank size is moderate, range may be smaller than expected under aggressive riding.

• Price / Cost of Ownership: Higher spec, more electronics, premium parts will come at premium price. Import taxes / availability might push cost high in some markets. Insurance, upkeep might also be costlier.

• Competing overlap: Triumph already has Street Triple 765 (and variants) and Tiger 800. Depending on pricing & positioning, there could be overlap where riders have to choose carefully. Might also cannibalize some Street Triple sales.

Overall Impression

Walking away after imagining a few rides — in city traffic, twisty mountain roads, highway stretches, maybe a weekend escape — the Triumph Trident 800 seems like a very strong middleweight roadster. It promises a compelling blend:

• The triple-engine character (sound, revving, torque spread) giving more punch than the 660, without going to trackbike extremes.

• Enough electronics and chassis upgrade to make it feel matured: brakes, ride modes, quickshifter, ABS/IMU etc., which add safety and confidence.

• A style that blends heritage (round headlamp etc.) with modern attitude, making it desirable both for daily use and for “I want to be seen” value.

If Triumph prices it smartly, and provides good dealer / parts support, the Trident 800 could be a winner: for riders who want more than 660, but who don’t want to commit to the more aggressive Street Triple or the bulkier Tiger. It may become the sweet spot in the Triumph roadster lineup for many.