Triumph Trident T160: Ride Out and Breakdown!
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- Опубликовано: 15 сен 2024
- This video shows a great ride I had recently on my 1975 Triumph Trident T160 through the beautiful Derbyshire Peak District. However, the ride didn't quite go as planned when the engine suddenly died on me in the middle of nowhere. Luckily I was next to a garage servicing farm machinery and the RAC breakdown chap arrived really quickly. This combination of events meant that the fault was discovered quickly - a bad connection to the kill switch - and I was underway again before too long.
Great motorcycle, when it ran. Replacing the Amals with Mikunis really helped. Still had a major problem about every 1000 miles. If I was lucky. Luckily, I got a Suzuki GS1000 to replace it. Rode the Suzuki for 25 years, then it started fouling one plug.
Good one. Great you got back home tbf.
Just bought a '81 T140ES. Not been riden far for 2 years but took a chance and whilst a bit lumpy ran ok and got me 150km to home
I always wanted a T140ES. Glad yours is okay. 👍
Pre-1971 the Triumph wiring loom was so simple that a kid could have completely rewired the bike without breaking sweat. Which is what I did. No multipin connectors - just stuff you could see and analyse. Bullets are fine if you do them with care and, perhaps, take account of their exposure to the elements. I appreciate that from '71 onwards the wiring system became much more complex with the indicators and all the other faff and, therefore, multipins became a neccessity.
When I started watching this video I thought to myself plug cap or plug failure. To find it was a dodgy connection on the kill switch circuit was not surprising but somewhat of an anticlimax. The kill switch on my '67 T120 involves reaching below my left thigh and turning the ignition key through ninety degrees.
Plug cap or plug failure - on a Triple??? 😁😉
@@Chris.rooke150 lol 🤓
My biggest mistake EVER was selling mine, loved this bike (and I had dozens)
When I was a young guy I wanted to buy a British bike, I loved the look of all of them and the sound of them. The 750 Honda had been produced for 3 years. I was lucky that decided to buy the HONDA over any British bike, that thing was so dependable, it never let me down. My friends with British bikes were always broken down. I have had many Hondas, 2 couple of Suzukis, Yamaha's. They were all very dependable. My Harley friends to this day still have issues it seems. If you to get where you are going buy a Japanese bike. If you want to learn mechanical skills by a Harley or older British bike.
Lovely bike. One day you want to go back to that garage with a box of biscuits for the chap that helped you , I would anyway !.
Yes, indeed. It's on my normal Sunday route, so next time I'm out there, I'll call back in.
alls well that ends well, but as you say when the silence comes and it won't start - HELP!!! thanks for the video
Alls well that ends well!
I hate electrical problems.
The engine was slanted forward to stop the middle piston from cooking and was largely successful but here in Australia with a hotter climate an oil cooler was needed if you wanted a day to day rider. I had one for a short time as a young man later I bought a thriumph thunderbird sport 900 which still to this day is my favourite bike ever. Funny enough I sold my triumph trident and bought a Suzuki gsx 750 much like you did.
The triples always had an oil cooler.
Mooiste motor ter wereld de T 160❤❤❤
Yeah. One of my favourites with the metallic purple and white tank.
The discs condition is called class
A comment or two…….. I.MO. The centre exhaust system was not split into two pipes for cosmetic reasons, it was because having inclined the cylinders clearance with the front frame tube became an issue and this was the only way to get a smooth gas flow out of the exhaust port, a full size pipe canted to avoid the frame down tube would have required a sharp bend with a loss in scavenging efficiency. I am not sure having open bell mouths on the carbs is such a good idea, air filters catch a lot of stuff you don’t want going through the engine. Those handlebars ! I had them on my T160 when I got it , they do nothing for the handling of the bike, I replaced them with the standard European flat (ish ) bars for a much more connected and comfortable for both me and anyone sitting on the back.
Better gas flow? I don't think so. Manufacturer justification for something a bit dodgy (they all do it). To miss the frame downtube? Maybe. To make it look like a 4 cylinder? Definitely. Open bellmouths? I do so few miles a year it doesn't make much difference. I'll be dead and gone long before the engine needs another re-bore - and I'm always form before function (they look so much better!) Handlebars? They're semi-western and I find them the most comfortable.
The three-into-four-into-two exhaust configuration was nothing to do with the inclination of the motor. Both the upright Triumph unit in a single downtube frame and the canted BSA unit in a twin downtube frame used the same divided centre exhaust set up in 1968. I doubt this was because of anything to do with cooling, gas flow ... whatever. The duplex BSA frame would have easily allowed for a single central exhaust pipe to pass through it, as was proved by Craig Vetter in 1973 with the X75.
No, it was more to do with the mess that BSA/Triumph was in at that time. Two halves of the same brain fighting each other. Triumph used a single downtube frame, having abandoned the 'tuning fork' twin cradle in 1963; BSA had stuck with the twin downtube frame. The Triumph half of this shambles knew that the centre exhaust pipe would have to be divided to avoid the downtube of their frame. The BSA half of the shambles said, OK, that divided exhaust will work with our frame and canted engine etc ... ad infinitum ...
The blind were leading the blind and five years later Birmingham Small Arms, a company that had been in existance for over a hundred years, was consigned to the dustbin of history.
Whereabouts are those lovely roads?
The Derbyshire Peak District National Park. (But keep it to yourself!) 😁😉