One of the key features of the T300 range is the modularity and the sharing of many components across the range. This was driven by the need for Triumph to keep costs down and to have a wide range of models that underneath shared many components. This use of shared parts is of benefit to owners in that many parts are interchangeable, making sourcing them easier. However, there are differences that could trip up the unwary.

FRAMES

While the curved spine frames, made from high-tensile (600MPa micro alloyed) steel and sub-frames are all similar – being an updated version of the spine frames used on the Meriden Triumphs – and while they may look the same, they are not necessarily identical.

The Daytona/Trident/Trophy/Sprint and Speed Triple frames are the same, but the top and bottom yokes have different degrees of offset.

The frames and sub-frames for the Thunderbird/Thunderbird Sport and Legend have different fitting points for the water system header tank, which is located at the top of the spine frame; the Daytona/Trident/Speed Triple/ Sprint have the header tank located behind the tank and sitting down inside the sub-frame.

The seat sub-frames are not all identical and vary from model to model, particularly on the Thunderbird/ Adventurer/Legend and Tiger ranges.

The rake angle for the forks can also vary – for example, the Adventurer of 1999 had a 27-degree rake angle.

It is an urban myth that Triumph copied the spine frame of the Kawasaki GPZ900. Rather, Kawasaki copied the spine frame from the Meriden Triumphs, and the revised spine frame for the Hinckley bikes had been designed a few years before John Bloor set up Hinckley.

FRONT FORKS

Triumph used two Japanese suppliers for the front forks – Kayaba (early and some later models) and Showa (late) – but all forks share the same 43mm diameter chrome tubes irrespective of which model or supplier, some being adjustable, some not. For 1996, the front forks were shortened on the Speed Triple and Daytona, and models that previously had the forks showing through the top yokes now had the fork tops flush with the top yoke, or with a lower ‘pull-through’. The Tridents/Trophy/Sprint and Sprint Sport retained the longer forks for attaching the handlebars above the top yoke.

Kayaba adjustable forks were fitted to Daytona 750/900/1000, Speed Triple 750 and 900, Sprint Sport and Super 3 models.

All non-adjustable models (except the Sprint 900, which was only fitted with Kayaba) had either Showa or Kayaba. All adjustable forks were Kayaba.

Tiger front forks had a different bottom (slider), using longer tubes with the same damper system as other non-adjustable forks as follows; these were Kayaba up to VIN 43523 and Showa from VIN 43523 to VIN 71698 (when the new Tiger 900i replaced the T400).

The Kayaba had 55mm outer seal diameter (originally a smooth dust seal was visible) and these had a larger damper bolt at base. The Showa had a 54mm outer seal diameter (the dust seal originally had an external visible garter spring) and these had a smaller damper bolt at base.

The forks allowed an upgrade from 296mm solid discs to 310mm floating discs by many owners. If the larger discs are fitted then you must fit the later four-piston calipers. The brake caliper fixing hole centres are the same (this does not apply to Tiger 900 and Thunderbird range). It’s a good idea also to upgrade the front brake master cylinder from 14mm to 5/8in (15.87mm) to reduce lever travel.

Fitting of 955 Sprint ST bottom sliders allows 320mm discs to be used. All Showa parts have to be used, as these do not interchange with Kayaba. Even the top fork nuts have a different pitch thread – being aluminium alloy and fine threaded, this can lead to a thread crossing mistake, and this can be expensive!

Non-adjustable forks were softly sprung and dive with brake application. Springs can be upgraded (normally with multi-rate springs, but linear springs are always better) and some customers use heavier damping oil, but one change at a time is the best way to progress. The later nonadjustable forks (certainly Kayaba and probably all Showa) reduced the diameter of the damper port hole to restrict damping oil flow.

Fork bushes are not interchangeable between Kayaba and Showa. There is a view that Showa are better engineered apart from having a narrower (15mm) bottom bush. Kayaba use 20mm bottom bushes.

Fork damper holding tool on nonadjustable forks is a 30mm hexagonal nut welded to a long tube. Adjustable forks need a 20mm-long piece of square tubing.

FOOT PEGS AND
FOOT PEG BRACKETS

The foot pegs for the rider can be in two positions: a lower one for the touring bikes and a higher one for the Daytona and Speed Triple. This is because the control plate to which the pegs are attached can be mounted in two positions. If you want to fit lower rider foot pegs to the Daytona and Speed Triple, the gear linkage and rear brake pushrod will also need to be changed. There are also two types of foot peg, as shown here, which gives four different positions in total – two by the pegs themselves and two on the control plate.

The Trophy foot pegs are wider than those on the Daytona, Trident and Speed Triple.

The rear foot peg brackets are also of two types, depending on what style of exhausts are fitted to the model. The longer ones are for the Trident/ Sprint as the exhausts are lower, and the shorter foot peg brackets are fitted to the Daytona/Speed Triple and Sprint Sports, as the exhausts are at a steeper angle.

The foot peg brackets for the later Trophy and Sprint Executive are different to the rest of the range as the control plate is a one-piece casting for both rider and passenger pillion foot pegs.

The rear foot peg brackets and exhaust hangers for the Daytona 750 and Daytona 1000 are different from any of the subsequent models, as they incorporate a welded tube arrangement for the exhaust hanger; the alloy foot peg bracket is only for the foot peg.

On later models, Triumph combined the functions so the foot peg hanger also serves as the exhaust hanger.

GEARBOXES

The bikes were originally fitted with six-speed gearboxes, except for the Speed Triple and Thunderbird family, which had five-speed ones. In late 1995, the Speed Triple was provided with six-speed gearboxes, as was the Thunderbird family some time later. The five-speed gearboxes can be upgraded with the additional gear if required, although I have to say I did not notice any appreciable difference between the five- and six-speed bikes under normal riding conditions.

SWING ARMS

The swing arms are made of extruded high-tensile aluminium, welded in a jig and then anodized, either in grey, silver or black depending on which model they were fitted to.

There are a number of variants in the swing arms. The swing arm for the Daytona and Speed Triple has the rear caliper slung under the swing arm, while the Trident/Sprint has the rear caliper above it, so the caliper mounting points and location for the tie bar between the caliper and frame are different. The first generation Trophy and Trident with six-spoke 18in rear wheel and silver swing arm had the rear brake caliper above the swing arm.

The swing arms for the Thunderbird/Thunderbird Sport and Legend are different in appearance.

TOP AND BOTTOM YOKES AND HANDLEBARS

The variety of top yokes is considerable, although the majority of the differences are cosmetic, as some are polished and some powder coated black or silver. There are also different offsets depending on the model, so Daytona has a 40mm offset while the Speed Triple has 35mm offset. Some models had the handlebars above the top yoke – the Trophies, Sprints, Sprint Sports and...