Description
The carburettor'd T300 885cc Speed Triple is a well known and respected machine produced between 1994 - 1996 in some numbers, which is often credited with kicking off the Street Fighter "Style" with it's aggressive looks and strong performance in a naked machine.
There was, however, a lesser known 750cc version produced for the '97 - '98 model year only, in very low numbers, between 120 and 250 depending on who you ask but believed by many with factory knowledge to be nearer 140 machines, they do not have a numbered plate like the Daytona 1200 SE and some production records are believed to have been lost during the No. 1 factory fire. It is perhaps unkindly referred to as a parts bin special, which is a little unkind if based in fact as Triumph used up stocks of 750cc engines before phasing out the carb engines in preparation for the EFI models coming in '99, it was undoubtedly the last of the carb'd Speed Triples.
What might initially appear to be a 900 Street Triple, since most of the main components are shared with it's larger engine'd brother, can be identified as a 750 by certain parts that give it away. All 750's came off the production line in the same black bodywork, with seat, main lights, switchgear, handlebars, mirrors, twin horns, lightweight sports end cans and fully adjustable forks as the 900. The differences, other than internal parts of the short stroke higher compression engine, are that it benefits from a 6 speed gearbox (only fitted on '96 model year 900's), earlier 6 spoke wheels with the 18" rear, longer rear shock (for the 18" wheel) with remote hydraulic preload and rebound adjustment, Nissin branded front 4 piston callipers which are technically the same as the Triumph marked items on other models and square lens CEV indicators (used on the Tiger and one year of the Trident), the ECM is specific to the 750.
This particular, very good condition and unusually low mileage machine, I have had the privilege to own and enjoy for a few years. It is in as near factory release state as you're likely to find with the following exceptions:-
Pillion Seat Cover / Hump - Genuine Triumph
Fork Protection Guards - Genuine Triumph
Rubber Tank Pad - Genuine Triumph
A few discrete stainless fasteners and steel tyre valve stems.
Everything works as you'd expect from a well cared for machine, service history prior to my ownership is largely complete as noted in the included original owners service booklet and manual, along with a decent amount of supporting receipts, latest service records by myself are noted, including engine oil and filters, coolant flush with fresh Fuchs fluid, carb rebuild after ultrasonic cleaning, complete rear suspension rebuild and complete brake systems rebuild. The frame has no rust, the tank internals are also rust free, the fork seals have no leaks, the tyres are matching Continentals that are under half worn, discs and pads are in good shape with little measurable wear and the seat has no damage to the base and no nicks, cracks or splits in the original cover. The bodywork and paint is in similarly very good condition, no cracks or splits in the panels with all 4 pins on the side panels intact, the rear link panel has had partial underside lug damage on one side as shown (I don't use these, being so hard to reach they often break and are redundant with the other screws in place), locks all match and there are two keys. The engine casing coatings have no damaged or flaking coatings and the exhausts are in very good shape with some fading on the down pipes only.
While 900 owners say it's not as punchy, the 750 certainly has a little less torque low down, having ridden both, the 750 makes up for that when you get up the rev range, I wouldn't say one was better than the other just different. At lower revs in traffic or on urban roads it's as predictable and controllable as any other T300 but getting it near 6, 000 rpm it comes alive as if it had a hidden switch. It's progressive, not like a VTEC, and reveals a totally unexpected character all the way to 10k with slick changes on the way.
It has been an achingly difficult decision to part with it but my 70 year old hips are also aching a bit now and I don't have the reactions to enjoy it's performance, even if I kid myself I ever did. Thankfully it has the predictable handling and braking to keep me out of hedges and although I use another T300 for bigger distances, it is no garage queen, just used sparingly on special days for a confidently reliable ride that keeps me smiling until I have to reach for the Voltarol.
Clean MoT until Sep 27, currently on SORN, cold start video available on request.
