The Trinity Trike genesis is largely the result of a classic "mother of invention" story. After returning to riding after a 38 year absence, I promised both my wife and my defective knees (!) that I'd do it on three wheels rather than two. But I quickly ran through the short list of options. Even used, the classic big Honda/Harley conversions were way out of budget and much too heavy to be fun for me. Although generally affordable, the VW conversions just aren't motorcycles to me (no offense, for I have driven a 1974 VW Thing every day for the last 10 years!) I test drove sidecars and found them to be much too un-nerving in how they handled. Likewise, the "training wheel" conversions were even worse. I felt like I was trying to hang on to a gyrating hula dancer when attempting to turn! However, they were the most affordable, but rather than just buy one, I wanted to see if I could design/build one of my own and improve upon some of the faults.
Enter my future partner Richard Yelvington, former aerospace engineer (yep, a rocket scientist!!) and builder of many a commercial trike conversion in his new life of motorcycle technician extrordinaire. I consulted with him so often that when he became free from his last position, we decided to partner up and put a few of my screwy ideas together with his proven engineering expertise to see if we could make an affordable design that would work well even for the small displacement motorcycles. The birth of the 250cc Roadster class design was the result, followed quickly by the Cobra class variation for the larger bikes.
At The Trinity Trike we build relatively easy-to-install swingarm conversion assemblies for the light to medium class of metric cruiser style motorcycles as well as traditional heavyweight cruisers such as the big twins from Milwaukee. We use state-of-the-art proprietary methods, components designed to be built by local vendors and in our own facilities, and made from top quality aerospace materials. The Trinity Trike finished conversion's net weight increase over the two wheel version of the donor bike is typically a small fraction of conventional conversions (most often only just over 100 pounds!). This enables excellent handling and performance for the lighter class motorcycle trikes seldom if ever attainable!
Because of our lightweight, full differential design and our carefully engineered geometry, the usually poor low speed steering and mediocre overall handling typical of trike conversions is a thing of the past. Our trikes only require the lightest touch, a real plus with the ladies and "Boomers" who are coming back to riding after decades away. This is a refreshing change from the lengths some have to go to even approach the handling comfort that entry level trikers prefer. Gone are the steering dampeners, raked out triple trees or other extraordinary steps others have taken to achieve what a Trinity Trike conversion gives you right out of the crate!
The Trinity Trike conversion takes only a fraction of the time normally associated with such projects - only hours instead of days! Some of our smaller bike conversions use an industry first "Layover Plate" design that is literally a bolt on installation! Therefore, for those 250cc class trikes, it is even fully reversible (but we doubt you'd want to!). The larger bikes (like the Hyosung GV650's, Honda 750's and big twin machines featured elsewhere on this site) do require some minor welding but even so share much of the same Layover Plate construction and it's rapid assembly. The stock belt/chain drives are retained as is the dual rear shock assemblies for simplicity and economy of conversion.
The spider gear full differential is our own design (not just a warmed over automotive unit) machined right here in our own facilities. The axles and wheel hubs are also of our own design and are machined for an industry standard 5x4.5" stud bolt pattern (custom bolt patterns can be accommodated upon request). When selecting wheels and tires (which are often best obtained locally because of shipping costs), just choose a "rear wheel drive" type rim with a zero offset and select a tire with a 24" to 25.75" diameter. Those choices will keep your conversion on target for wheel track geometry and highway gearing for the best all around performance (the greater the diameter, the lower the RPM's at highway speeds). All of our standard rear fenders are fully adjustable, ready to finish brushed aluminum with a bright diamond plate inner skirt. The flared fiberglass fenders shown on some models are available as an option. Full fiberglass bodies will be available later this year as well as touring style front fairings.
Because of their superior power output and front end
handling, all kinds of metric cruisers not usually triked out are excellent
candidates for donor vehicles. Even in these early stages we have already done
a half dozen different models most of which have never been triked before! We
also have design specifications for another couple of dozen other models. Our
technology will work on most any swingarm style chain or belt drive cruiser/touring
model motorcycle on the scene right now. Ask us about your ride!
Contact us by EMail: Online@TrinityTrike.com