Motorcycle specifications Triumph660 Trident 2025 Daughter of Neptune

With the release of the 660 Trident, Triumph entered the world of entry-level roadsters, a strategic bridge between motorcycle schools and mid-size models. A fine gamble, supported by a pleasant, cosseting silhouette, the only 3-cylinder engine in the category, well above-average power and appreciable qualities.

well-born , healthy, efficient and full of dynamism, the British bike's main pitfalls were its long-established rivals, including an incredibly well-placed 750 Hornet, and an unexpected rival, its own 750 Street Triple cousin. After 4 years of loyal service, the Trident passes the baton, not to a new generation, but to a few welcome adjustments.

the colors change... and that's all. From one bolt to the next, the new Trident is identical to theold Trident. The new Trident is the same as the old Trident from bolt to bolt. It's on the suspension side that Triumph tinkers. The 41 mm Showa inverted fork (SFF type) has been upgraded to a large-piston model (SFF-BP), for greater progressiveness and stability.

The following chassis hardware remains identical to that of the Trident2021-2024, i.e. a simple tubular steel perimeter frame, a Showa shock absorber with preload adjustment, 310 mm brake discs with Nissin 2-piston calipers (the hardware brakes well) and 255 mm at the rear with 1 piston in the shoe.

a little tweaking for the front end, okay. But what next? The Trident has concentrated its efforts on electronics. It's not just pretending, it's going all out. The first step is the installation of an inertial unit. Its dynamic data flow makes ABS and traction control sensitive to the angle taken by the bike. That's the first point.
Secondly, the shifter is now standard. This immediately brings us to the arrival of a "Sport" riding mode in addition to the two others (Rain and Road) already present on yesterday's Trident. Fourth point and addition: cruise control. It's a feature you'd expect to find on a trail-roader or a GT, but let's not be too picky about this little gift. Last but not least, the installation of a Bluetooth connectivity model for Smartphone pairing. So you can enjoy music and call control, as well as turn-by-turn GPS navigation. However, there's still no USB socket on board.

one of Triumph's key features, its engine, delivers the same performance. This 81 hp, 6.6 mkg 3-cylinder engine is a great success, with 90% of its power available between 3,600 rpm and 9,750 rpm. Pleasant, with good thrust, a little linear but not lazy when it comes to approaching the red zone, the block has given the Trident everything it needs since its inception to have fun. Without being overwhelmed or feeling like you're missing out; for the category.
With the Daytona 660 not far behind and far more watts, the roadster might have been tempted to steal a few. But no, each to his own herd, each to his own philosophy.
triumph seems intent on showing conquering sympathy with the Trident. The astonishment (and contentment) was obvious when the better-equipped Tribute version arrived in early 2024 for the same price as the standard version. The bonus is the same with the 2025 evolution of the Trident: options now standard, refined electronics, revised damping, and higher-quality parts (a new upper tee and forged aluminum brake pedal) without a price increase. However, it costs almost 1,000 euros at list price (the factory will bear a very different cost).

the Triumph 660 Trident is still A2-compatible and will arrive in its network in December 2024. In terms of price/equipment, it's at the top of the segment, as is its finish. It's high time for some of its rivals to reconsider.

M.B - Manufacturer's photos