RIDDEN: Triumph Trident 660

 Once seen as Triumph’s gateway drug, has the updated Trident outgrown its entry-level status? Dave Manning tells us what we need to know…

While the 660 triple has been around for a few years, until now I’d not had chance to try it out, wondering how it’d compare to the original 675cc Street Triple I absolutely adored when I borrowed one to take over to the TT nigh on a decade-and-a- half ago. 

Given the Trident 660’s spec, and the fact that when it was first introduced it was heralded as the Hinckley factory’s entry bike into Triumph ownership, I was expecting a low spec, easy-to-use, A2-licence compliant machine that was pleasurable to ride, but maybe ultimately a little dull. I was right in one respect, and it wasn’t the last…

The pseudo-retro styling cues on the Trident have appealed to me ever since I saw the first press release images six years ago, and the original version (that’s the Hinckley original, not the actual T150 750cc original, the factory’s top-of-the-range machine!) got some rave reviews on its launch, so I was rather keen to have a try, especially when the new 2025 version was announced. 

While there are a few changes for the 2025 model, it is essentially the exact same bike as far as hardware is concerned. The upgrades come via the six axis IMU that allows cornering ABS and traction control, plus an additional rider mode (with Sport being added to the previous Road and Rain modes), cruise control, connectivity to the TFT screen (allowing turn-by-turn navigation, control of phone calls and music, etc., via the Triumph app) and the Triumph Shift Assist quickshifter.

So, as far as the mechanical components are concerned, it’s pretty much all the same as before with the notable exception being the application of Showa’s ‘big piston’ forks for an improved action of the front suspenders, although like the previous version of the Trident, they’re not adjustable in any way. But it has the same 660cc three-cylinder engine that makes the same power as before, the same perimeter frame made from steel (rather than aluminium as the style may suggest), and the same rear shock, brakes, etc. So, essentially, it could be said that it is the same entry-level bike as was released six years ago. But, of course, Triumph now has the 400cc singles as its entry-level models, so it’s fair to say the Trident has risen in the ranks somewhat. 

Of course, it still has the A2 compliant power and weight figures, and the wheelbase, weight and seat height numbers indicate it should be ideal for new riders, so it’d be all too easy to pigeonhole the bike into being a ‘beginner’s bike’, that may not be suitable for the more experienced riders amongst us. And that’d be a very silly assumption to make.

It has, of course, still got the relatively low weight (of 190kg fully fuelled and ready to roll), slim and contextually low seat height (of 805mm) and easy manoeuvrability (decent steering lock and short 1401mm wheelbase) of the previous version, so the ‘entry level’ tag is still going to be tied to the tapered mid-rise handlebars. But having now ridden the Trident, it’s no real surprise to me to subsequently hear that many of the sales are actually to folk who are moving back down the ‘bike size ladder’ and purchasing something a little more manageable than a massive tourer, super-sized adventure bike or ballistically-fast sports machine.

While some bikes are ideal for riders without a great deal of experience, there are others that can cater for new riders whilst continuing to provide a fantastic riding experience for those with a few years’ riding under their belts, bringing smiles to the miles without a requirement for massive power outputs, high levels of tech or three-piece suite levels of comfort. 

The Trident epitomises that idea with a purity of design, spec and feel. And it’s a feisty little fella, too. It is reminiscent of that 675 Street Triple in many ways, but maybe a little less sporty and not as sports-focussed, in part thanks to the less rev-hungry requirements of the engine, but also due to the lower spec suspension and brakes, although it is close to being as much fun on a smooth section of twisty Tarmac.

The 660cc triple is an impressively flexible lump, with the focus being on accessible torque rather than outright power figures (and, of course, the outright power has a limit brought by the bike having a requirement of a capability of an A2 licence restriction). Triumph has succeeded in its aim, with 90 per cent of the outright torque figure (47.2lb-ft, if you need to ask) being available through the middle 50 per cent of the rev range. The end result is that you don’t need to be chasing revs all the time to make good progress, and short-shifting through the box is as good a way of covering ground as playing ‘hunt the limiter’. It actually feels like a larger capacity engine in the way it pulls from lower in the rev range, and the three-cylinder configuration certainly helps to keep it smooth, with the end result being a bike that will be as comfortable in a city commute as out on the open road.

For me, the option of rider modes seems a little unnecessary on a bike that has such a flexible power delivery and such a smooth fuelling and throttle feel. So much so that even Sport mode is suitable for stop-start town and traffic riding, and it could be argued the ‘normal’ Road mode is good for more enthusiastic riding as long as your right wrist has the flexibility to suit, given both modes have the same power output with the difference being in how quickly the butterflies in the throttle bodies are opened. After swapping through the modes early on in my day’s ride, I opted to just stay in Sport, and it was fine for everything – even delicate, feet-up turns on gravelly laybys for the photo stops.

The new quickshifter is pretty good, and while it won’t shift up on a closed throttle, it will shift down on an open one, which is a tad ironic as thanks to the powerplant’s prodigious spread of torque (especially given its capacity), you’re unlikely to want to slip down a cog or two to overtake. It’s (yet) another bike for which I wonder if the addition of a ‘shifter is more down to fashion (or customer demand) rather than the actual need.

That said, it could be argued that in speed camera-enforced Britain, the addition of cruise control is a vital one, despite a common assumption of it only really being needed on a bike that has long-distance touring as its raison d’être. The cruise control on the 2025 Trident is the very simplest, both in terms of how easy it is to use, and in what it offers – it’s just a basic on/off with no incremental buttons to tweak the speed that has been set.

However, it is a useful addition, albeit perhaps a little odd in that it’s standard fare on a bike that many might not consider it necessary, and in that other equipment comes as optional extras such as heated grips and a USB charger (and there are also options some may consider to be less vital, such as scrolling indicators, and tyre pressure monitoring). But it must be remembered that, even with the new electronics and forks, it remains at the same price as the outgoing model, so having to pay a little extra for those bits that not everyone wants is fair enough.

I’d jumped on the red-liveried bike for the riding shots – as it matched my helmet – but I do think the blue livery is perhaps a little classier and will age a little better, but both of those, and the yellow alternative, come with an increased price tag over the basic all black version.

There are a number of other bikes that slip into the same ‘mid-range naked bike’ category as the Trident, although I get the impression there’s still something of an ‘entry-level’’ prejudice’ against the Hickley triple that others, such as the Suzuki GSX-8, Yamaha MT-07, Aprilia Tuono 660, etc., don’t have. Which is a shame, as the Triumph is probably the best all-rounder in that group, with the best flexibility for all riding conditions and, as such, could be argued it is the perfect mid-range naked bike. With that said, I will always argue the perfect bike at any one time is the one I’m sat on…

Thanks to that impressive engine and the way that, despite its capacity, it acts like a much larger inline four, pulling smoothly and strongly from next-to-no revs, it would be a superb engine for a mile-munching tourer, with a bit more room, a slightly more upright riding position and the ability to take a set of made-to-fit hard luggage. What’s that you say? There’s a Tiger Sport 660 with exactly the same engine? Yes indeed, and you’ll be seeing more of it soon…

Specification: Triumph Trident 660

Engine: 660cc, inline triple, water-cooling, DOHC, 12 valves, 74.0mm x 51.1mm bore/stroke

Power: 81bhp (59.6kW) @ 10,250rpm

Torque: 47.2lb-ft (64Nm) @ 6250rpm

Frame: Tubular steel perimeter

Wheelbase: 1401mm

Rider aids: Cornering ABS & traction control, cruise control, ‘My Triumph’ connectivity, 3 ride modes

Brakes: (F) 310mm discs, Nissin twin piston sliding calipers. (R) 225mm disc, sliding single piston caliper

Transmission: 6 gears, chain final drive, shift assist

Suspension: (F) Showa SFF-BP 41mm USD forks, 120mm travel. (R) Showa monoshock, preload adjustable, 130mm travel

Wheels/Tyres: Cast aluminium five spoke wheels. (F) 120/70R17” tyre. (R) 180/55ZR17” tyre

Seat height: 805mm

Fuel capacity: 14 litres

MPG: n/a

Weight: 190kg (wet)

Warranty: 24 months, unlimited mileage

Service intervals: 10,000 miles / 12 months

Price: from £7895

Contact: www.triumphmotorcycles.co.uk