Motorcycle specifications Triumph660 Daytona 2025 The incisor bay

Ever since Triumph's involvement in Moto2, everyone has been hoping for the return of the Daytona. Especially with the 765 cm3 engine and chassis efficiency of the Street Triple RS - a fairing, a few tweaks, a dose of extra sportiness and it would be done. A short follow-up offered some hope, with the 765 Daytona limited series in 2020. Then nothing happened, and the public's desire for the model never disappeared.
Had Triumph heard? Had the planets finally aligned so that the Dayto' could return to carve out trajectories?

Break out the champagne, but only fill the glasses halfway! Yes, the Daytona is back! Yes, it's back to sport. But a more restrained sport, far removed from the fury of its predecessor. The new Dayto' is based on the 660 Trident roadster. But as we shall see, Hinckley has really worked to make it a much more tasteful machine.

In terms of styling alone, this British machine looks great. You can vaguely guess the spirit of the 675, but you can't really make the connection. Less tense, less angry, the new Daytona wants to claim a certain affiliation without being able to achieve the aggressiveness of an authentic circuit machine. Between the eyes is a triangular air intake and a strange little parabolic recess under the nose. Compared to the Trident, the Dayto' changes the fuel tank, installs a double-decker seat, modifies the riding position with new footrest plates and a one-piece fork crown + half-guidon assembly, installs the rear road kit under the seat and gives the frame a false look. Cosmetic parts give it the appearance of an aluminum spar structure, but it's really steel tubing underneath.

The result is a true identity. It's not shy about taking on the machines of the "nice" mid-size sports car segment. A semi-militarized zone where the recipe for creating a model is pretty much the same everywhere. Whether it's the GSX-8R, CBR 650 or Ninja 650, they're all based on a roadster to which a fairing has been added and a few components tweaked. Basically, the outfit is changed for the same performance, but with a more racy look.
Triumph goes much further. For a start, the Daytona 660 is not going to join the same sports club. The little three-cylinder no longer has the same desires. A visit to the engine-makers gives it 17% more power and 9% more torque. Wow! That's a lot!

For a little perspective, let's take a look at the MT-07 and the R7. Whether you ride one or the other, it's 73 horsepower.
Let's switch to England, where the Trident offers 81 horsepower. Switch riders and you're off to a 95hp start. This healthy dose of watts is completely unleashed at 11,250 rpm. Surprisingly, the red zone is still a long way off, at 12,650 rpm. There's no doubt that the 3-cylinder could still send a few more nags our way. But by keeping to 95 horsepower, the Daytona preserves its A2 compatibility.
With 69 Nm instead of 64 Nm, maximum torque marks a less spectacular but also highly appreciable improvement, with 80% of its power available after 3,125 rpm.
To achieve this very significant increase in power, Triumph modified the crankshaft, camshafts, cylinder head and pistons, and then took the opportunity to touch up the gearbox a little. A new exhaust system also makes a difference to the voice of this revitalized 3-cylinder. The Torque Assist clutch is back, to ease lever effort and calm rear-end slippage on hard deceleration.

In the Daytona, the engine doesn't show its grunt right away. It follows the mood of the Trident's block until the beginning of the mid-range, and then starts to emancipate itself at around 6,500 rpm. But it's really after 7,500 rpm that it shows its difference and takes off.

Aware that riders are going to be asking for more effort and a faster pace, the Daytona also revamps its front end. The 41 mm Showa inverted fork has been upgraded from the SFF model to the large-piston SFF-BP, while the brake calipers are now radial, doubling the number of pistons in action. Look how Triumph has "cleaned up" these 4-piston shoes, leaving only its logo in evidence. The front brake discs are the same diameter (310 mm), while the rear is reduced from 255 mm to 220 mm.
The tubular steel perimeter frame remains unchanged, as does the steel swingarm. This is where the Daytona loses points of nobility compared to a pure sports bike, and cannot proudly raise its chin to the 675 dynasty. There are no beautiful aluminum parts, no suspension adjustments at all levels (only preload at the rear), no top-excluded dashboard. With such an iconic name, were you expecting a TFT display like the Street Triple Moto2?

instead, you get the 660 Tiger trail handset. A little LCD at the top, a dose of TFT at the bottom... The info's there, but not the distinction. Disregarding it will be tricky, given that the rider will regularly have this vision right under his nose. Between the plastic and the data, the thumb will have the choice of the machine's character. The 660 Daytona comes with three Driving Modes, affecting throttle response and traction control levels. The "Rain" and "Road" Modes are taken from the Trident, with the addition of "Sport", a fitting choice for a bike with such an ambiguous name. Traction control can be switched off as required.
The shifter has not been invited to the resurrection. You'll have to go through the options to get it. A casino zone where you'll also find Triumph's connectivity system for controlling your smartphone (and accessing music, turn-by-turn guidance, etc.), heated grips, a USB socket, a tracker, tire pressure, a seat cover..

It's clear, and all the better for it: there's a world of difference between the Trident and the Daytona. Anyone worried about getting a roadster in a new outfit will be reassured to discover a bike that's far sharper than the roadster. Enough to whet the appetite for a battle where the imagination sows vibrators on the road.
On the other hand, it's essential to remember certain facts, such as weight. The Daytona 2024 comes in at just over 200 kg, with just one extra unit..... Whereas the last-generation 675 cm3 model weighed in at just 184 kg, with 128 horsepower. So, yes, it's important to show that there's also a gap between two Daytona chapters. It has changed because the world is changing, not as purists would have it.

the new Daytona, unlike its 675 predecessor, is not a Supersport but a sports bike. Are these just words? Much more, and well weighed. The former was all about pure performance, and didn't hesitate to take on the R6 and 600 CBR; today's Daytona isn't about time, but about sport. Targets: Suzuki GSX-8 R, Yamaha R7 and Aprilia RS 660. Or even the Honda CBR 650 R and Kawasaki 650 Ninja. The contours of this new world are shaped not by the stopwatch, but by market figures.

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