Motorcycle specifications Triumph660 Trident 2026 The breath of a Dayto'

After upgrading its equipment last year, Triumph has given its Trident 660 a serious power boost. Enough to take on the 750 Hornet and leave most of its competitors in the dust. Is the three-cylinder engine angry? More like excited, like a teenager in search of adrenaline.

At that age, you want to change your clothes. With moderation for the Trident. Let's say it's a discreet facelift, with a redesigned fuel tank, a padded headlight, redesigned side panels and, most visibly, a two-tier seat with a sleeker design. In short, a facelift that preserves as much of its identity as possible.

The gym

95 horsepower at 11,250 rpm! An impressive increase in power: 14 more horsepower in this engine displacement is furious. Triumph justifies this increase with new engine settings, three throttle bodies instead of one, larger exhaust valves, more aggressive camshafts, an enlarged air box, improved cooling, and new calibration for better throttle response. Now revved up, the Trident's engine develops the same power as the Daytona, and at the same rpm. So it's not really the Trident's mechanics that have been boosted; it's more of a transplant.
Torque has also increased, with an additional 4 Nm. 80% of the 68 Nm is available from 3,000 to 12,000 rpm, with peak torque reached at 8,250 rpm. But these impressive figures hide a desire for hysteria: the maximum values of these forces are reached much higher in the revs than before. The 660 Trident has gained 20% in revs before reaching the red zone. That's where it finds its extra horsepower.

Hinckley didn't just rev up the engine. Its engineers also retouched the manifold and catalytic converter, revised the gearbox, optimized the shifter, softened the anti-dribble clutch to further reduce lever effort, and installed a new Showa shock absorber with the added bonus of rebound adjustment.

The heart is racing, the chassis stays true to its origins.

The manufacturer has gone no further in order to preserve the balance established by its roadster. The Trident retains its tubular steel frame, to which a 41 mm Showa inverted fork with large pistons is attached. The brakes remain unchanged, with 310 mm discs gripped by Nissin 2-piston calipers—not to mention braided brake lines, which some hypersports still don't have...

The bike has gained 5 kg in the process. It remains under 200 units (195 to be precise), but is slowly becoming one of the heaviest in its class. It can brush off this "assessment" by pointing out that it is the most powerful and offers a comfortable range of electronic features:

• Three riding modes (Sport/Road/Rain)
• 6-axis IMU inertial measurement unit
• Cornering ABS
• Angle-sensitive traction control
• Up & Down Shifter
• Cruise control
• MyTriumph connectivity (turn-by-turn navigation, music and call control
• And the TFT/LCD instrument cluster. It's a shame that Triumph hasn't redesigned this too. It's far from being universally loved. But it does the job, which is what really matters.

It's making its mark!

95 horsepower today! This figure seemed to be the preserve of 4-cylinder 600 roadsters for generations. The 660 Trident has taken it on and raised the bar in this segment. The best part is that all these improvements come as a bonus: the price of the bike remains unchanged.
Although it has much more power, it can still be restricted to A2. It's no coincidence that it develops twice 35 kW.

M.B. - Manufacturer photos