Motorcycle specifications Triumph660 Trident 2024 Triumph enfourche les mid-size

The first motorcycle is rarely a supermodel packed with watts, with a crazy chassis and top-notch performance. It's much more likely to be a 125, then later a 600 to 700 cm3 machine. That's where you learn, where you have fun, where you play the fool... and where a brand plays a part in building loyalty.

For Triumph, access was out of this sphere. The Street Triples are excellent roadsters, but already a step up. The 660 S made a good attempt, but needed a more accessible machine. That's where the TRIDENT comes in, setting the jaws of mid-size motorcycles on edge, and hoping to bring a lot of cubs under the British flag.

The 660 Trident is a fine little roadster. Less aggressive than the Street, animated by curves and a certain refinement, at once shy and a little provocative, it distils English charm as it should. Not phlegmatic, but restrained. The stern is particularly clean in its design, thanks in particular to the plate holder attached to the swingarm. Nothing to complain about: the bike presents itself well, shows its education. It's a tomboy, not a savage.

To offer a more affordable bike, Hinckley had to adapt the chassis and equipment. Less sophisticated, but not necessarily low-end. Given its market niche, the Trident can do without the sporty aluminum frame of the Street. It therefore inaugurates a new steel skeleton, consisting of a minimalist tubular frame linked to a brand-new swingarm in the same metal. A handsome 43 mm SFF inverted fork with separate functions takes care of the front end, but without any adjustment possibilities. It's by Showa, as is the rear shock absorber. The latter features the classic preload adjustment.
Braking is simpler too, with 310 mm discs bitten by double-piston axial calipers. Rear action is via a 255 mm disc with a single-piston caliper. Nissin-supplied equipment, sufficient for the purpose, and rather average for the category. Another factor in the bike's acceptable price tag is its place of production. The British bike isn't made in the Queen's homeland, but a little further afield, in Thailand. Oh, don't grumble. Almost all Triumphs are made there.

now we start to count the points and hit the nail on the head. Where the Trident clearly stands out in the segment is in its engine. It's the only one to be powered by a 3-cylinder. For those who want to ride something different with the roundness of a triple, in a segment where it's almost impossible to find anything other than a twin - with the exception of the CB 650 R - this roadster plays a great card.
Thanks to its architecture, this block promises not to bore. Triumph produces 81 hp at 10,250 rpm. Power that's both sufficient and strategically well placed. It allows the Trident to offer more watts than its main rivals(MT-07: 75 hp - Z 650: 68 hp - SV 650: 76 hp - 797 Monster: 73 hp) while avoiding any inbreeding confrontation with the Street Triple siblings. The S in particular, with the same type of engine but 95 hp.

What do you mean, the same type? Isn't this the 3-legged Street Triple? Not quite, look closely. The side crankcases are slightly different; the oil sump has moved to the left; the fixing screws and ribs between the top and bottom of the engine are less prominent; but the cylinder head and fixing points are identical. Could this be an evolution of the Street Triple block? Certainly, with 67 new components. These include pistons, cylinder head, clutch, gearbox selector and internal dimensions with their own opinions.

Their less supercarat values of 74 x 51.1 mm will boost torque, which here stands at 6.6 mkg achieved at 6,250 rpm. The 660 Street Triple produces a little more (6.8), but at 50% higher revs. From this, it's clear that the Trident should offer more mid-range response.
This is confirmed by Triumph's statement that 90% of torque is available between 3,600 and 9,750 rpm.
Intended for A2 throttle, the engine will then lose 42% of power to comply with the 47hp regulations, but only 8% of torque.

an anti-dribble clutch is fitted to calm the engine's lurching. Then, if it feels like doing things the wrong way, it will have to obey the on-board electronic laws. This is a modern roadster, this is a Triumph... So we're going to find quite a few on-board assistants. First, a Ride-by-wire throttle. This goes well with traction control and two riding modes. A 'Road' and a 'Rain' mapping, each playing its own role in terms of acceleration response and traction control intervention. The latter can be deactivated. ABS is also present. The rest of the chips don't control active safety, but they're still bathed in technology.

We continue our discovery of the Trident 660's details with an LED headlamp, LED indicators, LED taillight and dashboard... not LED.
From the front, it looks very simple, with its round, quiet face. When Triumph wakes up, things change on the battery side. The top part activates an LCD screen displaying the most important information: engine speed, rpm and gear engaged.
Underneath, it's the digital world. A small TFT screen can tell you the driving mode selected, and a host of on-board info... but only reveals its best if you take the connectivity option. Upgraded, the color window will bring you (with the help of the smartphone) phone management, music playlist control, a little simplified GPS guidance, GoPro piloting; and also tire pressure display (also optional).

With all this on board a British roadster, it's surprising not to find a USB socket as standard - especially for a public that always carries a phone.

getting on board shouldn't be a problem: the seat is 805 mm off the ground, with a slim front end. The Triumph badge is also reflected in the price. OK, it's the least expensive of the manufacturer's models, but it's still almost 1,000 euros less than an MT-07. Let's put things into perspective right away: the Trident has one more cylinder, much more advanced electronics, and when you look at the Ducati 797 Monster, Honda CB 650, and more broadly at everything else in the category, you can see that it's in the upper mid-range without breaking the bank. What's more, the factory insists on its 16,000 km service intervals and low workshop time to make the point.
It's a no-brainer - a motorcycle isn't just the cost of buying it; it's also the check you get every time you visit the dealer.

The Trident isn't very heavy. Its 189 kilos, ready to ride, place it in the top echelons of its segment. It's only 1 kilo behind a Z 650. One of Triumph's future rivals, and one of the toughest, but not one to rest easy on its laurels. This all-new Triumph arrives with some fine arguments, a powertrain that carries with it the brand's strong image and character, and a level of quality that promises to be convincing. One thing is clear to the gang: we're going to have to make room for the new Triumph, whether we like it or not.

M.B - Manufacturer's photos

this roadster is as much a novelty as it is a revival. Indeed, the Trident name was already present in Triumph's catalog in the '90s, as an entry-level roadster. Already with a 3-cylinder engine but a lot of weight.
And for those curious about history, the first Trident dates back to the late 60s, when it brought 3-cylinder architecture to the English brand. A high-ranking model, with an outdated chassis but an engine that would have propelled Triumph into a new era. Except that the British model was soon joined by the Honda CB 750, and the rest is history.