Motorcycle specifications TriumphTiger Sport 660 2024 Undercover mission

We've never seen a three-cylinder in an entry-level trail bike. But that's exactly what the Tiger Sport 660 offers. After the 850 and the old 1050, the roadster-adventure-sport-gt cocktail moves into a very popular, multi-urban format. This is one hell of a challenger.

Like Yamaha and Kawa, Triumph has used its 600/700 roadster as the basis for its SUV. The Tiger is more angular, more imposing, more dressed up. Its sporty face descends sharply, as if its eyes wanted to sniff out the road. The radiator scoops are much larger, as are the front and rear mudguards.

Then there ' s the 3-barrel engine, boasting 81 hp at 10,250 rpm. It shows its claws by being the most powerful in its class. It's right up there with the 850 Tiger, giving back only a handful of horsepower (but also almost 2 mkg). It doesn't receive any touch-ups for the occasion, whereas competing blocks are often softened to better match the sector's philosophy. The Tiger 660 should prove to be stronger, with more character, giving the leaders of the pack a slap in the face right from the start. It's also one of the most torquey, with 6.6 mkg. Not to mention the inherent roundness and suppleness of its engine architecture. This slightly rough and lively mix between the punch of the twin and the rev-hungry linearity of the 4-leg

Onboard, the 660 Tiger Sport has what it takes to be a regular companion. Compared to the Trident, the footrests (rider and passenger) are lower and further forward. The aluminum handlebars are wider, raised and brought forward towards the rider. The saddle offers much more room for the duo, and grab handles will be much more pleasant than the webbing installed on the roadster. The height of the bubble can be adjusted with just one hand.
A good point, which is becoming more widespread, is the integration of anchoring points for suitcases.
On the other hand, it's hard to accept that 12V or USB sockets are optional, especially for a motorcycle where you'll quickly want to plug in your smartphone or GPS. Say Mr Triumph, fitted as standard in your factory, it would cost you what......? 5 euros...? I wouldn't be surprised if it cost much less.

now it's the damping's turn to adapt. A little extra travel will also contribute to the notion of comfort. And when you want to look like a trail rider, you've got to put your legs up. The front and rear axles have 150 mm of travel, 30 mm more than on the Trident - which raises the seat height to 835 mm.
Suspension, chassis, electronics: everything is largely borrowed from the roadster. With the exception of the slightly redesigned swingarm.
The frame's few steel tubes hold the engine, a 41mm inverted fork (non-adjustable) and a preload-adjustable shock absorber. Both by Showa.
The same applies to the brakes, which are fitted with Nissin 2-piston clamps and 310 mm discs. More than adequate for the job. The rear is fitted with a 255 mm disc.

The only elements in contact with the ground define the orientation of this machine. With 17-inch wheels fitted with Michelin Road 5, the 660 Tiger Sport's only contact with the road will be on private, unpaved driveways.
But why keep that big 180 gumshoe at the rear? For looks? For economy of scale? On the Trident, it's all very well to show off. But on a trail-roader.... A 150 would have done the job perfectly, made the Tiger more agile, and ensured some savings on renewal, especially as Triumph places great emphasis on running costs, which are supposed to be the most reasonable in the category.

another area where the Tiger wants to differentiate itself and slap its rivals in the face is electronics. Until now, the best-equipped bike in the category was the V-Schmurf, with traction control and a half-needle, half-LCD instrument panel. Hinckley now takes things up a notch, with two Driving Modes (Rain or Road) managing acceleration response and Traction Control (deactivatable), as well as an instrument cluster that can be quite full. It's the same as the Trident, but with a new look. A north face for the essentials (engine rpm, speed, fuel) and a south face for convenience (clock, trip, gear engaged, etc.) in TFT color vision. Enough to encourage you to discover more, put your hand back in your pocket and fall for the multimedia option, allowing you to control a GoPro, or a smartphone to access music, calls and simplified navigation.

Inevitably , weight was added. Half a fairing weighs a lot. A more welcoming rear frame, too. And a fuel tank with an extra 3.2 liters also adds weight. But 206 units in all, that's within the industry average.
What about range? It's said to consume just 4.5 liters per 100 km. Who's going to attempt a Fréjus-Narbonne trip with a full tank of 17.2 liters? Maybe with a cool ride. With suitcases and top-case, I'm not taking the bet.

The first great period of trail bikes was with single-cylinders. Then the twin came along and gave them their big break. Today, it's THE engine for this category, from the CB 500 X to the 1290 Super Adventure. Except for Triumph, which has decided to integrate the 3-cylinder into all these adventurous models.
By placing the triple-tuned 660 format in the crossover group, the English manufacturer has opened up a new avenue. Opposite the little Tiger Sport, the Tracer 7, 650 V-Strom and 650 Versys are irreducible representatives of the twin... and can be worried about its arrival, at a price that gives pause for thought given all it presents and promises.
This trail bike comes into the game with its original powertrain, dynamic freshness, quality and the Triumph badge, to make up for the few hundred euros more than the competition.

M.B - Manufacturer's photos