The middleweight sportbike class has captured the highlight, shining vivid with streetwise ergonomics, real-world efficiency ranges, and absolutely faired supersport-inspired performance. Issues are hotting up in a section that features stalwarts such because the Kawasaki Ninja 650 and Honda CBR650R alongside flame-stoking newcomers such because the Aprilia RS 660, Yamaha YZFR7, and Suzuki GSX-8R. However how do you stand out in a category dominated by parallel-twin-powered machines? You hit ’em with a triple—meet the 2025 Triumph Daytona 660. Sure, you learn proper—it’s a 2025 within the North American market.
The Triumph Daytona 660 returns the revered Daytona namesake to the British model’s ranks, carrying on its high-quality sporting custom in a extra reasonably priced, user-friendly, and approachable platform based mostly on the Triumph Trident 660. The brand new Daytona departs from its bare sibling in just a few important methods, particularly, sportier driving place, up to date chassis, and, maybe above all else, a giant step up within the howling triple’s efficiency.
We packed our baggage and headed off to Benidorm on Spain’s east coast, the place we tore across the best Spanish roads on Triumph’s newest middleweight. So, let’s get on with the Quick Details.
- The 658cc DOHC triple-cylinder engine ups the efficiency ante. Let’s begin on the high. A bigger airbox feeds greater 44mm triple throttle our bodies, changing the one Trident’s single unit. Whereas the bore and stroke measure the identical, few stones are left unturned. New pistons and low-friction wrist pins are mated to a sturdier crankshaft. The redesigned cylinder head options larger-diameter exhaust valves backed up by higher-lift cams. Naturally, a freer-flowing 3-into-1 underslung Euro5+ compliant exhaust is a last contact. Taken collectively, output grows to 95 horsepower at 11,250 rpm and 51 ft-lbs of torque at 8250 rpm. That’s 15 extra ponies and 4 extra torques than the Trident, and the Daytona reaches its peak figures later by advantage of the extra headroom afforded by its larger 12,650 rpm redline. That’s not all—shortened total gearing provides a complete lot of pep to the 660’s step.
- The triple-cylinder howler is a peach of a powerplant. Triumph’s barky middleweight mill’s distinctive snarling word, participating expertise, and wealthy powerband will certainly ring a bell. The eager-revver delivers 80 % of its inviting torque at an accessible 3250 rpm, and it’s bolstered by midrange magic that’s certain to satiate riders throughout the board. Whereas that’s sufficient to show heads, it strikes a serious blow towards the p-twin-powered competitors with its additional cylinder affording the triple thrilling top-end pull that solely serves to excite. Even when a twinge of buzz units in on the bitter finish, it doesn’t discourage grins. The engine efficiency received’t shock or intimidate, which may’t essentially be mentioned of high-strung supersports that this class is usurping.
- Three adjustable trip modes and a simple rider-aid package deal be a part of the 2025 Triumph Daytona 660. Flipping by means of the hybrid TFT/LCD instrument panel from the Trident, nitpicks will be cited with visibility in direct daylight, however essential data is accessible at a look. Three preset trip modes embrace Sport, Street, and Rain, adjusting throttle maps and traction management ranges whereas sustaining full energy. Sport mode’s sweetly tuned response fits any atmosphere and is my go-to setting. Whereas Triumph saved a couple of bucks by forgoing the complexity of an IMU—save for the Aprilia, that’s true of each bike on this section—the TC is useful when coping with notoriously slippery Spanish roundabouts. The non-adjustable ABS pipes up often; notably, it doesn’t actually get in the way in which of dropping anchor on the street.
- Agility is the buzzword when describing the Daytona 660 chassis. The tubular metal body and metal swingarm come to us through the Trident, although modified to suit the Daytona’s sportier aspirations. These tweaks are mirrored within the spec sheet with a steeper 23.8-degree rake and shortened 3.24-inch path figures. These aggressive specs assist the brand new Daytona keep mild on its toes whereas retaining stability on the apex, due to its lengthy-for-the-class 56.1-inch wheelbase. Transitions backward and forward are executed in a snap, and it initiates turns and not using a second thought, casting a flattering mild on the substantial 443-pound claimed moist weight. That tonnage isn’t extraordinary within the middleweight section, the place producers typically go for cost-saving metal chassis bits, regardless of what the beauty twin-spar aluminum-styled body covers may point out. Fortunately, you’d be none the wiser based mostly on its cornering manners.
- Triumph faucets Showa for the Daytona’s suspension elements. The Japanese agency ponied up its trusty non-adjustable SFF-BP fork and spring-preload modify shock sprung; each are damped with compliance in thoughts. In reality, the identical fork makes an look on just a few middleweight bikes. When cruising throughout battered pavement, the suspenders do a high-quality job offering a snug trip. Even when you’ve aimed toward some winding roads, newer or intermediate riders will probably be totally glad with what’s beneath them, capturing a sporting essence. Limits are discovered when heavier or extra skilled riders start pushing the envelope. They’ll uncover that the softer fork setup lacks holdup when on the brakes, and the sunshine rebound means it pops again up when you’ve launched the lever. In the meantime, cranking just a few shock preload turns can stave off extreme squat, although not totally. That mentioned, those that aren’t exploring the boundaries ought to do exactly high-quality.
- There’s a suspension improve path for these with a efficiency mindset. The inventory elements work effectively when seen in a road context, particularly for these graduating to machines such because the 2025 Triumph Daytona 660. Nonetheless, we should be clear—simplistic suspension isn’t unusual on this class, the place MSRPs typically make or break a motorcycle. High-shelf, racetrack-focused elements are a part of why the supersport class priced itself out of the market. On that word, the Triumph is the second-most reasonably priced within the lot, undercut solely by the Kawasaki Ninja 650, which has an antiquated conventional fork. Nonetheless, there’ll at all times be a contingent of lovers wanting to attain larger grip, front-end confidence, and chassis composure for any bike. With that in thoughts, the Hinkley manufacturing unit has partnered with Peter Hickman Racing to construct a whole line of efficiency equipment, together with absolutely adjustable Bitubo suspension.
- An athletic driving place that flirts with the supersport thought. The Daytona 660 provides a sport-inclined rider triangle, appointed with riser clip-on model handlebars built-in into the highest yoke. This pulls the rider towards the nostril, netting improved front-end suggestions. Wristy it isn’t, and spending all day within the approachable 31.9-inch saddle is a welcoming prospect. Even with the rearsets being nudged again 50mm and raised 10mm in comparison with the Trident, the Daytona remains to be cozy as will be and received’t fold your legs into untoward shapes. There’s room to get your elbows out and cling off, by no means changing into anyplace as demanding as a real racetrack-bred supersport. Nonetheless, it does evoke a few of these sensations, and that tracks because it options one of many sportiest driving positions accessible, solely outdone by a very good margin when in comparison with the clip-on geared up YZF-R7.
- Radially mounted calipers match the Daytona message. Balancing specification is essential for a motorcycle just like the Daytona 660, which is why Triumph upgraded to J.Juan four-piston calipers over the axial-mounted models discovered on the Trident. These binders clamp onto 310mm rotors through a price-conscious axial grasp cylinder. Importantly, we get steel-braided brake strains that enhance really feel and energy than its Japanese competitors, which add lever sponginess through low cost rubber brake strains. Kudos, Triumph. Within the rear, a single-piston caliper 220mm rotor provides an honest really feel. Of word is that it’s positioned excellent to be manipulated when tightening strains or settling the chassis by means of bumpy bits.
- Michelin Energy 6 rubber is customary. Slapped onto the 17-inch cast-aluminum wheels is Michelin’s all-new Energy 6 sport-touring tire. The 6 is designed to function in varied situations, balancing outright efficiency and mileage. We’ll reserve our last opinions till we will take a look at them at house, because the often-glazed Spanish roads don’t encourage confidence in grip, although the French kicks appreciated riders who would take the time to heat them up. A little bit of foreplay then, earlier than chucking it into the curves, we’ll say.
- Sporty in spirit and objective: The 2025 Triumph Daytona 660 is a firecracker of a middleweight machine. There’s a lot to love when discussing Triumph’s newest addition to the household, and lots of reward is aimed squarely on the 658cc inline-3. There are few joys equal to listening to the screaming triple sing out when on tune, delivering a stunning quantity of useable torque with participating top-end thrills well-suited to the place these bikes will stay their lives—the road. Surrounding the motor is a full of life chassis that lives to whip by means of winding roads. Even when the quicker camp may discover the Showa suspension setup mild, it nonetheless retains the enjoyable issue pegged on excessive. Couple that with a sensible driving place, a reliable electronics package deal, and an alluring end, and the entire class is about to be placed on discover.
Pictures by Stuart Collins, Chippy Wooden, et al
RIDING STYLE
- Helmet: Arai Corsair-X
- Jacket: Alpinestars GP Plus V4
- Gloves: Alpinestars GP Tech V2
- Denims: Alpinestars Copper V3
- Footwear: Alpinestars Superfaster
2025 Triumph Daytona 660 Specs
ENGINE
- Kind: Inline-3 w/ 240-degree firing order
- Displacement: 658cc
- Bore x stroke: 74 x 51mm
- Most energy: 94 horsepower @ 11,250 rpm
- Most torque: 51 ft-lbs @ 8250 rpm
- Compression ratio: 12.05:1
- Valvetrain: DOHC; 4 vpc
- Transmission: 6-speed
- Clutch: Moist a number of w/ help and slipper capabilities
- Last drive: X-ring chain
CHASSIS
- Body: Tubular metal perimeter w/ metal swingarm
- Entrance suspension; journey: Non-adjustable Showa SFF-BP inverted 41mm fork; 4.3 inches
- Rear suspension: Linkage-less, spring-preload adjustable Showa shock; 5.1 inches
- Wheels: 5-spoke forged aluminum
- Entrance wheel: 17 x 3.5
- Rear wheel: 17 x 5.5
- Tires: Michelin Energy 6
- Entrance tire: 120/70 x 17
- Rear tire: 180/55 x 17
- Entrance brakes: 310mm discs w/ radially mounted J.Juan 4-piston calipers
- Rear brake: 220mm disc w/ single-piston caliper
- ABS: Customary
DIMENSIONS and CAPACITIES
- Wheelbase: 56.1 inches
- Rake: 23.8 levels
- Path: 3.24 inches
- Seat peak: 31.9 inches
- Gas capability: 3.7 gallons
- Estimated gas consumption: 58 mpg
- Curb weight: 443 kilos
- Colours: Carnival Crimson; Snowdonia White; Satin Granite
2025 Triumph Daytona 660 Worth: $9195 MSRP
2025 Triumph Daytona 660 Assessment Photograph Gallery
