2026-on Triumph Trident 660 review: Refined overhaul
Triumph Trident 660 review summary
When Triumph launched the Trident 660 in 2021, it proved to be an absolute delight, squarely hitting the target as an uncomplicated, yet involving, middleweight motorcycle that appealed to both newbies and grizzled riders alike.
Lively, intuitive handling and a sprightly three-cylinder engine typical of the Hinckley based brand, not to mention a sub-£8k swingtag price and 10,000 mile service interval, gave it the firepower to fly out of showrooms and vie with its Tiger Sport stablemate to top Triumph’s best-selling bike list.
Even with the improvements the Trident receives for 2026, it costs comfortably less than the now discontinued base spec Street Triple R (even with the R’s current £8995 promotion), remaining competitively priced.
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The Trident also chalked up a win as WoMCN’s Bike of the Year in 2024, thanks to its fun, engaging character, but has the latest model’s uptick in power scuppered its easy-going persona?
Is the Triumph Trident 660 right for you?
Reasons to buy:
+ Great value
+ Modern rider electronics and cruise control as standard
+ Has a capable sporty side that shows its Street Triple DNA
Reasons to avoid:
– The front forks bottom out under hard braking
– Increase in weight makes it heavier than many of its closest rivals
– The triple is not as playful as some competitor engines and power is harder to exploit
Interested? Have a look at a Triumph Trident 660 for sale right now
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What’s new for 2026: Triumph’s mid-sized roadster gets more poke, uprated suspension and revised looks
There’s always been a wonderful simplicity to the Trident 660. We’re not talking so much about the minimalist naked roadster looks (although, to be fair, as a stripped-back stunner it scores highly), it’s the fact that it’s so fuss-free and endearingly agreeable that you can just jump on it and have a thoroughly good time without getting bogged down in options and set up.
A spunky motor and nimble chassis has been the key to its appeal to both novice and seasoned riders alike, but Triumph have upped the game for 2026 by dropping in a re-tuned version of the Daytona’s 660cc lump – and it’s an absolute peach.
Triple 41mm electronic throttle bodies replace the old model’s single throat, and the reworked cylinder head also gains a high lift cam and bigger exhaust valves. The result is a 14bhp hike in power, smoother throttle response and greater flexibility right across the rev range, with 80% of its 50lb.ft of torque on tap all the way from 3000 to 12,000rpm.
The uptick in grunt is certainly noticeable at the bottom end, and exploitable through closer ratio gears from 1st to 5th (6th is now more of an overdrive), but the Trident still loves to scream, especially when the cam comes on song. Short shift or hang it out, either way it’s eager to deliver.
Suspension gets a tweak with a new spring rate for the monoshock, enhancing the sensation of stability and compactness, whilst giving the Trident even greater flickability though the Michelin Road 5s. It packs a full suite of lean sensitive electronic rider aids, with cruise control and connectivity too, but the joy, as ever, in the sheer rideability.
The riding position is roomy and there’s plenty enough space to move around and shift position on the firmly padded rider’s perch. Triumph have widened the tank (although capacity remains the same at 14 litres), giving it a brawnier appearance and deepening the sculptured cut outs on either side.
Improved suspension support in turns
Agile, confidence inspiring handling is a huge part of what makes the Trident feel so accessible and inviting. For 2026 it’s gained a stiffer rear shock, helping to keep it more comfortably poised when tipping into turns, stable in the lean and unflapped during rapid changes of direction.
The short wheelbase lends itself to quick and controlled flicking between bends, and the fact that it comes on decent OE rubber, Michelin Road 5, makes the ride feel plush and composed.
Push hard and the forks do find their limit, but for relatively basic suspension the Showa units are well-damped and sporty enough for the spirited riding. Triumph have resisted fitting radial brake calipers, but the sliding Nissin units are short of neither feel nor power.
With the new fuel tank shape you can really dig your knees in to brace when needed, such as under heavy braking, and at standstill it makes for a narrow cross section so that your legs tend to hang straight down rather than being splayed apart, a boon for flat footed stability.
A wet weight of 195kg keeps the Trident manageable and manoeuvrable at low speeds, and for when you have to push it about in a garage or into parking space.
Now with added top-end rush
Lifted from the sporty Daytona, the new 660cc triple mill comes with a comprehensive list of improvements over the previous version.
At the top end it’s got a revised cylinder head with bigger exhaust valves to speed through spent gases, a higher lift cam that ramps up power beyond 6,000 rpm and most significantly, Triumph have binned the single throated throttle body in favour of a trio of 43mm electrically operated intakes and a larger airbox to suit.
All this lets the Trident breathe more easily, raising peak power to 95bhp (up 14bhp) with an extra 1000rpm of headroom, and a 2.8lb.ft hike in torque. A recalibrated ECU provides a new state of tune, intended to keep ride-by-wire throttle inputs smooth.
The upshot of these upgrades is that the Trident is more eager to deliver than ever, providing a measured and predictable response from the moment you tickle the twistgrip.
Yes, it loves to rev, but you don’t need to chase the red line all the time as there’s a greater bandwith to power delivery with 80% of torque on tap almost across the whole range.
Closer ratio gearing gives you the option to shift rapidly up through the gearbox, keeping the engine fizzing on cam, or hold out to enjoy the addictive rising note of induction roar.
Either way, the throttle can stay pinned as Triumph’s quickshifter makes short shrift of each gear position – downshifting is just as fuss-free thanks to the new slip and assist clutch which prevents the rear wheel locking up.
Triumph Trident 660 value vs rivals
At a smidge over £8k, the new Trident is right in line with other bikes in the middleweight class. Alternatives like the Honda CB750 Hornet and Suzuki GSX-8S offer a somewhat similar spec sheet and price, but the Trident is the anomaly with its short ratio triple flavour and premium finish that’s beyond its £8095 price tag.
This sector of middleweight nakeds can be enjoyed by a vast myriad of riders, given their approachability for newbies, excellent level of standard equipment, modest price and sporting capability in the hands of the experienced. The Trident is an excellent showcase of this and offers impressive value for money.
Quick rival comparison
- Triumph Trident 660 (this bike)
New price: £8095
Specs: Engine size 660cc / Power 95bhp / Weight 195kg / Seat height 810mm / Average mpg 57.6
Review headline: “It’s so fuss-free and endearingly agreeable that you can just jump on it and have a thoroughly good time”
Interested in this bike? Find a used Triumph Trident 660 for sale.
New price: £7449
Specs: Engine size 755cc / Power 91bhp / Weight 190kg / Seat height 795mm / Average mpg 65
Review headline: “It isn’t perfect, but the Honda Hornet is an honest-to-goodness sports naked that offers big thrills for little money, just like the original”
Interested in this bike? Find a used Honda CB750 Hornet for sale.
New price: £7999 (with Suzuki dealer contribution)
Specs: Engine size 776cc / Power 82bhp / Weight 202kg / Seat height 810mm / Average mpg 67.23
Review headline: “It’s a balanced, sophisticated package with no significant criticisms”
Interested in this bike? Find a used Suzuki GSX-8S for sale.
New price: £7899
Specs: Engine size 649cc / Power 67bhp / Weight 187kg / Seat height 820mm / Average mpg 55
Review headline: “Kawasaki’s middleweight retro hits the mark”
Interested in this bike? Find a used Kawasaki Z650RS for sale.
Rider assisting tech and cruise control as standard
Electronic rider aids include cornering ABS and lean sensitive traction control, cruise control and three rider modes, Sport, Road and Rain.
Throttle response varies to suit, but full power is available in each. Triumph’s techies have designed algorithms to optimise performance across all systems, depending on mode, so although you can’t dive into individual settings, the Trident delivers a different experience where, say, traction control intervenes if you’re in Sport or Rain.
The single instrument binnacle houses an easy to read display, split between an LCD section for tacho, speedo and trip and a small TFT to select rider modes and smartphone connectivity via the Triumph app. Updated switchgear is clear, concise and has a quality feel, and the self-cancelling indicators are a nice touch.
Paintwork finish is excellent and and on par with other more-expensive Trumpets, with plenty of tasteful details smartening up the look. Three colour options are available – Snowdonia White as standard, and for an extra £150, Cosmic Yellow or Stone Grey.
Lightweight five spoke aluminium alloy wheels are fitted with versatile Michelin Road 5 tyres, there’s full LED lighting, an immobiliser and adjustable brake lever.
The Trident can also be fitted with a strong range of accessories the including heated grips, flyscreen, alarm and tracking system, comfort and low seat options, bar end mirrors, and engine case covers.
MCN Verdict
The Trident’s charm has always been in its simplicity, ample performance and unintimidating nature.
Thankfully the revised, pokier engine has done nothing to detract from that, and although it has more power, the smoother, more intuitive throttle response resulting from the re-tune actually makes it easier to ride.
When you get busy on the twisties, that compact, capable chassis works with you, and even though it’s an entry-level model, there’s plenty for riders of all abilities to enjoy.
At just a smidge over £8k, it offers great value, with a premium feel and high attention to detail. Triumph say they’ve aimed to keep running costs as low as possible, and the two year standard warranty is extendable for up to two more.
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