£7895
81bhp
190kg
TBA
Technical Review: Michael Mann - Oct 2024
Riding Review: Martin Fitz-Gibbons - Apr 2025
A great chassis and build quality plus an attractive price and a very easy-going character were the hallmarks of the Triumph Trident 660 when first released to the world in 2021, and four years later and ready for 2025 the Hinckley crew have upgraded the bike with stacks of extra tech including a new six-axis IMU to enable cornering traction control and cornering ABS. Plus a quickshifter, cruise control and connectivity module for phone-operated nav are all now fitted as standard. The Trident’s suspension gets updated, and there’s some new colours too. And all for the same price. A big winner in the sales chart just got better but for no more £££, what’s the catch?
An A2 restrictor kit is available for younger and newer riders who can have their Trident 660 restricted to comply with A2-licensing laws but the model can then be derestricted to allow full power as and when the owner progresses to a full A licence.
Pros & Cons
Price frozen from the outgoing model
Impressive standard tech spec
Nimble, agile handling and chassis
Less peak power than some rivals
Clock unit starting to look a bit dated
Two-year warranty less than other brands
2025 Triumph Trident 660 colour options
2025 Triumph Trident 660 - Price
Pricing for the 2025 Triumph Trident 660 starts at £7895 on the road – exactly the same as last year’s model. That’s especially impressive given the new bike comes fitted with features that were paid-for extras on last year’s bike, including a two-way quickshifter (previously £280) and Bluetooth connectivity (was £250).
However, that headline price only applies to the Trident in its Jet Black colour scheme. If you prefer the more eye-catching Diablo Red, Cosmic Yellow or Cobalt Blue variants, that’ll add £100 to the price, taking it to £7995 otr.
Considering PCP finance? Putting down a fairly typical 20% deposit on a Jet Black Trident (£1579) leaves 36 monthly payments of £81.56, with an optional final payment of £4156.25. That’s based on riding 4000 miles per year, with an APR of 4.9%, and is correct as of April 2025. Oh, and in case you were wondering, going for one of the three premium colours ups monthly payments by a couple of quid to £83.93, and bumps the balloon payment to £4180.
One last thing – if you’re a new rider, you might be able to get £500 off a new Trident thanks to Triumph’s “Ticket to Ride” scheme. Any rider who’s passed their full bike test in the past 12 months can claim a £500 contribution when they buy a new Trident or Tiger Sport 660. Find out more here.
2025 Triumph Trident 660 - Engine & Performance
Ask any rider who has owned a three-cylinder configured engine about its character and they’ll praise the spriteliness and eager performance. The Trident certainly has the specification to tick that box too with a claimed 81bhp peak performance and overall 190kg weight figure combination. The flexibility from low in the rev range right through to the red line is part and parcel of what makes the Trident a reel hoot to ride, probably because its genetics can be traced back to the 675cc Street Triple engine. It’s sure to be a stand-out element brought over from the previous model especially given that the fundamentals haven’t been amended. Performance therefore remains at a peak of 81bhp @ 10,250rpm, while peak torque is 47.2lb-ft @ 6,250rpm.
The Trident has a near-perfect throttle connection meaning there’s little-to-no lag between twisting the throttle backwards and the power being delivered. It’s smooth, reassuring and friendly to ride but there’s still plenty of performance for the more experienced rider.
One of the main headlines to differentiate between the new and old is the introduction of a six-axis IMU (Inertial Measurement Unit – an electronic device that measures, monitors and adjusts the bike’s movements) to assist with such rider safety as cornering ABS and Traction Control.
Riding impressions
Triumph has managed to squeak the Trident engine through the latest Euro5+ emissions standard without sacrificing any power or torque whatsoever. Performance, feel and response remain identical to how the Trident felt back in 2021 which, by and large, is very good news indeed. It’s a fantastic unit – friendly, forgiving and flexible, with a seamless throttle response and an almost perfectly flat torque curve. As a result the power is perfectly linear, pretty much from 3000rpm right until to the maximum 81bhp arrives just beyond 10,000rpm. There’s no peakiness, no powerband, no petering out, just consistent, predictable performance.
The Trident doesn’t hit with the rorty, naughty, wheel-lifting urgency of Yamaha’s MT-07, doesn’t have the broad-shouldered midrange of Suzuki’s GSX-8S, and doesn’t have the top-end zap of Honda’s Hornet 750 or CB650R. But equally it has more peak power than the Yamaha, more revs to play with than the Suzuki, and more bottom-end than the Hondas. It’s a measured middle-man: balanced, refined and versatile.
One addition that adds a bit more liveliness is the Trident’s ‘Sport’ riding mode. Existing ‘Road’ and ‘Rain’ riding modes are carried over, with the new ‘Sport’ setting simply speeding up throttle response and dialling down traction control. No more actual power or performance, you just need to open the throttle less. But it’s a difference you can definitely notice from the saddle.
Another is that a two-way quickshifter is fitted as standard to all new Tridents – perhaps as a response to Suzuki’s similarly equipped GSX-8S. It’s a fantastic system, working consistently well at all revs and throttle openings, slicing cleanly up and down the gearbox. You can see either it as a feel-good performance aid, saving precious tenths while accelerating hard, or as a lazy saviour, giving your clutch hand less work to do. Either way, it’s a welcome freebie that enhances the Trident’s powertrain.
2025 Triumph Trident 660 - Handling & Suspension (inc. Weight)
Just like the outgoing model, and despite that attractive price, Triumph hasn’t scrimped on the quality of its components fitted to the Trident’s tubular steel frame with upgraded-for-2025 Showa suspension as a focus for rider comfort and an improved ride. Not that it was particularly poor in the first place, though rider size and road conditions are factors just like all bikes. Again, ask anyone who’s ridden the 2021-on model and they’ll universally praise its ride quality.
A low weight figure of 190kg when fuelled up and ready-to-ride is enticing as is the narrow chassis making it easier to hop on and control the bike at low speed. The ease of shifting it around in the car park or garage can be taken into consideration too. A shorter wheelbase also helps with direction changes while riding. The Michelin Road 5 rubber gets carried over and was deemed as being very well suited to the bike when our duo of experienced testers rode the last model.
The non-adjustable upside-down forks may well have had a nip and a tuck with the introduction of Showa’s SFF-BF ‘big piston’ damping for, and I quote, “even more comfort and control”, but the previous generation didn’t suffer at the front end so we can only hope for an even smoother glide with this upgrade. At the rear, the Showa unit remains untouched and is adjustable for preload though only with a C-spanner. It’ll be worth fiddling with those settings if you’re taking on bumpy roads or carrying a pillion or luggage.
Twin disc 310mm brakes on the front, accompanied by a single 255mm disc at the rear, are accomplished at slowing the bike with their Nissin calipers. They’re connected to a span-adjustable lever and have an ABS in support. On the outgoing model the brakes were praised for the type of rider that’ll be using them.
Riding impressions
Handling-wise, the Trident still feels like a Trident. The only physical change is to the front suspension, which swaps from unadjustable 41mm Showa separate function forks to unadjustable 41mm Showa separate function ‘big piston’ forks. In truth any improvement in ride quality is pretty marginal, and you’d need to ride old and new bikes back-to-back to detect a difference.
Without being able to do that, what we can say with confidence is that the Trident’s suspension is very impressive, especially given its budget nature. It rides bumpy British B-roads extremely well, and holds the chassis in check without feeling basic or bouncy. Steering is light and agile, with a neutral, consistent turn-in rate across all speeds, and unflappable stability. It’s all helped hugely by quality tyres – Michelin’s Road 5s are hugely capable in all conditions. Newer riders will find the Trident all very reassuring and confidence-inspiring, while experienced hands will relish the way it can be chucked about down a twisty road.
Brake-wise, the Trident’s unchanged conventional calipers might appear a step down compared to some rivals’ radials, but in use they’re superb. There’s good (but not excessive) initial bite, intuitive feel through the lever and plenty of stopping power when you squeeze hard. The most welcome change to the braking system is the Trident’s new rear brake pedal. It makes no difference to how the brake feels – the new pedal just looks like a nicer part, replacing the previous bike’s cheap-looking stamped item.
Finally, the new Trident’s braking system is now smarter and safer thanks to a new IMU, which upgrades the previous basic ABS to a cornering ABS system. From the saddle we couldn’t detect any difference, but that’s because we’re not in the habit of grabbing loads of brake at full lean. But in a panic situation, we’d definitely prefer to fall back on the new system.
2025 Triumph Trident 660 - Comfort & Economy
The small and sleek design of the Trident and its accessibility for riders of all shapes, sizes and experience has made it an uber popular bike resulting in sales chart success for Triumph. Not only that but its handling, rider aids and price tag were all big ticks for the model. Some owners have commented online about the lack of seat comfort or even mentioning the seat material not being up to scratch but overall, the riding position, narrow chassis and relatively low seat height are also part of the attraction. With the upgraded Showa suspension elements, the ride quality is likely to be enhanced too. That said, the chassis has always been sportier than others in the category, it’s nicely poised and slightly canted forwards but not enough to force too much weight on your wrists.
The 14-litre tank should offer around 55mpg which will only transport you around 135-145 miles per fill up.
Riding impressions
There’s no change to the Trident’s seat or rear shock, so if you found the old bike’s comfort from the saddle slightly lacking, don’t expect any different from the 2025 model. For our fairly brief test ride we had absolutely no issue with the seat, which keeps its hugely approachable 805mm in height, making it manageable for riders of all sizes.
Longer rides are made slightly easier by the addition of a one-button cruise control system. This wasn’t even available as an option on the old Trident, but now comes fitted as standard. It works from second gear upwards, between 19 and 100mph, and it’s super-simple to operate. Just press the button on the left switchgear once to set your current speed… and that’s it. The only shortcoming is that there’s no option to trim your speed up or down by 1mph once you’re cruising.
We didn’t get a chance to measure fuel economy on our ride. Triumph’s claimed figure is unchanged at 60.1mpg, and real-world figures from Trident owners’ on fuelly.com come close to supporting that. The 14-litre fuel tank has a 3.1-litre reserve, so expect around 135 miles from full to the fuel light, with around 35-40 miles remaining before running completely dry.
2025 Triumph Trident 660 - Equipment
As I noted earlier, one of the key upgrades is the inclusion of the six-axis IMU and it’s associated cornering ABS and traction control. The standard fit up-and-down quickshifter and cruise control add to the suite of impressive electronics on this sub-£8k naked, one that can boast plenty of rider aids versus others in this class. Also now appearing as standard is cruise control
Two riding modes from the outgoing Trident 660 of Road and Rain have now been joined by a third, Sport, which increases the responsiveness of the throttle. The bike’s LED headlight and self-cancelling indicators are also modern day nice-to-haves.
Notable too is the Triumph’s 10,000-mile service intervals which make the Trident 660 cheaper to run than some of the parallel twin rivals, though they are likely to be more frugal.
Riding impressions
The higher level of electronic spec is the 2025 Trident’s biggest plus point, with a two-way quickshifter, cruise control, Bluetooth connectivity and lean-sensitive rider aids all now bundled into the standard bike.
The clock unit remains a split design, with a black-and-white LCD panel at the top for speed, revs, fuel gauge and gear position, plus a tiny colour TFT below for a smattering of trip info, menus and connectivity stuff. The only difference is the addition of an ambient temperature display. The dash itself is perfectly functional, save for two shortcomings: first, the dash doesn’t display which of the three riding modes you’re in, which seems an odd omission; and second, it’s already looking a step behind the times when compared to the full 5-inch TFT panels on Suzuki’s GSX-8S, Honda’s Hornet and even Yamaha’s 2025 MT-07.
2025 Triumph Trident 660 - Rivals
Some might say the Trident 660’s main rivals come from its own stable in the shape of the Tiger Sport 660, Street Triple 765 R or the Speed 400, all of which have a great case for shaving sales from their own family.
Otherwise, the A2-licence friendly naked category is overwhelmingly popular with almost every manufacturer featuring an option. BSA’s Goldstar and Royal Enfield’s Guerilla 450 or even Himalayan can be considered as worthy entries, then there’s Honda’s three-strong 500cc parallel twin range. KTM, CFMoto and Husqvarna all have the same owner and their offerings in the shape of the 390 DUKE, 401 Vitpilen and 450NK respectively are similar and worthy of note, though a little down in performance that the Triumph. But the nearest to the Trident are these three:
Honda CB750 Hornet | Price: £7299
90.5bhp / 55.3lb-ft
190kg
Yamaha MT-07 | Price: £7516
72.4bhp / 49.4lb-ft
184kg
Suzuki GSX-8S | Price: £7999
81.8bhp / 57.5lb-ft
202kg
2025 Triumph Trident 660 - Verdict
The 2025 Trident is testament to how just-right Triumph got the 2021 Trident. In those four years a glut of hugely attractive, incredibly well-priced middleweight roadster rivals have been launched or overhauled, including Honda’s CB750 Hornet, Suzuki’s GSX-8S, Kawasaki’s Z650RS and Yamaha’s MT-07, as well as myriad options from KTM, CFMoto, Aprilia, Ducati and more. Faced with this onslaught of fresh competition, it’s kinda surprising Triumph didn’t go further with its second-gen Trident – to give the engine more power, to make the suspension more adjustable, or to give it a distinctive new look, for example.
But it was the right call. Heavy-duty development would have put the Trident’s price up – making it an even tougher sell given it’s already undercut by the Hornet, CB650R and MT-07. Adding cruise control, a quickshifter and an IMU keeps the Trident current and competitive, while all the elements that made the Trident so popular in the first place haven’t been messed around with.
The Trident remains a well-built, handsome and welcoming roadster, successfully treading a tightrope between its retro styling and its modern dynamic, but without falling into either full-on olde-worlde pastiche nor naked-sportsbike silliness. It’s easy, accessible and effortless enough to be a novice rider’s supportive companion, but also solid, substantial and spirited enough to feel like a credible, grown-up bike in veteran hands. It’s well-priced without feeling cheap, sophisticated without feeling complex, versatile without feeling worthy, and sporty without feeling garish. There really isn’t much else like it.
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2025 Triumph Trident 660 - Technical Specification
| New price | From £7895 |
| Capacity | 660cc |
| Bore x Stroke | 74.0 x 51.1mm |
| Engine layout | 3 cylinders |
| Engine details | Liquid-cooled, 12 valves, DOHC |
| Power | 81bhp (59.6KW) @ 10,250rpm |
| Torque | 47.2lb-ft (64Nm) @ 6,250rpm |
| Transmission | 6 speed, Triumph Shift Assist, X-ring chain |
| Average fuel consumption | Expect to see c.55mpg |
| Tank size | 14-litres |
| Max range to empty | Approx. 170 miles |
| Rider aids | Coring ABS, traction control, quickshifter, cruise control, riding modes |
| Frame | Tubular steel perimeter frame |
| Front suspension | Showa 41mm upside down separate function big piston (SFF-BP) forks, 120mm Wheel travel |
| Front suspension adjustment | None |
| Rear suspension | Showa monoshock RSU, 130mm Wheel travel |
| Rear suspension adjustment | Preload |
| Front brake | Twin 310mm discs, Nissin two-piston sliding calipers, OCABS |
| Rear brake | Single 255mm disc, Nissin single-pistons sliding caliper, OCABS |
| Front wheel / tyre | Cast aluminium alloy 5 spoke, 17 x 3.5 in, 120/70 R 17, Michelin Road 5 |
| Rear wheel / tyre | Cast aluminium alloy 5 spoke, 17 x 5.5 in, 180/55 R 17, Michelin Road 5 |
| Dimensions (LxWxH) | 2020mm x 797mm x 1089mm |
| Wheelbase | 1401mm |
| Seat height | 805mm |
| Weight | 190kg (wet) |
| Warranty | 2 years, unlimited mileage |
| Servicing | 10,000 miles |
| MCIA Secured Rating | Not yet rated |
| Website | Triumphmotorcycles.co.uk |
What is MCIA Secured?
MCIA Secured gives bike buyers the chance to see just how much work a manufacturer has put into making their new investment as resistant to theft as possible.
As we all know, the more security you use, the less chance there is of your bike being stolen. In fact, based on research by Bennetts, using a disc lock makes your machine three times less likely to be stolen, while heavy duty kit can make it less likely to be stolen than a car. For reviews of the best security products, click here.
MCIA Secured gives motorcycles a rating out of five stars (three stars for bikes of 125cc or less), based on the following being fitted to a new bike as standard:
A steering lock that meets the UNECE 62 standard
An ignition immobiliser system
A vehicle marking system
An alarm system
A vehicle tracking system with subscription
The higher the star rating, the better the security, so always ask your dealer what rating your bike has and compare it to other machines on your shortlist.
