2025 Triumph Daytona 660 Review [10 Fast Facts From Spain]

March 24, 2024

The middleweight sportbike class has captured the spotlight, shining bright with streetwise ergonomics, real-world performance levels, and fully faired supersport-inspired functionality. Things are hotting up in a segment that includes stalwarts such as the Kawasaki Ninja 650 and Honda CBR650R alongside flame-stoking newcomers such as the Aprilia RS 660, Yamaha YZFR7, and Suzuki GSX-8R. But how do you stand out in a class dominated by parallel-twin-powered machines? You hit ’em with a triple—meet the 2025 Triumph Daytona 660. Yes, you read right—it’s a 2025 in the North American market.

The Triumph Daytona 660 returns the revered Daytona namesake to the British brand’s ranks, carrying on its fine sporting tradition in a more affordable, user-friendly, and approachable platform based on the Triumph Trident 660. The new Daytona departs from its naked sibling in a few significant ways, namely, sportier riding position, updated chassis, and, perhaps above all else, a big step up in the howling triple’s performance.

We packed our bags and headed off to Benidorm on Spain’s east coast, where we tore around the finest Spanish roads on Triumph’s latest middleweight. So, let’s get on with the Fast Facts.

The 658cc DOHC triple-cylinder engine ups the performance ante. Let’s start at the top. A larger airbox feeds bigger 44mm triple throttle bodies, replacing the single Trident’s single unit. While the bore and stroke measure the same, few stones are left unturned. New pistons and low-friction wrist pins are mated to a sturdier crankshaft. The redesigned cylinder head features larger-diameter exhaust valves backed up by higher-lift cams. Naturally, a freer-flowing 3-into-1 underslung Euro5+ compliant exhaust is a final touch. Taken together, output grows to 95 horsepower at 11,250 rpm and 51 ft-lbs of torque at 8250 rpm. That’s 15 more ponies and four more torques than the Trident, and the Daytona reaches its peak figures later by virtue of the additional headroom afforded by its higher 12,650 rpm redline. That’s not all—shortened overall gearing adds a whole lot of pep to the 660’s step.

The triple-cylinder howler is a peach of a powerplant. Triumph’s barky middleweight mill’s unique snarling note, engaging experience, and rich powerband will surely strike a chord. The eager-revver delivers 80 percent of its inviting torque at an accessible 3250 rpm, and it’s bolstered by midrange magic that is sure to satiate riders across the board. While that’s enough to turn heads, it strikes a major blow against the p-twin-powered competition with its extra cylinder affording the triple thrilling top-end pull that only serves to excite. Even when a twinge of buzz sets in at the bitter end, it doesn’t discourage grins. The engine performance won’t shock or intimidate, which can’t necessarily be said of high-strung supersports that this class is usurping.

Three adjustable ride modes and a straightforward rider-aid package join the 2025 Triumph Daytona 660. Flipping through the hybrid TFT/LCD instrument panel from the Trident, nitpicks can be cited with visibility in direct sunlight, but critical information is available at a glance. Three preset ride modes include Sport, Road, and Rain, adjusting throttle maps and traction control levels while maintaining full power. Sport mode’s sweetly tuned response suits any environment and is my go-to setting. While Triumph saved a few bucks by forgoing the complexity of an IMU—save for the Aprilia, that’s true of every bike in this segment—the TC is beneficial when dealing with notoriously slippery Spanish roundabouts. The non-adjustable ABS pipes up occasionally; notably, it doesn’t truly get in the way of dropping anchor on the road.

Agility is the buzzword when describing the Daytona 660 chassis. The tubular steel frame and steel swingarm come to us via the Trident, though modified to fit the Daytona’s sportier aspirations. Those tweaks are reflected in the spec sheet with a steeper 23.8-degree rake and shortened 3.24-inch trail figures. Those aggressive specs help the new Daytona stay light on its toes while retaining stability at the apex, thanks to its lengthy-for-the-class 56.1-inch wheelbase. Transitions from side to side are done in a snap, and it initiates turns without a second thought, casting a flattering light on the substantial 443-pound claimed wet weight. That tonnage isn’t unheard of in the middleweight segment, where manufacturers often opt for cost-saving steel chassis bits, despite what the cosmetic twin-spar aluminum-styled frame covers might indicate. Thankfully, you’d be none the wiser based on its cornering manners.

Triumph taps Showa for the Daytona’s suspension components. The Japanese firm ponied up its trusty non-adjustable SFF-BP fork and spring-preload adjust shock sprung; both are damped with compliance in mind. In fact, the same fork makes an appearance on a few middleweight bikes. When cruising across battered pavement, the suspenders do a fine job providing a comfortable ride. Even once you’ve aimed at some winding roads, newer or intermediate riders will be entirely satisfied with what’s underneath them, capturing a sporting essence. Limits are found when heavier or more experienced riders begin pushing the envelope. They’ll discover that the softer fork setup lacks holdup when on the brakes, and the light rebound means it pops back up once you’ve released the lever. Meanwhile, cranking a few shock preload turns can stave off excessive squat, though not entirely. That said, those who aren’t exploring the limits should do just fine.

There is a suspension upgrade path for those with a performance mindset. The stock components work well when viewed in a street context, especially for those graduating to machines such as the 2025 Triumph Daytona 660. However, we need to be clear—simplistic suspension isn’t uncommon in this class, where MSRPs often make or break a bike. Top-shelf, racetrack-focused components are part of why the supersport class priced itself out of the market. On that note, the Triumph is the second-most affordable in the lot, undercut only by the Kawasaki Ninja 650, which has an antiquated traditional fork. Still, there will always be a contingent of enthusiasts wanting to achieve higher grip, front-end confidence, and chassis composure for any bike. With that in mind, the Hinkley factory has partnered with Peter Hickman Racing to build a complete line of performance accessories, including fully adjustable Bitubo suspension.

An athletic riding position that flirts with the supersport idea. The Daytona 660 offers a sport-inclined rider triangle, appointed with riser clip-on style handlebars integrated into the top yoke. This pulls the rider toward the nose, netting improved front-end feedback. Wristy it is not, and spending all day in the approachable 31.9-inch saddle is a welcoming prospect. Even with the rearsets being nudged back 50mm and raised 10mm compared to the Trident, the Daytona is still cozy as can be and won’t fold your legs into untoward shapes. There’s room to get your elbows out and hang off, never becoming anywhere as demanding as a true racetrack-bred supersport. However, it does evoke some of those sensations, and that tracks as it features one of the sportiest riding positions available, only outdone by a good margin when compared to the clip-on equipped YZF-R7.

Radially mounted calipers fit the Daytona message. Balancing specification is crucial for a bike like the Daytona 660, which is why Triumph upgraded to J.Juan four-piston calipers over the axial-mounted units found on the Trident. Those binders clamp onto 310mm rotors via a price-conscious axial master cylinder. Importantly, we get steel-braided brake lines that improve feel and power than its Japanese competition, which add lever sponginess via cheap rubber brake lines. Kudos, Triumph. In the rear, a single-piston caliper 220mm rotor offers a decent feel. Of note is that it’s positioned just right to be manipulated when tightening lines or settling the chassis through bumpy bits.

Michelin Power 6 rubber is standard. Slapped onto the 17-inch cast-aluminum wheels is Michelin’s all-new Power 6 sport-touring tire. The 6 is designed to operate in various conditions, balancing outright performance and mileage. We’ll reserve our final opinions until we can test them at home, as the often-glazed Spanish roads don’t inspire confidence in grip, though the French kicks appreciated riders who would take the time to warm them up. A bit of foreplay then, before chucking it into the curves, we’ll say.

Sporty in spirit and purpose: The 2025 Triumph Daytona 660 is a firecracker of a middleweight machine. There is much to like when discussing Triumph’s latest addition to the family, and a lot of praise is aimed squarely at the 658cc inline-3. There are few joys equal to hearing the screaming triple sing out when on song, delivering a lovely amount of useable torque with engaging top-end thrills well-suited to where these bikes will live their lives—the street. Surrounding the motor is a lively chassis that lives to whip through winding roads. Even if the speedier camp might find the Showa suspension setup light, it still keeps the fun factor pegged on high. Couple that with a practical riding position, a competent electronics package, and an alluring finish, and the whole category is about to be put on notice.

Photography by Stuart Collins, Chippy Wood, et al

RIDING STYLE

Helmet: Arai Corsair-X
Jacket: Alpinestars GP Plus V4
Gloves: Alpinestars GP Tech V2
Jeans: Alpinestars Copper V3
Shoes: Alpinestars Superfaster

2025 Triumph Daytona 660 Specs

ENGINE

Type: Inline-3 w/ 240-degree firing order
Displacement: 658cc
Bore x stroke: 74 x 51mm
Maximum power: 94 horsepower @ 11,250 rpm
Maximum torque: 51 ft-lbs @ 8250 rpm
Compression ratio: 12.05:1
Valvetrain: DOHC; 4 vpc
Transmission: 6-speed
Clutch: Wet multiple w/ assist and slipper functions
Final drive: X-ring chain

CHASSIS

Frame: Tubular steel perimeter w/ steel swingarm
Front suspension; travel: 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 cast aluminum
Front wheel: 17 x 3.5
Rear wheel: 17 x 5.5
Tires: Michelin Power 6
Front tire: 120/70 x 17
Rear tire: 180/55 x 17
Front brakes: 310mm discs w/ radially mounted J.Juan 4-piston calipers
Rear brake: 220mm disc w/ single-piston caliper
ABS: Standard