Triumph Trident 660 2026 First Ride Review

When it comes to increasing power, the Triumph Trident 660 sets a prime example: boasting an increase of 14 HP and 4 Nm in just one year, this British roadster now delivers a full 95 HP and 68 Newton meters straight to the asphalt. This unexpected power boost comes on the heels of the extensive electronics upgrade for the 2025 model year, yet the 2026 model marks the most significant overhaul since its launch. The Trident now houses the same 95 HP triple engine that powers the Daytona 660, making full use of the A2 license class's maximum allowable power. This places the Trident 660 among the strongest in its category, surpassing the likes of the Yamaha MT-07 and Suzuki GSX-8S. It's a compelling option for new license holders and a vital model in Triumph's lineup. The newly priced Trident 800, with its 115 HP, doesn't meet A2 regulations and costs just €1000 more in Germany (€1700 in Austria).

Let's be honest: even when riding spiritedly, the Trident 660 mostly stays in the mid-rev range between 6000 and 8000 rpm, rarely tapping into its peak 95 HP at high revs. Yet, the Trident 660 responds with vigor and eagerness to throttle inputs. According to the manufacturers torque curve, 80 percent of the maximum torqueabout 55 Nmcan be tapped into spontaneously at any time. Lastly, the new Trident engine revs higher, with the fun only cut short by the limiter at 12,650 rpm.

The technical differences compared to the previous 81 HP engine are numerous. The main feature of the more powerful 660cc triple is an individual throttle body for each cylinder instead of a shared one, enhancing not only performance but also throttle response. An enlarged airbox contributes to the power increase and improves the intake sound for the rider without unnecessarily disturbing passersby with noise. Additional modifications include a revised cylinder head and a reinforced cooling system, with the larger stainless steel exhaust system largely borrowed from the Daytona. Naturally, the increase in power also means higher emissions and consumption: the WMTC consumption is now 4.9 liters instead of the previous 4.6 liters, and during our spirited test ride, the cockpit instrument recorded a fuel consumption of 5.7 liters.

Finally, the slip-assist clutch and the gear ratios have been adapted to the increased power: the first gear is now significantly longer, and gears two to five have also been adjusted. Overall, the top speed has increased slightly due to the higher maximum revs.

The electronics package, which was enhanced just a year ago, carries over unchanged into the next model year with its impressively comprehensive standard setup. It includes lean-sensitive assist systems (TCS can be deactivated), three riding modes (Rain/Road/Sport), cruise control, self-canceling indicators, and smartphone connectivity. The factory-fitted quickshifter has been recalibrated for 2026 due to the revised gear ratios. In the cockpit, Triumph remains faithful to its rootsaside from a two-centimeter handlebar extension to 815 millimeters. The near-signature TFT/LCD round instrument continues to divide opinions. There's little to criticize in terms of readability and functionality, though more impressive color displays are now appearing even in the 125cc class.

The intuitive four-way joystick for menu navigation and the top-notch build quality, "made in Thailand," using premium materials, remain hallmarks of Triumph's latest model. Every weld seam is as lovingly crafted as a flourish in a school notebook, and each cable is precisely tucked away. The only slight letdown in quality is perhaps the use of ordinary steel instead of lightweight aluminum for the double-sided swingarm.

Speaking of "imposing": the redesigned, more angular shape of the 14-liter tank gives the Trident 660 a more muscular appearance. The now two-piece seat allows for the addition of an optional passenger cover to further enhance the sporty look. In fact, during the test ride, I also had the subjective impression that the seat comfort for the rider has slightly improved thanks to the new solo saddle.

As for the suspension, Triumph sticks with the proven Showa components, featuring 12 centimeters of travel on the non-adjustable big piston fork and 13 centimeters on the rear shock. However, the shock now includes rebound adjustment in addition to preload adjustment via a hook wrench. The basic setup is a successful compromise between sportiness and comfort: even over rough asphalt patches, the Trident 660 carries its rider with relative ease, and when riding aggressively on grippy asphalt, the handling leaves nothing to be desired. The Trident handles various surface irregularities with great skill, with the Showa components responding finely and working in perfect harmony.

When it comes to agility, there's nothing to criticize about the entry-level roadster from Hinckley. Despite its stable straight-line performance, it doesn't sacrifice the ability for agile direction changes. The ultra-slim Trident 660, ready to ride at 195 kg (5 kg more than the previous model due to triple throttle bodies, exhaust, radiator, etc.), handles the nimble slalom through winding country roads with ease, and the required steering inputs remain manageable. The stock Michelin Road 5 tires prove to be an excellent choice, contributing to a confident road grip with neutral, predictable corner entry behavior. The only slight downside is the somewhat tame braking feel of the front Nissin two-piston calipers, which require a few kilometers for the rider to get accustomed.

The seat height remains moderate at 810 millimeters, with an optional 25-millimeter lower seat available. The step-over height is delightfully compact and remains unchanged compared to the previous model despite some engine-related modifications to the slim chassis, ensuring secure footing when maneuvering. Behind the handlebars, the rider takes a moderately forward-leaning and adequately active posture. The knee bend is also well-suited: not too tight for those around 180 centimeters tall, yet sporty enough to offer ample lean angle clearance. Only taller riders might find the ergonomics a bit crampedotherwise, nothing stands in the way of extended tours, as the twin balancer shafts of the triple do an excellent job minimizing vibrations. The rich sound from the slim, compact underfloor muffler integrates harmoniously into the overall picture, without straining the nerves of the crew or passersby.

Despite all the technical modifications, one thing remains unchanged for the Trident 660 in 2026: its character as an accessible, easy-to-handle all-round roadster that is not only great for newcomers to the motorcycle world but also keeps seasoned riders engaged. The value for money is impressive given the enhanced engine performance and robust features. Starting in March, the Trident 660 will be available in yellow, gray, and white at an attractive price of €8695 in Germany and €9695 in Austria. Triumph also promises economy in terms of operating costs: the service interval is a generous 16,000 kilometers (or once a year), and according to the manufacturer, the Trident's maintenance costs are up to 50 percent lower than comparable competitors. Additionally, Triumph offers a four-year warranty.