Now even smarter, the $14,290 value proposition of Triumph’s mid-capacity naked triple just got a whole lot more enticing for learners and fully licenced riders... Photos: Dean Walters...
The LAMS-approved Trident 660 was launched onto the OZ market in 2021 and was an instant sales hit. Outselling anything else in Triumph’s range, its approachable price point, ergonomics and three-cylinder engine appealed to many. Now we have a full power version.
You read that right, an unrestricted version will be made available for the 2025 model year, while both variants also benefit from a swag of electronic updates. Check out our launch report on the new 660.
Read our other Triumph reviews and content here…
Releasing the clutch and accelerating away on Triumph’s 2025 Trident 660, I’m transported back to 2007. Feeling and sounding every bit the firm’s first-ever Street Triple 675, I’m reminded not just how far LAMS-approved bikes have come in the past decade or so, but how much importance is being place on the mid-capacity sector in recent years.
“For 2025, there are a handful of small but significant updates comprising of three key things”… “a full-powered version will be made available alongside the LAMS variant and at the same price point”…
According to Jono Kent, Triumph’s Australia’s Brand Manager, the Trident 660 is most successful model across the entire range and it’s easy to see why. With all the hallmarks of the much-loved Street Triple, it’s well balanced, enormously accessible and all based around the smooth and usable torque of a midsized three-cylinder engine. For 2025, there are a handful of small but significant updates comprising of three key things. The first is that a full-powered version will be made available alongside the LAMS variant and at the same price point.
In fact ‘full powered’ is a good description for it, because while it gains 20 kilowatts over the LAMS version – 59.6kW[81hp] at 10250rpm compared to 39.8kW[53hp] at 8750rpm – there’s not a lot of difference in terms of the torque output, which is a large part of the Trident’s success so far. With just four newton-metres in it, the full-powered version peaks at 64Nm[47ft-lbs] compared to the LAMS’ 59Nm[43.5ft-lbs], with the latter’s chiming in 1250rpm earlier in the rev range at 5000rpm, compared to unrestricted version’s 6250rpm peak.
There is a big jump in power from the LAMS to FP 2025 Trident 660 versions, but a similar torque level.
The new introduction is a move, says Triumph, that was informed by feedback from both customers and dealers and one that brings the Trident into line with its fully-faired Daytona 660 sibling, which currently sells at a ratio of one unrestricted model for every three LAMS bikes.
The reason it’s priced the same as the LAMS version is that the two are mechanically identical”…
And the reason it’s priced the same as the LAMS version is that the two are mechanically identical, both employing the same 660cc 12-valve DOHC three-cylinder engine mounted in the same tubular-steel perimeter frame, it’s just that the restrictions applied to the electronic throttle valve tables within the ECU to achieve LAMS compliancy haven’t been implemented on the full-powered model.
The second notable update for 2025 sees the addition of a more sophisticated electronics package for the new model year. While the outgoing Trident featured both ABS and traction control, the addition of a Continental six-axis IMU now means both systems are lean-angle sensitive. Once reserved for premium superbikes, the technology is a welcome addition for both new and experienced riders, both of which the Trident range is now of course targeting.
While the outgoing Trident featured both ABS and traction control, the addition of a Continental six-axis IMU now means both systems are lean-angle sensitive.
Pushing on a particularly tight and twisty road which was covered in debris from a storm the previous day, I could occasionally feel the ABS kicking in both through the lever and the pedal. Pulling it all up is a pair of Nissin twin-piston calipers which felt just a little bit out of their depth when I asked a lot of them, but it was more than what the average rider would ask.
Around town and on the occasional back-road scratch, there was ample feel and power. The road was dry, however despite the large amount of leaf litter and the rate I was hustling, I had no inkling of the traction control’s intervention, which was both surprising and impressive. You can dive into the settings and disable the traction control altogether if you’d like, too.
“A high level of feel and confidence being fed back to me through the one-piece handlebar”…
The grip from Michelin’s Road 5 hoops in both dry and drizzly conditions was really evident, helped by SHOWA seperate-function Big Piston front forks, with a high level of feel and confidence being fed back to me through the one-piece handlebar. I had plenty of trust in the front-end. The SHOWA shock is a preload-only adjustable unit with the factory setting wound almost to the bottom, which I found pretty soft, even for my 64kg frame.
An excellent front-end, but no real upgrades at the back for 2025. Still, the basic shock does the job. Kel went up five levels of preload at the back during the launch, even though she is only a featherweight at 64kg…
According to Triumph Australia’s tech Andy, the factory preload setting is minimum for solo riding, which is probably about right for commuting and urban work, but we wound rear preload up five positions on the adjuster at the end of the first of the two-day launch ride, making it far more compliant at pace while also reducing the amount of rear-end squat when accelerating hard out of slow turns.
Cruise control is also now a standard feature, as is a two-way quick-shifter and Bluetooth full connectivity, complete with app-assisted navigation. And while the cruise-control system is a relatively basic one, acting more like a throttle stop in that you can’t incrementally adjust your speed once the system is activated, it’s a useful addition to take the hard work out of boring freeway sections and heavily policed school zones.
Cruise control is also now a standard feature, as is a two-way quick-shifter and Bluetooth full connectivity, complete with app-assisted navigation…
A single-button affair, one push makes an orange light appear on the dash, indicating that the system is switched on and ready, while a second push at the desired speed activates cruise control, indicated by the orange light on the dash turning green.
“You can switch between the riding maps on the move, too, using the single mode button also located on the left side”…
The two-way quick-shifter, or what Triumph calls Shift Assist, is really well dialled in making for buttery smooth clutchless gear changes at almost any revs. The final addition to the gadgetry is a third Sport mode added to the 2024 model’s choice of just two maps, Road and Rain. Mimicking the three switchable riding modes of the sportier Daytona 660, all three options are configurable within the dash, made up of a TFT screen set within a large circular LCD readout.
The ability to customise the ABS and traction control settings to your liking within each of the modes is just one of the many configurable options on the Trident. You can chose between manual or automatic indicator cancelling, you can set the gear-shift indicator, the service intervals, the screen brightness and even what information you want made visible as you scroll through the dash using the four-way buttons on the left-hand switchblock.
Kel wound the rear preload up five turns, which helped stop the rear squat off the turns when hard on the gas…
The configuration happens through the main menu, which is only accessible when you’re stationary, while the scrolling info is available on the fly. You can switch between the riding maps on the move, too, using the single mode button also located on the left side.
The ride-away price is just $50 higher than the outgoing model
The final and perhaps most important matter pertaining to the 2025 model is that the ride-away price is just $50 higher than the outgoing model, despite the pile of new standard-fitment features. And given the economic climate we’ve found ourselves in, it’s a move that will undoubtedly ensure the ongoing success of the Trident 660.
Mind you, the bike Triumph’s Global Marketing Manager James Wood cited as one of the Trident’s closest competitors over video link during the presentation – Yamaha’s MT-07 – has just received some tech upgrades of its own for 2025 and carries a ride-away price of $14,899. Also available in both LAMS and full-powered guises, it gets a five-inch full-colour TFT screen, three power modes, configurable settings and auto-cancelling indicators. “What we were aiming to do was to lift the level of performance compared to that model,” revealed Wood.
Starting at $14,290 (ride-away) for the plain black 2025 LAMS and full-powered models, the Trident comes in $609 less expensive than the MT-07, important given the popularity of the mid-sized Japanese rival. That reduces to a $309 advantage if you’re after one of the three coloured variants of the Trident, which increases the ride-away price to $14,590. Triumph still only offers a two-year warranty, but the service intervals for the Trident are pretty decent – every 16,000km for a minor service and 32,000km between major – so there’s certainly trust in the product.
The 2025 Triumph Trident 660 is a thoroughly modern retro-styled mid-sized nakedbike that has the potential to turn learner riders into lifelong motorcycling fans. The new-to-market full-powered model offers an engaging ride, represents great value for money and all with a new-found level of safety.
Three’s a Crowd – The 660 Family
The Trident was the first 660-powered machine to hit the market in 2021, followed by the LAMS-only sports-touring Tiger Sport 660 in 2022 and the fully-faired Daytona 660 earlier this year, with all three models sharing the same underpinnings. The current-model Daytona is available in both LAMS and full-power guises, has the three switchable engine modes, however doesn’t have the six-axis IMU meaning its ABS and traction control systems aren’t lean-angle sensitive.
Read our 2024 Triumph Daytona 660 review here…
And while the Tiger Sport 660 will still only be available in LAMS guise for 2025, Triumph has announced the rest of the updates applied to the Trident for the new model year will also be implemented on the Tiger Sport, essentially making the sporty Daytona, the least electronically advanced of the three.
In terms of price, the Tiger Sport 660 sits at the top of the pile at $15,890 (ride away), followed by the Daytona 660 which starts at $14,790 (ride away). The updated Trident remains the least expensive from $14,290 (ride away).
2025 Triumph Trident 660 Specifications
Price: LAMS: $14290
Full power: $14590 (ride away)
Colours: LAMS: Jet Black
Full Power: Cobalt Blue, Diablo Red or Cosmic Yellow
Claimed power: LAMS: 39.8kW [53hp]@8750rpm
Full power: 59.6kW[81hp]@10250rpm
Claimed torque: LAMS: 59Nm [43.5ft-lbs]@5000rpm
Full power: 64Nm [47ft-lbs]@6250rpm
Wet weight: 190kg
Fuel capacity: 14L
Claimed Economy: 4.4L/100km
Engine: Liquid-cooled, DOHC, inline triple-cylinder, 12-valve four stroke, 74 x 51.1mm bore x stroke, 660cc, 11.95:1 compression, ride-by-wire throttle Gearbox: Six speed, constant mesh, quick-shifter Clutch: Wet multi-disc, slip & assist
Chassis: Tubular-steel perimeter frame, double-sided swingarm
Rake: 24.6° Trail: 107mm
Suspension: 41mm Showa USD forks, 130mm travel, Monoshock, preload adjustable, 130mm travel
Brakes: CABS, twin 310mm rotors, two-piston calipers (f), single 255mm rotor, single-piston caliper (r)
Wheels & Tyres: Cast aluminium 5-spoke, Dunlop Road 5, 120/70R17in (f), 180/55R17in (r)
Dimensions:
Wheelbase: 1401mm
Ground clearance: N/A
Seat height: 805mm
Overall height: 1089mm
Overall length: 2020mm
Overall width: 795mm
Instruments & Electronics: Corning ABS and traction control, cruise control, three switchable ride modes (Sport, Road and Rain) and LCD Multifunction Instruments with integrated colour TFT screen.
Ratings | Bike Review | 2025 Triumph Trident 660 Launch
Engaging
Now even smarter, the $14,290 value proposition of Triumph’s mid-capacity naked triple just got a whole lot more enticing. Here is our Triumph Trident 660 review.
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