The Triumph Trident 660 was a welcome addition to the midsize, upright roadster category when it entered the scene in 2021, bringing its signature triple sound and feel to the class at an affordable price. No updates graced the stock bike until last year’s Triple Tribute special edition, which added a quickshifter, flyscreen, and race-inspired graphics. Now, 2025 brings a healthy handful of upgrades at the same MSRP, so it’s high time we revisited the retro-styled roadster.
The Trident remains one of the most fun, versatile bikes that doesn’t overwhelm with power or physicality, yet has enough capability to satisfy a broad range of riders. Its light weight, nimble handling, and forgiving power delivery make it a natural for commuting, around-town riding, and canyon playtime. Electronics are the primary focus of the 2025 updates, expanding on the ease of use, safety, and power delivery for sporty riding.
- The 2025 Triumph Trident 660 now has a Sport riding mode. Previously, Road and Rain were your only choices, so throttle response was tuned more broadly for everyday riding. While there is no additional horsepower in Sport mode, throttle response is more immediate, and traction control less intrusive. That aggressive power delivery will get your adrenaline flowing and can be a bit addictive.
- Switching between ride modes on the fly is easy. Tap the mode button on the left switchgear to cycle through Rain, Road, and Sport, close the throttle, and push the checkmark select button to confirm. You’re back on the gas in seconds. The chosen mode remains selected after the bike has been turned off and on again.
- Around-town riding is best enjoyed in Road mode, which still delivers the Trident’s full 80 horsepower. Whether you’re dealing with busier traffic conditions or simply having a more relaxed ride, the slightly softer throttle response is welcome, and the added traction control and moderate engine braking are appreciated. A rush-hour detour sent me up technical Coldwater Canyon Road south into the Hollywood Hills. That means uneven asphalt littered with dirt, sand, and leaves, plus the occasional stream trickling crossing the road. I was happy the Road mode had my back.
- The 660cc inline triple configuration is immensely satisfying, both to listen to and to ride. The bark of the engine when it fires up has me twisting the throttle a few times, just to hear it echo off the walls of the parking structure at work. Likewise, an open stretch of asphalt in front of me encourages my right hand to twist the throttle to the stop, just to feel that smooth acceleration and see how fast it can go.
- The Trident 660 makes a great commuter, unless your route includes long, high-speed freeway drones. There’s nowhere to hide from the windblast on the naked roadster, and you’ll start feeling it from the mid-70s on up. The Trident can easily hit triple digits and still feels stable, but it’s no fun at that speed. On the flipside, if your commute involves traffic and lane-splitting, the Trident is a true champ. It confidently navigates tight conditions with its aggressive 6 degrees of rake, while the upright seating makes it easy to keep an eye on surrounding traffic.
- Ergonomically, the Trident 660 is quite an appealing size. While the bike looks small, it’s not cramped. Its 31.7-inch seat height is starting to get tall for me, but it’s narrow enough that I can just get both boot-clad feet flat on the ground with my 30.5-inch inseam. This keeps the Trident’s 419 pounds from causing any anxiety in slow-speed situations or at stops. The reach to the bars is natural and comfortable, with a slight forward lean.
- The 2025 Trident 660 now comes stock with a quickshifter for the six-speed transmission. The first time I engaged the quickshifter, I thought my boot had missed the lever. There was no clunk, barely even a click. Still, the revs dropped slightly, and I was immediately up a cog. As with many quickshifters, it works best in the top half of the gearbox. The more I used it, the better it performed, as I learned its sweet spot.
- Cruise control is standard this year, giving your right hand a break on extended rides. The cruise button sits just over the top of the left switchgear, in easy reach of your index finger. Press once to activate, then again to lock in your speed. It’s not a sophisticated system that allows tweaking the speed up or down. Instead, it’s simple, effective, and a valuable addition at no extra cost. Tap a brake or pull the clutch lever to disengage.
- The power delivery of the triple satisfies both novice and experienced riders. The smooth engine is responsive without being nervous and is easy to manage off-idle. The broad torque curve makes 90 percent of the Trident’s 47 ft-lbs of torque available from 3600 to 9750 rpm—that’s everyday practical and very appealing. Shifting through the close-ratio gearbox, you’ll quickly find yourself in fifth, cruising at a relaxed boulevard speed with revs low. When it comes time to overtake, there’s not much in the way of overrev. The 80-pony peak comes at 12,250 rpm, and the redline steps in just 250 rpm later.
- The Showa suspension remains non-adjustable but gets an upgrade for 2025. The inverted 41mm Showa fork returns but has been upgraded from the SFF to the SFF-BP (Big Piston). Along with the new aluminum top triple clamp, the Trident’s front-end stability is inspiringly firm when pushing an aggressive pace in corners. That’s always a blast when you have a smooth stretch of asphalt, but I was relaxing my throttle hand when conditions got less than pristine. There’s plenty of front-end feedback, and while the Trident remains composed on a rough road, it’s just not comfortable. There are no changes to the shock, which can be adjusted for spring preload.
- The braking package on the Trident 660 is spot-on. With dual 310mm discs, Nissin calipers, and a new six-axis IMU for cornering-aware ABS, the deceleration tools complement the Trident’s sporty capabilities. There’s a soft initial engagement at the adjustable front lever, followed by convincingly progressive power, allowing me to confidently twist the throttle and enjoy the Trident’s quarter-horse-style acceleration and athleticism. There’s good feel at the now-forged aluminum brake pedal, and I had to work hard to trigger the rear ABS. When it kicked in, I could barely feel it.
- Michelin Road 5 tires capably handle canyon roads, freeway commutes, and the mixed conditions found around town. The versatile Road 5 rubber is a good match for the Trident 660’s do-it-all nature. Its asymmetrical tread pattern ensures a confidence-inspiring grip when canyon-carving, and stays planted at freeway speeds, even over LA freeways’ notorious rain grooves.
- The round dash is a TFT/LCD hybrid display split between fixed info on the upper LCD half and customizable data on the TFT lower half. Use the standard arrow buttons on the left switchgear to navigate the options and the select button to activate. From the various sub-menus, you can adjust settings like automatic turn signal cancellation, traction control, quickshifter, shift indicator rpm, speed limiter, and displayed data. Triumph’s Bluetooth Connectivity System is now standard and no longer a $300 option—it has the usual features.
- The Trident 660 comes stock in Jet Black. It sports two thin red and white stripes along the bottom edge of the 3.7-gallon tank and the tail section. If that’s too low-key (yes, it is!), you can kick in a trifling $125 to get a splash of color on the front half of the 3.7-gallon tank, the fork guards, and cool racing stripes that run from the side panels across the tank. Choose between the Cosmic Yellow on our test bike, Cobalt Blue, or Diablo Red, which play off Sapphire Black.
- Triumph gave the 2025 Trident 660 real-world upgrades, making what was already an incredibly fun, friendly, and versatile bike that much more enjoyable. With new features like Sport mode, cruise control, a quickshifter, IMU-enhanced cornering ABS and traction control, and Bluetooth connectivity, Triumph has increased performance, comfort, safety, and usability at no extra cost. With its cool blend of classic and modern aesthetics, its silky smooth power, and signature triple cylinder howl, the Trident 660 is a persuasive choice in the midsize roadster class.
Photography by Don Williams
RIDING STYLE
2025 Triumph Trident 660 Specs
ENGINE
- Type: Inline-3
- Displacement: 660cc
- Bore x stroke: 74.0 x 51.1mm
- Maximum power: 80 horsepower @ 10,250 rpm
- Maximum torque: 47 ft-lbs @ 6250 rpm
- Compression ratio: 11.95:1
- Valvetrain: DOHC; 4 vpc
- Exhaust: Stainless steel
- Transmission: 6-speed w/ quickshifter
- Clutch: Wet multiplate 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; 4.7 inches
- Rear suspension; travel: Linkage-free, spring-preload adjustable Showa RSU shock; 5.1 inches
- Wheels: 5-spoke cast aluminum
- Front wheel: 17 x 3.5
- Rear wheel: 17 x 5.5
- Tires: Michelin Road 5
- Front tire: 120/70 x 17
- Rear tire: 180/55 x 17
- Front brakes: 310mm discs w/ Nissin 2-piston calipers
- Rear brake: 255mm disc w/ Nissin single-piston caliper
- ABS: Cornering-aware standard
DIMENSIONS and CAPACITIES
- Wheelbase: 55.2 inches
- Rake: 24.6 degrees
- Trail: 4.2 inches
- Seat height: 31.7 inches
- Fuel capacity: 3.7 gallons
- Curb weight: 419 pounds
COLORS
- Jet Black
- Cosmic Yellow / Sapphire Black (+$125)
- Cobalt Blue / Sapphire Black (+$125)
- Diablo Red / Sapphire Black (+$125)
2025 Triumph Trident 660 Price: From $8595 MSRP
2026 Triumph Trident 660 Review Photo Gallery
