In the mid-1990s, when I began my motor racing career, the Big Four Japanese manufacturers were engaged in an arms race in middleweight sports cars. Every two years, each brand releases an updated platform, squeezing a few more ponies out of their 599cc inline-four engines and tweaking the frame geometry, suspension and brakes.
As a result of this superiority, the middle-class sports car has transformed from a popular car to a racing car with lights and license plates. This would be great, except for the fact that only a small percentage of racers spend their weekends wearing knee-jerks on the track. Add to this that a tricked-out mid-range machine now costs almost as much as a liter-class machine, and we’re reaching an evolutionary dead end.
However, here we have a new Triumph Daytona 660. The popular British manufacturer enters the highly competitive midsize segment by hitting the reset button, aiming to create an attractive, affordable sports car that can handle the Travel gently and prevent scratches on your feet. Backtracks and occasional tracks. To see if they were successful, Triumph invited us to Alicante, Spain, to spend a day riding on all kinds of terrain, from city traffic to mountain passes.
Inline-Ba | Triumph Daytona 660
The Daytona 660 is equipped with an updated version of the engine that powers the Triumph Trident 660 And Tiger Sport 660and it is reminiscent of the Daytona 675 that Triumph produced from 2006-2018, which was the first Triple-inline in the middleweight sports car segment. The Triple offers the best of both worlds: torque in the lower rev range like the Twin and ample power in the mids and tops like the Four.
The Daytona 660’s three-cylinder engine features a new trio of 44mm throttle bodies and larger exhaust valves, and its airflow is increased by front-mounted air intakes and a larger airbox. A new crankshaft with increased gear width provides smoother rotation, the pistons now have a low-friction coating, and the radiator and fan are both larger and repositioned for more effective cooling. Exhaust flows through the 3-into-1 header and into the lower muffler creating a satisfying growl that becomes a bark when the throttle is applied.
These upgrades deliver 95 horsepower at 11,250 rpm, a 17% increase over the Trident 660, and the Daytona’s 12,650 rpm speed limit is also 20% higher than the Trident. The engine produces 51 lb-ft of torque at 8,250 rpm (9 percent more than the Trident), with 80 percent of that power tapped at just 3,125 rpm. Triumph says the Daytona 660 will get you from 0-60 in just 3.6 seconds.
EQUIPMENT | Triumph Daytona 660
Separate details | Triumph Daytona 660
At the tech launch the night before our test ride, I got my first close look at the Satin Granite/Satin Jet Black Daytona 660, a color scheme that joins the neon green “660” in lower bib, says “badass” without rubbing your nose in it. (Other colors include Snowdonia White/Sapphire Black and Carnival Red/Sapphire Black.) The bike’s fit and finish makes it look more expensive than its $9,195 base price, and its styling is cool. but exudes a distinct elegance that stands out from competitors. Look closely at how the fairing blends into the special molding of the fuel tank, or how the muffler nestles near the rear tire, and you’ll see that Triumph’s design team sweated over the details. With minimalist bodywork that highlights the engine and frame, the Daytona 660 looks impressive just resting on its stand. I couldn’t wait to go a few more miles.
Able to travel? | Triumph Daytona 660
We started our trip in morning traffic, zipping through crowded urban roundabouts – the first test of Triumph’s midsize reset. Is the Daytona 660 a comfortable, capable and intuitive commuter? Just a few minutes on Spanish roads had me appreciating the availability of useful torque from low revs. Urban stop-and-go traffic is easier to navigate on a machine with a wide power band, so you can move between vehicles without fiddling with the transmission.
At low city speeds, even after shifting to a higher gear than necessary, the Daytona’s engine delivers smooth, confidence-inspiring power without needing to accelerate to high rpm. The 6-speed transmission, featuring updated input/output shafts and revised gear ratios, is streamlined. There are no annoying searches for neutral, each shift comes with a satisfying “click” and the slipper/assist clutch gives a light feel to the shift lever (Triumph offers an optional quickshifter for those who want to skip the clutch).
The cockpit design is very suitable for traveling in the city. The dashboard, which is a hybrid LCD/TFT display, is easily seen through my tinted cover, even in bright light, and the speedometer, fuel gauge, gear indicator and the thoughtfully grouped digital speedometer, giving me plenty of information with a quick glance down. The clips fit easily on my wrist and don’t force me to reach or bend over. The footpeg’s position is very comfortable for my 6-foot frame. Likewise, the stock seat height of 31.9 inches is in the Goldilocks zone (Triumph offers a lower seat option that lowers the seat about an inch).
The Daytona 660’s engine, drivetrain and ergonomics combine to create a visually impressive commuter that I felt confident in as I cruised around unfamiliar city streets on my way up the mountain to see if Triumph can keep the “sporty” in their new sports bike.
Into the mountains | Triumph Daytona 660
It was no coincidence that we were invited to drive the Daytona 660 through the mountains outside Alicante. As we gained altitude, Spain’s well-designed roads became downright exciting, with hairpins, sweepers and dramatic elevation changes that took the car’s chassis pedal to the test. Radial 4-piston calipers, twin 310mm discs and braided lines provide powerful, continuous braking without fade, even after miles of twisty roads.
Response from each wire throttle is precise and predictable. Three riding modes – Sport, Road and Rain – each offer different throttle response and levels of traction control. The traction control system can also be turned off, and some of my fellow riders who did so had their rear tires come off under hard acceleration while turning into dusty sections of road. I continued to participate and did not face any such problems. In addition to traction control, the Daytona 660 is also equipped with ABS to help increase peace of mind when pushing the car hard in corners.
The Daytona 660’s steering geometry and stock Michelin Power 6 tires make it easy to maneuver through mountain-like sections, while the Showa suspension – non-adjustable 41mm upside-down forks and rear monoshock has preload adjustment – keeps things stable under hard braking in corners and on less-than-perfect tarmac. The suspension package isn’t top-notch, but it’s up to the task most riders will ask the Daytona 660 to perform: keep a big grin on your face as you tackle demanding backroads. my likes.
Great first impression | Triumph Daytona 660
The Daytona 660 won me over almost immediately. The folks at Triumph have clearly spent a lot of time fine-tuning this machine, as it feels sorted in a way that not many first-generation models do. And, as I spent more time on the bike and had the opportunity to ride on beautiful mountain roads, things got even better.
This is a powerful, versatile and attractive motorcycle that ticks most of the important boxes for under $10,000. Even though our test ride had me in the saddle for nearly eight hours, I felt comfortable enough on the Daytona that I might be ready to sign up for touring duty, especially Consider optional upgrades like tank and rear panniers, heated handlebars, tire pressure monitoring, and the My Triumph Connect System that adds navigation and phone interaction capabilities. and music.
The Daytona 660 accomplished what Triumph set out to do: reset the middleweight sportsbike segment by offering a versatile, fun, affordable motorcycle for beginner but capable riders. potential for those with more experience and purchasing power. And, whatever your motorcycling skills, this is a handsome machine that stands head and shoulders above the competition with design details usually reserved for more expensive bikes. While this may not be the bike for riders who spend a lot of time on the local track, that’s not Triumph’s target audience. I hope Horseman bought a Daytona 660 for a longer test, because the taste of the bike I bought in Spain left me wanting more.
See more new bikes in Rider’s 2024 Motorcycle Buyer’s Guide
Technical specifications Triumph Daytona 660 2024
- Basic price: $9,195
- Website: TriumphMotorcycles.com
- Guarantee: 2 years, not yet introduced. mile
- Engine Type: Liquid-cooled, horizontal inline-Three, DOHC w/ 4 valves per cylinder.
- Move: 660cc
- Diameter x piston stroke: 74.0 x 51.1mm
- Horse power: 94 horsepower @ 11,250 rpm (factory claim)
- Torque: 51 lb-ft @ 8,250 rpm (factory claim)
- Transmission process: 6-speed wet clutch, cable actuated
- Final drive: Chain
- The standard long: 56.1 inches.
- Rake/Trail: 23.8 degrees/3.2 inches.
- Seat height: 31.9 inches.
- Wet Weight: 443 lb (factory claim, 90% fuel)
- Fuel quantity: 3.7 gallons.
- Petroleum consumption: 57.6 mph (factory claim)
