Review Triumph Tiger Sport 660

Review Triumph Tiger Sport 660

Wayne Vickers Bike Review – RbMotoLens . Image

The mid-range, multi-cylinder and learner legal Adventure bike segment is really coming to life. Alongside bikes like Yamaha’s hugely successful Tenere 700, Honda’s much-underrated CB500X, and Suzuki’s venerable 650 V-Strom, we now have Triumph’s Tiger Sport 660. Oh – we also have the Aprilia Tuareg 660 coming to the docks which we’ll roll out past our first chance.

But as we know, there’s a lot of variation even between adventure bikes when it comes to capabilities – as not all bikes have the same recap. In the case of Triumph’s new arrival – it’s aimed at the opposite end of the adventure spectrum to Yamaha’s Tenere. While the T7 puts it heavily on the sealed stuff, the Tiger Sport is more aimed at the touring aspect. The word ‘Sport’ in the name is a giveaway, it’s more used to describe Triumphs’ long-distance touring bikes. Think Tiger 850 Sport (current) and 1050 Sport (former model).

In fact, the new 660 is actually a slightly more rounded machine. Based on the same LAMS ready platform that I love reviewing Trident, Mechanically, it’s a lovely piece of kit. But while the Trident is a naked ‘roadster’, this version is designed and dressed quite differently. We are talking:

• Lovely smooth 660 cc engine, making 55 hp and 62 Nm
• Showa fork and fork, travel 150 mm each, remote preload adjustment on shock absorbers
• 17 liter tank for a comfortable 350 km range
• Extensive weather protection including a less adjustable tool than the front screen
• Comfortable seats and comfort and spacious handrails

I won’t focus on the trickle game too much because I’ve talked about it enough in the past Trident review, suffice to say it was a pleasure. Super quiet machine and nice fuel economy. Lovely terminal and solid power from around three thousand spins or more. There’s no need to twist the neck upwards – use the bottom and middle ranges because that’s where it works best in this tune.

The only thing I will say about the transmission is that I found the transmission to be a bit stiff in my test example, but it is noticeable that it starts to loosen after I add another 1000 km to it… I have noticed that that First gear is actually quite low. Honestly, it’s more remarkable than I remember being on Trident. So much so that I started in second gear in traffic so many times. The engine is definitely up for that. Even so, it’s nice to crawl along without having to slip the clutch.

Throw your legs up and it’s all you’d expect – quite comfortable indeed, light on its feet despite the stated 206 kg wet weight, the nice upright riding posture certainly helped. by people who stand up to pretty high bars (and they’ve got high blood once you take a look at them!).

Move out of the deadlock and it feels super solid. Overall build quality feels and looks as great as we’ve come to expect from Triumph. And somehow, despite being a rather compact thing, it is also beautiful and spacious. No, it’s not as spacious as the 850/900, but there’s plenty of room – so much so that even after long days in the saddle I can still feel refreshed.

Controls are also nice and light. And like Trident – I quite like that dash design (it’s a different one though). It’s simple at the end, but easy to read and has all you need. You can cycle through the displays on the bottom screen to focus on what you want to see. Easy as pie. Electronics wise you really have a bit of a stretch between road and rain modes, but you also have the option to dive into the settings and turn off TC and ABS if your mood is up. However, that will take some solid button presses… and it doesn’t remember your settings when you turn the key off. So Triumph doesn’t expect buyers to do it that often.

That screen is nice and tall. Surprisingly I found myself experiencing a bit of padding when it was fully raised, but not at its lowest position. It’s a bit counter-intuitive, so play around and find what works for you. The entire front handling unit provides good protection against weather, wind and rain.

Braking is a twin Nissin with two 310 mm pistons at the front and 255 mm discs at the rear found on the Trident, which is as good as it gets in this variant despite it’s other 15 barrel bulk.

Surprisingly agile and calm handling. Although it moves longer than its sibling from another mother, it is nicely balanced and damped. Around town and anything under eight or nine out of ten on the road, it’s a very pleasant one. And that remote preload regulator is a very welcome touch. Got some money or some baggage? One quick turn and you’re sorted. Noise.

The suspension specs only start to show its limitations when you start pedaling hard. At that point on rougher roads it can be a bit claustrophobic and unsettling, but in reality it’s probably speeds beyond most riders looking at the LAMS Adventure Tourer. So take it with a small amount of sodium chloride needed.

What they’re likely doing, though, is doing this on pretty much every avenue they want to explore. No, it won’t want you to go to 4wd hardcore areas or rutted fire trails. Not with those OEM tires. But it should easily tackle any moderately gravel road given that level of travel and suspension comfort. And that low saddle height makes for easy maneuverability and inspires a lot of people with confidence that you can, in fact, go anywhere. Throw in a set of more dual-purpose tires and you’ll be able to take it to some surprising places I count.

Comes with an impressive list of available accessories, including some pretty cool looking panniers that plug directly into the mounting positions you can see in the photos.

Final thoughts? The Trident is selling well, with over 12,500 units shipped worldwide. This new Tiger Sport adds another small power option along with it for the entry-level or diminutive riders who want a bit of kit quality. At $14.5, the Trident’s price is around $1500 and is definitely starting to rise there, but I still think it’s pretty decent value for what you get.

Cheap to run too. Very frugal on juice and it will be gentle on tyres, I’d recommend. It comes with sixteen thousand Kay service intervals which will also help keep costs down.

It is a worthy choice. I can’t help but wonder what a non-LAMS Rally full spec version would look like…pretty please?

I like the Triumph Tiger Sport 660 because:

• That cute little engine
• Super comfortable and easy ride
• It’s a good choice for a well-rounded car, capable of touring, as well as fun commuting.

I would prefer the Triumph Tiger Sport 660 if:

• Has cruise control become desirable for any travel-capable bike these days? maybe
• Honestly, there’s not much to fault here.

Specifications of Triumph Tiger Sport 660