The medium-sized sports segment has been changing, with the appearance of several motorcycles in which the sporting component is just one of the points to be emphasized.
Ease of riding, comfort and price also come into the equation, and so the Daytona 660 is born, which aims to be a contemporary sports bike and much more than just a Trident with fairings.
Of course, we also want the “traditional” sports segment to remain active, and we even praised the new CBR 600RR, which we also tested in this issue. Basically, there’s room for both types of mid-displacement sports bikes, those that are more radical and have been developed with the track in mind, and others that focus more on the road but don’t do badly on circuits either. This Daytona 660 is in the segment that includes the Honda CBR 650R, Suzuki GSX-8R, Kawasaki Ninja 650, Yamaha R7 and Aprilia RS 660, so it’s a tough competitor, but the British model – the only one in the segment with a 3-cylinder engine – also clearly has its weapons. This Daytona 660 comes after the successful launch of the Trident and the Tiger Sport 660, in which Triumph uses the base and the same engine to launch a model with other ambitions, which we had the opportunity to ride at the international press presentation in Benidorm.
EASY SPORT
Together, the Tiger Sport and Trident have sold more than 40,000 units in just over three years, models that have brought new riders to the brand, mostly young people and also women. With a good base in place, Triumph has invested well in putting yet another model on the market, in this case in the market for affordable intermediate sports bikes, which already has the four Japanese manufacturers in the segment, plus Aprilia.
It’s a segment in which performance counts, but there’s much more to it than that, starting with a pleasant and entertaining performance on the daily commute. The Daytona 660 features the same engine as the aforementioned models, but improved, so it’s more powerful and has more torque than the naked, reaching 95 horsepower. It has new internal components and a number of improvements have been made, including the first two gear ratios being longer than on the naked, while the final drive is slightly longer. It also has a slipper clutch, although the quickshifter is optional on this model.
This model also has three riding modes, Sport, Road and Rain, on a bike that also has traction control, although without IMU, i.e. a simpler traction control system that will serve the model’s purposes. It’s a sports bike, yes, but an easy, comfortable sports bike, ideal for the road although it can also easily do some track-days, so it’s intended to be a very versatile bike and that’s what we found on the roads around Benidorm.
MORE NUMBERS
Compared to the Trident naked, the engine has gained 17% more power and the redline is now further away, at 12,650 revs. The maximum torque figure has also risen to 69 Nm (up 9%) and 80% of it is available across most of the rev range (between 3,125 and 11,750 rpm), which is remarkable and will benefit versatility. To achieve all this, the three-cylinder has received new throttle bodies, a larger airbox and various internal improvements, with a different crankshaft, new lower-friction pistons, a different cylinder head and a larger radiator, as well as a revised exhaust system. According to Triumph, it’s the model in its segment that offers the best acceleration, but we’ll have to put them all together one day to prove it! Throughout the day we almost always rode in Sport mode, the one that offers the quickest and most assertive response between the right hand grip and the rear wheel, while the traction control can be turned off but we kept it on as it works very well, providing the necessary safety without compromising the fun.
CYCLING (ALSO) IMPROVED
Cycling has also been modernized compared to the Trident 660. We find Showa suspension on both axles, now with a 41 mm SFF-BP fork at the front, although only at the rear is the monoshock adjustable in terms of spring preload. The shock absorber is also higher quality than the one on the naked (even though it’s not top of the range), and offers balanced handling. Overall, we liked the suspension a lot, being comfortable but at the same time allowing for a very fast pace on the road. The front axle now also has radial brake calipers, an improvement in terms of braking, and in terms of tires, this model comes equipped with Michelin Power 6s, which showed good grip on dry asphalt. In terms of cycling, the highlight is the Showa Big Piston fork, which, although it doesn’t offer adjustments, is of high quality, as are the brakes, manufactured by Triumph itself and which have good feel and high power. The seat is set at just the right height from the ground, and if you’ve been trying to figure out what kind of frame this bike has… well, it’s the same tubular steel as the Trident, just with plastic covers on top that look like an aluminum double wishbone!
ON THE ROAD
In terms of riding sensations, we can start by talking about the riding position, which is clearly that of a sports bike, although it’s not too uncomfortable. Triumph didn’t want this bike to be the most radical in the segment, but neither did they want it to be “too comfortable” with the rider’s torso too upright, and we found a good balance between sportiness and comfort. The front end isn’t too low and it was only after many kilometers on mountain roads that we began to feel a slight fatigue in our wrists, but nothing major. And of course, if you’re not used to bikes with a stem, you’ll find it a little strange at first, especially when riding in very tight corners, so the ideal is to work with your body a little when cornering, which also benefits the agility of the whole thing.
We liked the feel of the throttle, especially in Sport mode, and the engine is very strong – as linear as you’d expect – and you can easily keep going at 60 km/h in sixth gear or push it through each gear, noticing the improvements in power compared to the Trident, so this engine is as fun as any three-cylinder and with a sound that convinces. The suspension handling is good, we also liked the braking, and the agility of the whole is at a good level, without being referential, but above all there is a lot of stability at any pace, on the highway or on a mountain road. The seat is also comfortable and the passenger can benefit from hard grips which are among the many items on the brand’s list of optional extras.
MORE AND LESS
As for what we liked least, the aerodynamic protection isn’t very high because the screen is a bit narrow, so you get some wind in the torso at higher speeds. We also liked the fact that the quickshifter was fitted as standard on this model (even though the gearbox is very smooth and precise) and the only option we had on the bikes were the heated grips, which came in very handy in the morning. In terms of dynamics, the only detail I found less pleasing was the fact that the last two gear ratios, fifth and sixth, are a little short for those who like to go fast on the highway, as the engine revs higher than we would like.
We also liked the easy-to-read instrumentation, which can have connectivity and turn-by-turn navigation, for example, and we also appreciated the more than 30 accessories available for the Daytona 660. Aesthetic details, various protections, more comfort, luggage capacity, you name it. On the other hand, we were sorry to have tested a gray and black unit, as in our opinion the other red and white decors are much more attractive. In any case, this is a well-built bike, with no great premium details compared to other models from the brand, but it does everything very well and is a lot of fun. We did 180 kilometers, with an average of 5 liters of petrol at 100, and in general it’s the bike we expected, being quite fun, versatile for a sports bike and able to offer good riding moments. It’s aimed at a mostly young audience, who come from lower engine capacities and are already used to sports bikes, but it could also appeal to users from other segments. The price is on a par with the more direct competition, so here too this Daytona 660 has the arguments to maintain the good image that the Trident and Tiger Sport 660 have left in the various international markets.