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P90 RIDE REVIEW I 2025 TRIUMPH DAYTONA 660 ing to the bottom of the stroke and rebounding far too quickly, thus taking the weight off the tire and making the front-end a little slippery. Therefore, the faster you went and the harder you rode the Daytona, the more it would pro- test (at least in terms of chassis. The engine, as mentioned, loves a good thrashing). I keep having to remind myself of the cost factor involved, so I can't be too harsh on the Daytona's rude quality. For the most part it's fine, soft but fine, and if you're under the 195 pounds of my frame, you'll probably not have too many issues. If I were to buy a Daytona 660, the very first thing I would do is head over to Peter Hickman Racing and invest in one of the Bitubo suspen - sion kits he's developed for the 660. PHR is Tri- umph's race development team of choice and thus has a huge range of aftermarket pieces you can pick up like race bodywork, a new sub- frame, race seat, rearsets, clip-ons, race ECU and the wiring loom to go with it, but you can keep most of that as far as I'm concerned, just give me a more compliant (and adjustable) suspension package, please, Mr. Hickman. The Daytona sits almost between the Suzuki GSX-8R and the Yamaha YZF-R7 in terms of ride position. The pilot is a little forward from center but not so much as to put weight on the wrists. The ride position is a comfortable one for long days in the saddle with the handlebars mounted above the triple-clamps, and the Daytona has a nice little flair to its looks that's lacking on bikes like the Ninja 650 and CB650R. The Daytona 660 is a good base bike, but it needs work to make the chassis handle as good as the engine goes. Whereas the Ya - maha YZF-R7 is a pure sportbike ready to rock, the Daytona is part of the new breed of part sportbike, part street bike, part commuter, part whatever you like. Ironically, that's what the supersport market was intended to be when it was born back in the 1980s—bikes that could be a jack of all trades. Mark my words. You'll see more bikes like this in the coming years, probably in higher-capacity units as well. For now, the Triumph Daytona 660 is a good bike, but I'd love to ride a sorted one. CN 2025 TRIUMPH DAYTONA 660 ($9195) ENGINE: 4-stroke, inline 3-cylinder, 240° firing order VALVETRAIN: 12-valve, DOHC DISPLACEMENT: 660cc BORE X STROKE: 4 x 51.1mm COMPRESSION RATIO: 12.05:1 COOLING SYSTEM: Liquid MAX POWER: 95hp at 11,250 rpm MAX TORQUE: 50 lb-ft at 8250 rpm FUEL SYSTEM: Electronic fuel injection system, three 44 mm throttle bodies with ride-by-wire system EXHAUST: 3-2-1 TRANSMISSION: 6-speed ELECTRONICS: Three Riding Modes, optional Quick Shift up/down, full LED lighting system, traction control, ABS CHASSIS: Tubular steel perimeter frame FRONT SUSPENSION: 44mm Showa SFF-BP fork, non-adjustable; 4.33 inches of travel REAR SUSPENSION: Showa monoshock, preload adjustable; 5.1 inches of travel FRONT BRAKE: Dual 4-piston monobloc calipers, 310mm discs, ABS REAR BRAKE: 2-piston caliper, 220mm disc, ABS FRONT TIRE: 120/70 ZR17 in. REAR TIRE: 180/55 ZR17 in. RAKE: 23.8° TRAIL: 3.24 in. WHEELBASE: 56.1 in SEAT HEIGHT: 32.7 in. FUEL CAPACITY: 3.7 gal. WEIGHT (CURB, CLAIMED): 443 lbs. S P E C I F I C AT I O N S