and shorter third, fourth, fifth and
sixth gear to help the Daytona
get to the top speed faster.
All that tech makes for a
thoroughly fun little motorbike
in the twisties. I don't know if
93 horsepower is exactly what
you get; my guess is it's some
-
where around the early 80s at
the wheel, but the three-cylinder
motor produces such fantastic
performance that you quickly
forget about the number and
just focus on enjoying the ride.
There are three throttle
modes: Sport, Road, and Rain.
While I did play with Rain just
to see the difference in power
delivery (hint: it neuters the bike
pretty well), you will spend most
of your time in Sport and Road.
Road will be fine for most
situations, but Sport is the place
to hang out. Throttle response
in Sport is a touch jerky, but you
get all the motor has to offer,
and given it's only got north of
80 horsepower, Sport is fine for
most situations.
Top-end power is surprising,
however. The little triple loves a
good rev, ripping up through the
rev range and providing plenty
of performance in response.
The harder you push the motor,
P88
RIDE REVIEW I 2025 TRIUMPH DAYTONA 660
the better it feels, which, sadly,
is not the same for the suspen-
sion. More on that in a tick.
The gearbox is devoid of a
quickshifter in standard trim,
but it's almost not needed as
the standard Triumph gearbox
is bloody good—just a slight roll
of the throttle and snick the next
gear—beautiful.
The engine and gearbox pro
-
vide a lovely duet to your ride, but
what of the chassis? Well, it's a
case of good but could be better.
You (and I) both need to re
-
member the one keyword in the
chassis: price. Given the 660 tips
the financial scales at $9195, you
can't expect race-bred springers
here. The suspension consists
of unadjustable 41mm Showa
Big Piston Fork units offering 4.3
inches of wheel travel, while the
rear runs a Showa RSU with pre
-
load adjustment and 5.1 inches
of wheel travel. At regular road
speeds, the Daytona's suspen
-
Ride position is just on the
sporty side of upright.
