Triumph Daytona 660 (2024) - Technical Review

 

Price: £8,595 | Power: 93.9bhp | Weight: 201kg | Overall BikeSocial Rating: TBA

 

From the late 1980s to the early 2000s the 600cc supersports class was a dominant force in the motorcycle market in the UK and across the globe and with the new Daytona 660 Triumph hopes to rediscover the magic formula that made machines like the Honda CBR600F such huge successes three decades ago.

Around 20 years ago the 600cc sports bike class started a sales decline as riders abandoned that part of the market. Ultra-competitive, production-based supersports racing forced manufacturers to make their road bikes ever more extreme and while the resulting machines were impressive, they were increasingly expensive and lost the all-rounder appeal of their predecessors. Simultaneously a new generation of higher-performance, more usable adventure bikes appeared on the scene, attracting huge swathes of riders who wanted a single bike for both leisure and commuting – exactly the market that the older, more practical generation of 600s had previously cornered.

Fast-forward to 2024 and there’s something of a revival for sports bikes thanks to a new generation of softer, more affordable, road-biased machines. Yamaha’s R7, Honda’s CBR650R, Kawasaki’s Ninja 650, Suzuki’s new GSX-8R – if you only have the budget or space for a single bike and want to use it as daily transport, they all fit the bill. Now we can add Triumph’s Daytona 660 to that list.

 

Pros & Cons

  • Three-cylinder engine is unique in the class (at least until CFMoto’s 675 SR reaches the market) and promises more character than parallel twin rivals.
  • Low seat and comfortable riding position
  • Tempting price and strong performance
  • Non-adjustable rear suspension
  • ‘Comfortable’ seating position might not hook in the sports fans

 

Review – In Detail

Price & PCP
For and against
Engine & Performance
Handling & Suspension (inc. weight & brakes)
Comfort & Economy
Equipment
Rivals
Verdict
Specification

 

2024 Triumph Daytona 660 Price

At £8,595 the Daytona 660 looks like a genuine bargain both in comparison to its rivals and even its stablemates in Triumph’s range. The Trident 660 that it’s derived from is cheaper, sure, at £7,895, but you get much more than just a fairing for the extra £700 that the Daytona costs. While the Daytona is 9% more expensive than the Trident, it’s 17% more powerful, as well as more practical for long trips thanks to that bodywork.

Compared to other sports bikes the same part of the market, the balance tips even further in Triumph’s direction. The Yamaha R7 is pricier at £8,910 and more than 20hp down. Suzuki’s new GSX-8R comes closer but it’s still more than £300 pricier than the Daytona and gives away 12hp to the British machine. While Honda’s CBR650F is all but identical to the Daytona in both price (£8599) and power (94hp), it’s also heavier.

The Daytona’s launch colour options are Snowdonia White with a Sapphire Black tail and belly – the standard scheme – with alternative options of Satin Granite with Satin Jet Black or Carnival Red and Sapphire Black.

 

 

2024 Triumph Daytona 660 Engine & Performance

If Triumph had simply slapped a fairing onto the Trident 660, which makes 80hp (81PS), it would already have had a pretty convincing contender in the upstart affordable sports bike class, but the company has instead opted to make some substantial changes to the 660cc triple to add a more distinct feel and increased performance.

The capacity stays the same, as does the 74.04mm bore and 51.1mm stroke, but Triumph has swapped the Trident’s single throttle body and manifold for a sportier triple throttle setup on the Daytona, adding larger exhaust valves, a new 3-1 header pipe, a redesigned cylinder head, a new crankshaft and new cam profiles into the mix to create a sportier take on the three-cylinder engine. Power rises to 95PS (94hp) and peaks at 11,250rpm – 1000rpm higher than the Trident – while the redline moves up to 12,650rpm.

There’s more torque, too, up 9% from 64Nm (47lb-ft) to 69Nm (51lb-ft), arriving at 8,250rpm instead of 6,250rpm. That doesn’t mean any loss at the bottom end of the rev range, though, as both the power and torque curves mirror those of the Trident at low speed, simply reaching higher outright peaks and revs later on.

As is the norm these days, there’s a choice of riding modes – Sport, Road or Rain – to change the throttle response and power delivery, and traction control is standard.

 

 

2024 Triumph Daytona 660 Handling & Suspension (inc. Weight & Brakes)

While the tubular steel perimeter frame is based on the one used in the Trident, and the suspension spec is similar, the chassis geometry is specific to the Daytona 660 and intended to make for a sportier ride.

The rake is steeper, moving from the Trident’s 24.6 degrees to 23.8 degrees, while the trail is reduced from 107.3mm to 82.3mm. Despite those changes, increased offset means the Daytona’s wheelbase is a fraction longer than the Trident’s, rising from 1401mm to 1425.6mm.

The forks are Showa separate function, big piston (SFF-BP) upside-downers, with 110mm of travel. They’re not adjustable but have been tuned to suit the Daytona’s sportier intentions. At the back there’s a Showa monoshock with preload adjustment and 130mm of travel.

The brakes are an upgrade compared to the Trident, with the same 310mm discs but new radial-mount, four-pot, Triumph-branded calipers instead of the two-piston Nissins of the naked bike. A smaller 220mm disc and single-piston sliding caliper replaces the Trident’s 255mm one at the back. ABS is standard, of course, but there’s no clever cornering anti-lock or inertial measurement system.

The wheels are the same 17-inch, five-spoke alloys used on the Trident, but fitted as standard with Michelin Power 6 rubber, 120/70 ZR17 at the front and 180/55 ZR17 at the rear.

 

 

2024 Triumph Daytona 660 Comfort & Economy

Comfort – or the lack of it – was at the root of the downfall of the 600cc supersports class when the battle for on-track supremacy broke out in the early 2000s and Triumph has recognised that, so we can expect the Daytona 660 to be much roomier and less punishing on the back and wrists than those machines were.

In comparison to the Trident, the Daytona’s new two-piece seat sits just 5mm higher at 810mm, and like the roadster there’s a focus on keeping it slim to make the reach to the ground as easy as possible. The bars are, of course, lower and narrower than the Trident’s, but Triumph has taken inspiration from 90s 600s like the all-conquering Honda CBR600F of that era and kept the riding position sensible rather than going for an extreme, track-biased approach. The bars are 95mm further forwards than the Trident’s and shifted down 110mm, as well as being 59mm narrower. They’re also swept back another 6 degrees and rotated downwards by 13 degrees compared to the Trident’s.

There are similar changes to the pegs, move back by 15mm compared to the Trident, and up by 10mm, while the seat is given a sportier style thanks to a separate pillion section, even though the tail bodywork – like the fuel tank – is carried over from the Trident.

Speaking of which, that tank is a 14-litre design, and with a claimed fuel economy of 57.6mpg there’s a theoretical range of around 177 miles if you’re prepared to run it dry.

That economy figure is a fraction behind the 60.1mpg of the Trident, despite the Daytona’s better aerodynamics, partly due to the reworked engine’s more performance-oriented design and because the gearing has been reduced to suit its higher-revving nature.

Like the Trident the Daytona has long, 10,000-mile/12-month service intervals to help make the cost of ownership lower.

 

 

2024 Triumph Daytona 660 Equipment

As a relatively low-cost bike, the list of standard equipment isn’t a long one but there’s everything you need. The instruments are a neat setup – a variation on the Trident’s with the same internal parts but a new, trapezoid housing instead of the roadster’s circular design. The upper section is filled with a white-on-black LCD display for the revs (with a new scale to suit the higher-revving motor) and speed as well as essential info including fuel level and gear position. Below that, there’s a tiny, 2.5-inch TFT colour display that can be used for a variety of functions including phone-connected, turn-by-turn navigation via the optional My Triumph Connectivity System.

Elsewhere, all the lighting is by LED, including the headlights, and there’s the option to upgrade the indicators to a scrolling style instead of the standard flash. As standard, there’s an emergency stop warning system that flashes the hazards when you get hard on the brakes to warn drivers behind.

On top of that, Triumph promises a range of more than 30 optional accessories, including a quickshifter, crash bungs, a pillion seat cowl and luggage. And since the engine comes in at precisely 70kW in European measurements, it’s legal to restrict it to 35kW (47hp) for A2 licence holders. Triumph is offering a dealer-fitted kit to do precisely that, including a different throttle twistgrip and a new engine map, that can then be reverted to full-power mode once you graduate to an unrestricted licence.

 

 

2024 Triumph Daytona 660 Rivals

On paper, the Daytona 650 looks like an extremely tempting proposition in a market where most of its rivals are less powerful, parallel twin designs. Honda’s CBR650R is an exception, with a four-cylinder engine and a mild revamp for 2024 (plus the option of the intriguing E-Clutch system that’s coming later this year), but it’s built around some rather aging bones.

Later in 2024 we’re expecting to see even more bikes appearing in this burgeoning affordable, all-rounder sports bike segment, including CFMoto’s promised 675 SR, which will use the Chinese brand’s all-new three-cylinder engine to potentially be the closest rival to the Daytona 660, albeit with claims of ‘over 100hp’. Another Chinese company, Zontes, is also launching a similarly-sized triple – the 110hp 703 RR – but its stance is sportier and there’s still no information about when it will reach the market or even if it’s heading to the UK. Other triples, like MV Agusta’s F3 or Yamaha’s XSR900 GP, are substantially sportier and more expensive.

 

Yamaha R7 | Price: £8,910

Power/Torque: 72.4bhp/49.4lb-ft | Weight: 188kg

 

Suzuki GSX-8R | Price: £8,899

Power/Torque: 81.8bhp/57.5lb-ft | Weight: 205kg

 

Honda CBR650R | Price: £8,599

Power/Torque: 93.9bhp/46.5lb-ft | Weight: 208kg

 

2024 Triumph Daytona 660 Review Details Price Spec_01

 

2024 Triumph Daytona 660 Verdict

We’ll give a verdict once we’ve ridden the Daytona 660. Watch this space…

 

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2024 Triumph Daytona 660 Review Details Price Spec_08

 

2024 Triumph Daytona 660 Technical Specification

New price

From £8.595

Capacity

660cc

Bore x Stroke

74.04mm x 51.1mm

Engine layout

Inline three-cylinder

Engine details

DOHC, 12-valve, 240-degree firing interval, liquid cooled

Power

93.9bhp (70KW) @ 11,250rpm

Torque

51lb-ft (69Nm) @ 8,250rpm

Transmission

Six speed, wet slip/assist clutch, chain final drive

Average fuel consumption

57.6mpg claimed

Tank size

14 litres

Max range to empty

177 miles

Rider aids

ABS, switchable traction control, three riding modes

Frame

Tubular steel perimeter frame, twin-sided fabricated steel swingarm

Front suspension

Showa SFF-BP 41mm USD forks, 110mm travel

Front suspension adjustment

None

Rear suspension

Showa monoshock RSU

Rear suspension adjustment

Preload adjustable

Front brake

310mm discs, four-piston Triumph-branded radial calipers, ABS

Rear brake

220mm disc, single piston sliding caliper, ABS

Front wheel / tyre

120/70 ZR17 Michelin Power 6

Rear wheel / tyre

180/55 ZR17 Michelin Power 6

Dimensions (LxWxH)

2083.8mm x 736mm x 1145.2mm

Wheelbase

1425.6mm

Seat height

810mm

Weight

201kg (wet)

Warranty

2 years, unlimited miles

Servicing

10,000 miles or 12 months, whichever comes first

MCIA Secured Rating

Not yet rated

Website

www.triumphmotorcycles.com

 

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2024 Triumph Daytona 660 Review Details Price Spec_35

 

What is MCIA Secured?

MCIA Secured gives bike buyers the chance to see just how much work a manufacturer has put into making their new investment as resistant to theft as possible.

As we all know, the more security you use, the less chance there is of your bike being stolen. In fact, based on research by Bennetts, using a disc lock makes your machine three times less likely to be stolen, while heavy duty kit can make it less likely to be stolen than a car. For reviews of the best security products, click here.

MCIA Secured gives motorcycles a rating out of five stars (three stars for bikes of 125cc or less), based on the following being fitted to a new bike as standard:

  • A steering lock that meets the UNECE 62 standard
  • An ignition immobiliser system
  • A vehicle marking system
  • An alarm system
  • A vehicle tracking system with subscription

The higher the star rating, the better the security, so always ask your dealer what rating your bike has and compare it to other machines on your shortlist.