Triumph Tiger Sport 660 (2025 - ) review

2025 has been the year of Triumph’s brilliant Tiger Sport 800 but the smaller 660 it’s evolved from hasn’t been overlooked either, thanks to a round of updates and improvements. The concept for both bikes is simple enough, being upright sports-tourers (or adventure sports, if you prefer!) in the style of Yamaha’s best-selling Tracer 7. Just as that bike is based on the MT-07 naked so the Tiger Sport is built on the Trident 660 roadster triple, meaning the same distinctive triple character and excellent handling. The 660’s styling has always been slick as well, the only criticism at the time being the lack of cruise control – something of a miss on a bike built for covering big distances. That’s been addressed in this update along with the addition of an extra Sport rider mode, quickshifter, cornering ABS/traction control and phone connectivity. Yes, the price has risen a bit, too, but the already great Tiger Sport 660 is now even better.

Although based on the Trident the Tiger Sport 660 has different bodywork and a completely revised, more upright and roomy riding position. Its tank has grown from the Trident’s 14-litres to 17.2 to give great touring range, the saddle is longer and more pillion-friendly and the handlebars are higher, wider and slightly closer to the rider. Pegs are also slightly lower, too. The result is pretty much perfect – reasonably slim and neutral feeling without being too dinky, roomy enough for six-footers without being at all cumbersome and, thanks to the height-adjustable screen, all-day comfortable while still having enough sporting attitude to help you feel involved when mood takes.

Unless riding through a field or routinely travelling two-up with a ton of luggage is your thing, bikes don’t get much more practical or versatile than the Tiger Sport 660. It also outperforms most of its rivals in both the sport and touring aspects of its brief. As a beautifully balanced middleweight it’s neither too large nor too small, making it nimble around town as well as comfortable on longer runs for riders of all sizes and experience levels. With the addition of cruise it’s now pretty much beyond criticism.

Being based on the Trident 660 means the Tiger Sport 660 shares the same ‘T-plane’ 660cc triple delivering 81 horsepower at over 10,000rpm and 64Nm. Which is impressive when you consider its most obvious rival, the Yamaha Tracer 7, only has 72 horsepower. On top of that, of course, the Triumph triple has a rich, distinctive exhaust note and decent mid-range flexibility while, for 2025, it also now has an extra Sport mode, quickshifter and cruise control. The result is more than sufficient, very flexible and shouldn’t be intimidating to novices while at the same time supplying enough thrills to entertain more experienced riders. Motorway cruising is easy, the motor is willing to be thrashed through the twisties and it’s effortless in town, too. A slight buzziness aside 660’s only real issue is the arrival of the new 800 version, with its significantly more powerful engine. In isolation the 660 is fine but, fresh from riding the 800, it felt a tad breathless and slightly lacking in character all things relative. Same story on braking, which is perfectly adequate on the 660 with twin-piston Nissins up front where the 800 gets much fancier radial four-pots.

Triumph typically builds fine handling machines and, despite some necessarily budget cycle parts in places, the Tiger Sport 660 is no exception and more than a match for rivals like the Tracer 7 and Kawasaki’s aging Versys 650. Up front are non-adjustable Showa 41mm USD forks with a Showa monoshock at the rear with a handy remote preload knob to adjust for a pillion and/or luggage. All work exceptionally. The 660’s ride is smooth, comfortable yet controlled and the handling sporty enough to be a genuine thrill when opportunity arises. It’s only left wanting if, like us, you come to it fresh from riding the 800!

In this highly competitive category affordability and running costs can prove critical and, thankfully, Triumph has seemingly got the Tiger Sport 660 just right. While the price has gone up the addition of the new electronics makes it worthwhile and it’s only a fraction more than the Tracer 7 so competitive against its near rivals. The smaller capacity engine should help on insurance costs (especially for younger riders) whil the relatively modest power shouldn’t chew through fuel, tyres, brake pads, chains and the like.

There are some new features so we’ll hold a point back for now but the mechanicals are based on those of the Trident 660 which debuted back in 2021 with no major problems reported since, the original Tiger Sport the same. The only real change here is the new electronics controlling rider modes, the quickshifter, traction control, cruise and the rest. Overall, though, we have no major cause for concern.

Like all Triumphs, the updated Tiger Sport 660 comes with the industry-standard two-year, unlimited mileage, factory-backed warranty covering all parts and labour. Servicing-wise, dealer maintenance checks are due annually or every 10,000 miles (which is significantly longer than many) and Triumph also boasts the 660 ‘has the lowest service workshop time in the category’.

In such a price-sensitive category equipment levels are inevitably balanced against cost. Overall, Triumph seems to have pitched the Tiger Sport 660 ‘just right’ – especially with this newly updated version. There’s an adjustable screen, a functional (if not flashy) combined TFT/LCD display, plenty of modes, the cruise control, quickshifter and more besides. On top of that there is a vast range of extra-cost factory accessories, ranging from heated grips to colour-matched luggage, centre stand and more. For the money we can’t complain and, if you want more, it’s available on the options list as required.

The Yamaha Tracer 7 was the default choice in this class for its fun, versatility and value but the Tiger Sport 660 changed all that with its improved style, extra power and the appeal of that triple engine. To which this 2025 version adds more kit, including that all-important cruise control. It’s now a fraction costlier than the Yamaha – a fraction more if you opt for anything other than plain black – but we’ve no doubt this is the new benchmark for the category and value all-rounders don’t get much better.