2021 Triumph Trident 660 Launch Review

If you think learner bikes are just for learners, then think again, because the all-new 2021 Triumph Trident 660 is here to smash all preconceptions.

Powered by a LAMS-approved 660cc triple-cylinder engine, the 2021 Triumph Trident is an all-new middleweight roadster that packs a bigger punch than you might expect. As they say, it’s not the size of the dog in the fight, but the size of the fight in the dog.

The Triumph Trident 660 carries a very respectable price tag of $12,690 ride away and features a plethora of high-spec equipment. It is a bike that learners would otherwise only dream of, and experienced riders would be foolish to dismiss – even despite the often-maligned LAMS tag.

Interestingly, there is a full-power version of the Trident available overseas, but Triumph Australia has opted not to bring it here (not just yet, at least), much to the disappointment of many non-learners. But the decision is not without thought.

Triumph believes it will sell more LAMS-approved Tridents than the full-power version – much like is the situation with Yamaha’s MT-07. And besides, the Trident is a bloody good motorcycle – even without full power. Just hear us out.

Related Reading:
2020 Triumph Street Triple S Review
Triumph Trident 660 officially unveiled for 2021
Oz guides Triumph Trident development

Even with COVID-19 still looming large, Triumph was able to hold an Australian media launch for the Trident in Victoria, giving us the opportunity to put the new bike to the test.

After a presentation in the suburbs of Melbourne, we headed east through the Dandenong Ranges, and then on towards the small ski village of Mt Baw Baw. The route provided a great variety of roads, from tight and technical twisties and fast sweeping corners, to freeway riding, traffic jams, and even a little bit of (unintentional) dirt. The Trident handled it all with very little fuss.

In case you missed it, the Trident moniker is not new. It was originally used by Triumph from 1968 to 1975 for a high-performance, three-cylinder roadster. The same platform was also produced as a BSA Rocket 3. The Trident name was later used by Hinckley-owned Triumph for a range of three-cylinder motorcycles that were produced from 1990 to 1998.

The new Trident revives the legendary name, but aside from utilising three cylinders, there is no real link to those previous models. Instead, the 2021 Trident follows in the path of Triumph’s popular Street Triple range.

Make no mistake though – this is not a Street Triple. It is a new-from-the-ground-up machine that offers a more affordable and arguably better option than the LAMS-approved Street Triple S.

First things first – the Trident is the cheapest model in Triumph’s range. Its $12,690 ride away price tag positions it well below the Street Triple S ($14,900 ride away), and while the two models share many similarities, the Trident offers a more accessible and heritage-inspired option to its slightly sportier sibling.

Triumph intends for the Trident to compete in the cutthroat middleweight LAMS roadster segment against the Kawasaki Z650, the Ducati Monster 659, the Honda CB650R, and, of course, the hugely popular Yamaha MT-07LA.

The Trident engine has been developed from the ground-up. It shares the same platform as the Street Triple S but it is, for all intents and purposes, a new engine. The liquid-cooled, 12-valve, DOHC inline three-cylinder donk puts out 53hp (39.8kW) at 8750rpm and 59Nm at 5000rpm.

If you’re wondering how the full-power version compares, it puts out an extra 17hp and 5Nm, but both peak later in the rev range (10,250rpm and 6250rpm respectively). Notably, the engine is identical in both versions – the power limitations are only electronic. Our takeaway is that the LAMS version is still more than zippy enough at low and mid-range RPM.

In fact, Triumph has worked hard to perfect low-down torque, while maintaining mid-range and top-end power. It has certainly nailed the low to mid-range delivery, but the top end is another story thanks to the LAMS restriction (we’ll get to that in a moment).

One of the Trident’s big drawcards is its value for money. As well as the triple-cylinder engine and all-new chassis, the new machine also offers Showa suspension, Nissin brakes, Michelin Road 5 tyres, a very smart and functional TFT dash, two ride modes, ABS, switchable traction control, a ride-by-wire throttle, and optional phone connectivity.

Add in class-leading service intervals, a global two-year warranty, fancy LED lighting and an incredibly stylish yet intrinsically Triumph design, and you have a very high-spec motorcycle for a very affordable price.

On the road, the good news keeps coming. The Trident’s engine is superbly versatile, and gives you just the right dose of excitement without sacrificing rideability and safety for learner riders. Down low, there is plenty of torque that will get you off the traffic lights quickly and it maintains a smooth yet torquey pace right through to the mid-range.

At the top-end, the LAMS restriction leaves a little bit to be desired. The torque drops off pretty quickly and the bike starts to vibrate a little at higher revs. But it will still sit comfortably on 110km/h, while speeds of 140km/h are possible (on closed roads of course, ahem).

The slick gearbox and slip-and-assist clutch work flawlessly and in perfect harmony, but first gear is a little too short, and a quickshifter would be welcome. We’re being picky though, because the entire package is impressive for a bike at this price point.

Learners would be hard pressed to find a better powerplant than the Trident’s triple, but speed-freaks with full licences will naturally avert their gaze to the full-biscuit version.

Here’s the thing though – while Australia has an unhealthy obsession with large capacities and high power, a good rider on a Trident will outride an average rider on a more powerful machine any day of the week. Believe it or not, a good motorcycle isn’t always defined by horses and Newton’s best. Sometimes it is simply about how usable the power is. And the Trident’s power is very usable.

The engine is complemented by a quality, albeit compact, chassis. The bike feels very small, but it handles like a dream, tipping in and out of corners with ease, always staying true to its line.

The chassis is so compact and so lightweight that at times it feels like you are hurtling through time and space with nothing underneath you. But this just helps create a visceral riding experience that will leave you with a big cheesy grin on your face. The downside is that it can sometimes feel a little unsteady, but this is also due to the rear shock.

At the front, the Showa fork does an acceptable job. It soaks up the bumps relatively well and keeps the bike tracking well through turns. The shock on the other hand was rather ordinary. It was very harsh and didn’t handle rough terrain well at all. Quite simply, it was one shortcut Triumph took to keep the cost down.

Now before I get too negative, it must be noted that I am a little heavier than the average rider, which certainly doesn’t help. It is also worth noting that most people within the Trident's target market won't be pushing the bike as hard as us journos were on this particular ride.

Fortunately, Triumph brought along its long-time mechanical wizard, Cliff Stovall, who wound up the preload a few clicks which drastically changed the ride. While it still wasn’t perfect, the bike tracked a lot better over rough ground and maintained better traction at the rear over bumps.

For a LAMS bike at this price point, Triumph could have gotten away with a minimal dash and no riding modes. But instead we have a colour TFT screen, two riding modes, switchable traction control, and optional My Triumph smartphone connectivity. Talk about value for money.

The TFT screen has a classic look, and is quite intuitive. The handlebar-mounted switches are simple and easy to use, and I found it a breeze to change settings on the fly. Strangely, I didn’t find a whole lot of difference between the two ride modes (Rain and Road), but Rain mode did involve earlier intervention of the traction control.

The ride position on the Triumph Trident is incredibly comfortable. It leaves you sitting upright, while still allowing you to get forward when you choose to ride a little more aggressively. After two days of riding, I felt next to no fatigue. Usually I would begin to get a little sore and tired, but the Trident was super comfortable.

Another important ergonomic factor is the 805mm seat height, which Triumph worked hard to achieve in order to appeal to shorter and less-experienced riders.

With a great engine, chassis, and plenty of electronic goodies, it really wouldn’t matter what the Trident looked like. But Triumph generally don’t do things by halves, and the result is beautiful machine with so many intricate details.

Everything from the classic-inspired headlight to the attractive fuel tank is wonderfully thought out, with a brilliant mix of nostalgic and modern style.

The Trident is available in four colour schemes which each offer a stylish look while maintaining a link to Triumph’s rich heritage. The Crystal White or Sapphire Black colourways are a little more minimalist, while Matte Jet Black/Silver Ice and Silver Ice/Diablo Red (my personal favourite) feature the Triumph logo front and centre.

To call the 2021 Triumph Trident anything less than impressive would be unfair, because the affordable and learner-friendly machine is a bike anyone can enjoy. Sure, the rear shock could be better, and the full-power version would be nice, but keep an open mind and this bike will reward you greatly.

There are not many other bikes of this quality that learners can enjoy, and there are not many bikes at this price point that offer as much value. The price tag leaves it mid-pack compared to other offerings in this particular segment, but it might just be the best in terms of style, engine performance, and handling.

The 2021 Triumph Trident might just be the ultimate learner bike but, honestly, it is also bike I would buy, even despite the LAMS tag.

ENGINE
Type: Liquid-cooled, 12-valve, inline 3-cylinder
Capacity: 660cc
Bore x stroke: 74.0mm x 51.1mm
Compression ratio: 11.95:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 53hp (39.8kW) at 8750rpm
Claimed maximum torque: 59Nm at 5000rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Tubular steel perimeter frame
Front suspension: Showa 41mm upside down separate function fork
Rear suspension: Showa monoshock with preload adjustment
Front brakes: Dual 310mm discs with twin-piston Nissin calipers, ABS
Rear brake: 255mm disc with single-piston Nissin caliper, ABS
Tyres: Michelin Road 5, 120/70R17 front, 180/55R17 rear

DIMENSIONS AND CAPACITIES
Claimed wet weight: 189kg
Seat height: 805mm
Wheelbase: 1401mm
Fuel capacity: 14 litres

OTHER STUFF
Price: $12,690 ride away
Colours: Crystal White, Sapphire Black, Matte Jet Black/Silver Ice, Silver Ice/Diablo Red
Bike supplied by: Triumph Motorcycles Australia
Warranty: 24 months/unlimited km