Triumph Daytona 660 2024 Review

Sportsbikes are back. At least, that’s the assumption given the flurry of new models making their way to our shores in recent times.

But it’s not the high-performance supersport race replicas that are capturing our attention anymore. Instead, it is approachable, affordable, and sensible middleweight machines creating the biggest buzz.

Take the new Triumph Daytona 660 for example. This 660cc liquid-cooled triple looks and feels like a sportsbike but offers a surprising degree of on-road comfort and rideability that matches its bargain price tag. It offers plenty of street-cred but is still suitable for the daily commute – something race replicas struggle with.

It is these kinds of accessible and affordable bikes that are most appealing to customers in the current economical climate.

All of that said, the Daytona is up against some hot competition from Aprilia, Suzuki, and Yamaha, as well as Honda and Kawasaki. And don’t forget that KTM has just re-entered the sportsbike conversation with the reveal of the 990 RC R.

So how does the Triumph Daytona 660 stack up? Let’s take a closer look.

There are two versions of the Daytona 660 – a full-power version, and a LAMS-approved version. And both check in at $14,790 ride away. Bargain.

Triumph gave local distributor PSI the opportunity to import both versions of the Daytona, something not afforded to them with the Trident 660 and Tiger Sport 660, which both arrived on Aussie shores in LAMS-only guise.

The exact reasons for this are not clear, but LAMS bikes of any brand generally sell better than their full-power counterparts (think Yamaha MT-07LA). Triumph says it expects the Daytona to be a similar story, but the buzz around sportsbikes at the moment means that there should be a market for the full-power version too.

And what about the competition? Well, there’s a bit. The Aprilia RS 660, the bike which arguably started this new wave of user-friendly sportsbikes, sits at the top of the spectrum with a $22,740 ride away price tag.

Closer to Daytona territory, but still more expensive, is the Yamaha YZF-R7HO ($15,649 ride away) and the new Suzuki GSX-8R ($14,990 ride away). Even the R7 LAMS version ($14,849 ride away) is more expensive. 

Kawasaki’s Ninja 650 ($12,998 ride away) and Honda’s CBR650R ($13,893 ride away) are both cheaper, while there is also the Kawasaki Ninja ZX-6R ($17,980 ride away) and the Honda CBR600RR ($29,451 ride away). But the latter two are more in line with traditional supersports, and don’t really fit into Daytona territory.

The Daytona packs the same 660cc DOHC triple-cylinder engine that powers both the Trident and Tiger Sport models.

But, now with three throttle bodies, upgraded engine internals, and an updated 6-speed gearbox and clutch, the Daytona offers a bigger punch that its stable mates

In full-power guise, it puts out 70kW (95ps) at 11,250rpm and 69Nm at 8250rpm, while the LAMS version produces 42kW (57ps) at 6750rpm and 62Nm at 6250rpm.

Triumph actually says that the learner Daytona only just meets the LAMS regulations, making it one of the most powerful LAMS bikes available.  

For a bike under $15k, the Daytona packs some decent equipment.

Front suspension is handled by a 41mm Big Piston Showa fork, while the rear consists of a Showa RSU monoshock that is adjustable for preload.

A pair of lightweight 17-inch aluminium wheels clad in Michelin Power 6 tyres keep the bike rolling, while the radial 4-piston caliper and dual 310 discs on the front and a single 220mm disc on the rear provide the stopping power.

The Daytona also has 14 litres of fuel capacity and LED lighting, while a pillion seat comes standard with the bike.

Like the Trident and Tiger Sport, the Daytona does well in the tech department with three ride modes (Sport, Road, Rain), ABS (non-cornering), switchable traction control, emergency declaration warning, and a compact multi-function display which includes a small TFT window.

The instrument cluster, to this particular journalist’s eye, is a bit outdated. A full TFT display would suit the bike better. And considering the much cheaper and much smaller KTM 390 Duke comes with a full TFT and cornering ABS, it makes me wonder why Triumph couldn’t do the same with the Daytona.

Frustrations aside, the Daytona is techy enough for the price tag, and everything works fairly well. Learner riders will appreciate the ride modes, but experienced riders will probably just leave it in Sport.

Let’s start with the full-power version. Throwing a leg over the Daytona, it's easy to establish Triumph’s intention with this model. The ride position strikes a good balance between sportiness and everyday useability.

For those not accustomed to track days and litre-class racers, the Daytona will feel very much like a sportsbike. But it is not so aggressive that your arms, shoulders, and back will be screaming at you.

In fact, we rode for a whole day through the outskirts of Adelaide, including a 50-something kilometre stretch of straight road between Wellington and Strathalbyn, without breaking a sweat. Yep, the Daytona is a comfy ride.  

The suspension also helps this cause. The Showa gear is tuned for everyday riding rather than performance, so it delivers a relatively plush ride that soaks up any rough spots in the road without too much hassle.

No adjustability on the front is annoying, but also not surprising for this price point, while the preload adjustment on the rear is more than welcome.

The plush ride does come at a small cost, with the Daytona giving up a degree of sports performance in the name of comfort. This means the Daytona probably won’t be setting lap records at the racetrack.

But, as I’ve alluded to a few times, that is not what this bike is about. And the Daytona is more than capable on the street. It feels lightweight and agile, turns with ease, and is stable at high speed.

The engine is a beauty too. We’re well-versed in this triple platform after the Trident and Tiger Sport, but with the new tweaks and the full breadth of power, the Daytona is a really satisfying ride. It accelerates quickly and offers plenty useable torque at all but the upper limits of the rev range. Surprisingly, the bike will sit on 160-170km/h without flinching.

Elsewhere, the electronics are simple but effective. Same with the brakes. In fact, when placed in the context of everyday riding, nothing about the Daytona really feels wrong. It just goes about its business and ticks all the right boxes.

Perhaps the biggest surprise, however, was the LAMS version.

Triumph Australia told us multiple times during our press ride that the only visual way to tell the difference between the two versions of the Daytona is a little blue sticker on the top of the fork leg. Of course, that little sticker will blow off quicker than you can say “get forked”, which leaves the performance of the bike as the only telltale.

The problem is that it is LAMS bike feels identical the full-power version. In fact, I had to clarify which bike I was on a couple of times. On paper, the difference is obvious, but in reality, the LAMS bike is just as satisfying as its full-power brethren.

A couple of rolling drag races between the two showed that the difference is rather small. It is only at the very upper reaches of the rev rang that the LAMS bike starts to fall away, but most buyers won’t be riding to those limits.

Both versions carry the same price tag, so your choice will come down to whether or not you have your full licence. But if you're a learner rider and buy the LAMS version, there will absolutely be no need to upgrade straight away. You should be happy with this bike for years to come.

Purists might not love this new wave of soft and cuddly sportsbikes that are better suited to the streets than the track, but the truth is that traditional track-focused machines are a dying breed (for now at least).

Less people are forking out big dollars for high-performance race replicas, and not everyone wants to spend their paycheck on a track day every week.

But the new-age middleweight sportsbikes still offer a ‘racy’ look and feel, while maintaining comfort and ease-of-use. If we want to keep the sportsbike segment alive, then it is these balanced machines that will hopefully attract new riders to the game.

And the Daytona perhaps strikes that balance better than any other bike in its class.  

Photos by Dean Walters

ENGINE
Type: Liquid-cooled, 12-valve, inline 3-cylinder
Capacity: 660cc
Bore x stroke: 74.04mm x 51.1mm
Compression ratio: 12.05:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 70kW at 11,250rpm (LAMS - 41.9kW at 6750rpm)
Claimed maximum torque: 69Nm at 8250rpm (LAMS - 62Nm at 6250rpm)

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 four-piston calipers, ABS
Rear brake: 220mm disc with single-piston caliper, ABS
Tyres: Michelin Power 6, 120/70R17 front, 180/55R17 rear

DIMENSIONS AND CAPACITIES
Claimed wet weight: 201kg
Seat height: 810mm
Wheelbase: 1425.6mm
Fuel capacity: 14 litres

OTHER STUFF
Price: $14,790 ride away
Colours: Snowdonia White/Sapphire Black, Carnival Red/Sapphire Black, Satin Granite/Satin Jet Black
Warranty: 24 months/unlimited km
Claimed fuel consumption: 4.9l/100km
Service interval: 16,000km/12 months