Triumph Trident 660 2025 Launch Review

Triumph’s best-selling model in Australia has been updated for 2025, with the latest version of the Trident 660 offering a bigger punch and extra value. 

The refreshed model now has cornering ABS and traction control, cruise control, a quickshifter, a new Sport mode, and smartphone connectivity as standard – all for only a $50 price increase from the 2024 model.  

But even bigger news is the addition of a full-power version to the range for the first time since its 2021 launch. Previously only sold as a LAMS-approved model, the Trident 660 now is now available unrestricted with 81hp (59.6kW) and 64Nm. 

The Trident was a smash hit when it was released, and it won the 2021 bikesales Learner Bike of the Year award, so the 2025 model has big shoes to fill. 

Does the new Trident 660 improve on its predecessor? And is the full power version worth trading in your LAMS model for? 

The answers might surprise you…

The 2025 Triumph Trident 660 LAMS starts at $14,290 ride away, which is just $50 more than the outgoing 2024 model. If you want one of the two-tone colour schemes, then you can throw another $300 onto the total. 

Mechanically, the 2025 Trident is the same as the previous model, but, when you consider the amount of extra equipment added, the new model is a bargain.

But here is the kicker – the full power Trident 660 also starts at $14,290 ride away. 

How does that work? Well, we’re not exactly sure, but LAMS bikes are generally more popular than their full-power siblings, so our guess is Triumph didn’t feel a need to make its learner bike any cheaper – they’ll still sell truckloads either way.  

Cruise control is an unusual addition for a bike in this segment, but it’s a welcome one. It’s a basic system, with no way of increasing or decreasing speed once set, but there is something quite pleasing about cruise control on a learner bike. 

Quickshift is also not a common standard feature on learner bikes. But, given the sporty nature of the Trident, the ability to bang through gears quickly adds to the thrill of tackling twisty roads. 

Like quickshift, Triumph often lists smartphone connectivity as an optional extra but seeing it standard on the Trident is a nice surprise. That said, many cheaper bikes (look at Royal Enfield) are offering connectivity as standard now, so it’s the right move. 

Cornering ABS and cornering traction control are also worthy additions and add another layer of safety to the machine. 

Elsewhere, it’s very much the same story as the original model. And that’s not a bad thing, because the original was arguably the best bike in its segment. 

The ride position is comfy and accommodating, but just edgy enough to allow for some spirited riding, while all the controls are well-placed and easy to use. 

On the road, the three-cylinder engine performs almost flawlessly. It is a beautiful unit and destined to be a future classic. It fits perfectly in this package and offers versatile power right across the rev range. And that’s the LAMS version. 

But the full power version must be even better, right? Well, actually, there isn’t a massive difference between the two. It might come as a surprise, but at speeds suited to the urban sprawl, the pair are almost indistinguishable.  

And yes, I hear you – how can a bike with nearly an extra 30hp feel the same as its learner restricted counterpart? It’s quite simple really. The trick lies in the torque. The LAMS version has 4Nm less, but peaks sooner, which means at low- and mid-range RPM, the two machines do more or less the same thing. 

Once the speed and revs go up, then the difference starts to become apparent. The LAMS version loses some ground to the full-power after about 110km/h, and it mellows a bit at the top of the rev range. Think of it like this: both are great sprinters, but the full-power version is a slightly better stayer. 

Moving on, and the Trident handles like a dream, too. It feels lightweight, agile, and precise through corners. The Showa fork is non-adjustable, but it is tuned perfectly for this application and feels planted and balanced in most scenarios. We rode everything from suburban streets to the infamous Eildon-Jamieson rollercoaster, and the front end never faltered. The shock is another story, but I’ll get to that in a moment. 

The electronics all work well, the gearbox and quickshifter are butter smooth, and the build quality is about as good as it gets in this category. The bike is also accessible and easy to ride, the tyres are good and grippy, and the fuel economy is not too shabby. 

I could end the review here, because the downsides are more trivial than anything else. This is a class-leading motorcycle that rarely puts a foot wrong. And with a price tag under the $15k mark, it’s hard not to like. 

When the original Trident was launched in Australia, a common complaint amongst the journalists was that the rear shock was a bit underwhelming. Of course, some pre-load adjustment mostly fixed the issue, but in stock form, the rear-end was harsh and lacked control over rough potholes and bumps. 

Three years later, the shock is unchanged, and many of the journalists found the same issues. In a Zoom call from the UK, Triumph’s James Wood told the Aussie media that he had not heard complaints of that nature, which made us think that the problem is more to do with Australia’s dodgy roads rather than the shock itself.

All of that said, the shock is not terrible, but it is built to a price point. To fit anything better or sportier would be encroaching on Street Triple territory – a problem that Triumph doesn’t need. Put simply, if you want better performance from your rear end, then spend the extra dosh and buy the Street Triple. 

That’s about it for the complaints. I could tell you that the dash looks a bit boring, or that it’s a bit of a challenge to turn off traction control, but I’d be clutching at straws. The Trident is not too far behind perfection.

Okay, here’s the deal – with the numerous tech upgrades and virtually no price increase, the new Trident is a better bike that its predecessor. That doesn’t mean you should rush out and trade in your current Trident, but you won’t be disappointed if you do. 

But what about LAMS vs full-power? The best way I can put it is like this – if you are a learner rider, buy the LAMS version and don’t bother upgrading to the full-power version once you get your full licence. And if you are a fully licenced rider, buy the full-power version. It’s that simple. Both bikes are excellent, and the difference isn’t big enough to warrant much thought about which one you should pick.

Someone, someday, will write about the Trident 660 as a classic. It really is one of the best motorcycles on the market when you consider value for money. And the LAMS tag is simply a formality – it shouldn’t detract from the machine’s reputation.

Should you buy one? If want a bike that is supremely capable, easy to ride, and relatively affordably, then absolutely you should consider it. 

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 at 8750rpm (LAMS), 81hp at 10,250rpm (Full-Power)
Claimed maximum torque: 60Nm at 6000rpm (LAMS), 64Nm at 6250rpm (Full-Power)

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 big piston fork
Rear suspension: Showa monoshock RSU 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 6, 120/70R17 front, 180/55R17 rear

DIMENSIONS AND CAPACITIES
Claimed wet weight: 190kg
Seat height: 805mm
Wheelbase: 1401mm
Fuel capacity: 14 litres

OTHER STUFF
Price: From $14,290 ride away
Colours: Jet Black, Diablo Red/Sapphire Black, Cosmic Yellow/Sapphire Black, Cobalt Blue/Sapphire Black
Warranty: 24 months/unlimited km