Triumph has overhauled its Tiger Sport 660, managing to eke sportbike levels of power from its 660cc inline triple engine.
More broadly, the overhaul applies to the whole 660 platform, which means that the Trident 660 has also been updated. But that bike still doesn’t interest me, so let’s focus on the sport-touring bike instead.
“The new Tiger Sport 660 combines upgraded performance, agile handling, enhanced touring capability, and rider-focused technology with a class-leading low cost of ownership, cementing its position as the ultimate middleweight all-rounder,” declares a textbook example of a run-on sentence, which heads up a Triumph media release issued this week.
The bike has been given some aesthetic tweaks (which, to be honest, are very hard to spot – apart from the fact that in the ‘Interstellar Blue’ paint scheme it looks like it could have come from CFMoto). However, the headline updates come in the form of increased peak output figures.
Claimed peak horsepower is now 93.7 bhp at 11,250 rpm, as opposed to the 81 bhp at 10,250 rpm claimed by the outgoing Tiger Sport 660. Claimed torque is up to 50.1 lb-ft at 8,250 rpm, against 47.2 lb-ft at 6,250 rpm.
Digressing completely for a second: What figures do you, the reader, prefer? I tend to use bhp and lb-ft. But should I instead be using kW and Nm? It’s a weird ol’ quandary. Because that American/British/Canadian thing of using multiple kinds of measurement shows up a lot in motorcycling. We’ll measure seat height in millimeters, but TFT screen width in inches. Fuel efficiency in gallons but fuel capacity in liters. I’m never sure what would be the most useful for readers.
Anyhoo, looking at those numbers, I can’t help but wonder if peak torque being at 8,250 rpm won’t make the bike a little too revvy. After all, it’s a good bet that the majority of Tiger Sport 660 owners won’t be the sort of riders who enjoy revving the nuts off a bike; 8,250 rpm is un-neighborly.
Triumph seems to suggest, though, that the torque curve is largely flat, saying that 80 percent of torque is “available from 3,000 rpm through to almost 12,000 rpm.”
Other notable updates come in the form of a larger fuel tank – now 18.6 liters against the previous generation’s 17.2 – and a number of internal tweaks. Those tweaks include revised gear ratios, new throttle bodies and induction system, a larger airbox, revised cylinder heads, a tweaked exhaust, new engine tune, and a frame that’s been revised oh-so slightly to accommodate all the other changes.
Bells and whistles largely stay the same. Cruise control still comes standard; you still have to pay extra for heated grips.
The Tiger Sport 660 delivers “unbeatable value and an unrivalled low cost of ownership,” states Triumph’s media release. “With class-leading 10,000-mile service intervals, the lowest workshop time in the category, and competitively priced parts, riders spend more time on the road and less in the workshop.”
The Tiger Sport 660 (and the Trident 660) is expected to arrive at dealerships in March.
2026 Triumph Tiger Sport 660 specs
| STARTING PRICE | £9,925 |
| ENGINE | 660cc liquid cooled inline three-cylinder;12 valve; DOHC; 240-degree firing order |
| TRANSMISSION | 6-speed |
| POWER | 93.7 bhp at 11,250 rpm |
| TORQUE | 50.1 lb-ft at 8,250 rpm |
| TOP SPEED | n/a |
| SEAT HEIGHT | 835 mm |
| GROUND CLEARANCE | n/a |
| WEIGHT | 211 kg |
| FUEL CAPACITY | 18.6 liters |
| FRONT TIRE | 120/70 R 17 |
| REAR TIRE | 180/55 R 17 |
| FRONT BRAKES | Twin 310mm discs, two-piston sliding calipers |
| REAR BRAKE | Single 255mm fixed disc, single piston sliding caliper |
| FRONT SUSPENSION | Showa 41mm USD separate function cartridge forks, 150mm travel |
| REAR SUSPENSION | Showa monoshock RSU, with remote hydraulic preload adjustment, 150 mm travel |
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