The Triumph Tiger Sport 660 is ready to hit the market, with a full reveal of the new bike today.

Familiar components

The Tiger Sport 660 utilizes the same basic platform as the Trident 660, which Triumph released last fall as its entry into the value-priced middleweight market. It uses the same liquid-cooled inline three-cylinder engine, with 660 cc capacity. Max output is 80 horsepower at 10,250 rpm, and 47 pound-feet of torque at 6,250 rpm. As always, Triumph says the triple delivers “ the perfect combination of  low-down torque with a strong mid-range and class-leading top-end power,” along with “smooth, linear power delivery.”

When you look at the power curves, you see there’s something to these claims. Most of the engine’s torque is available throughout the rev range, which is the kind of power you want in the real world.

Photo: Triumph

The 660 has a six-speed gearbox, with slip/assist clutch as standard. For extra cash, you can spec an up/down quickshifter.

Triumph says the 660 Tiger is the most powerful bike of its size in the Adventure Sports category. Wait—what does that mean? Basically, Triumph means the bike has an ADV look, but it is not intended to go offroad. Triumph’s bigwigs view the Yamaha Tracer 7 and Kawasaki Versys 650 as the nearest equivalent competition, with the Suzuki V-Strom 650 as a bit of an outlying counterpart, as it’s more offroad-oriented.

Following the same “premium features at sensible price” theme that started with the 660 Trident, Triumph gave the Tiger Sport 660 a ride-by-wire throttle, two ride modes (Road and Rain), and switchable traction control. Traction control is tied to the two ride mode options, but can also be separately shut off via the TFT dash.

TFT display mixed with LCD details. Photo: Triumph

Triumph also says the Tiger Sport 660 is the only bike in this class with a TFT display. Along with providing a control interface for ride modes and traction control systems, it also uses the My Triumph app to control the rider’s Bluetooth-enabled smartphone. Riders can accept/reject phone calls, access turn-by-turn navigation, control music playback, and even control a GoPro, something that other manufacturers haven’t included with their on-bike smart systems yet.

One thing it doesn’t do—there’s no cruise control system on the Tiger Sport 660, same as the Trident model.

There is an ABS system, though (no surprise, as it’s now required in Euro markets). It’s old-school ABS, run off wheel speed sensors, not an inertial measurement unit (IMU). No IMU means no leaning-sensitive function (which also applies to the traction control, alas!).

Decent brakes; not top-spec, but proper quality. Photo: Triumph

That ABS system pairs with a set of dual 310 mm discs up front, mated to two-piston sliding calipers from Nissin. In back, there’s a 255 mm disc with single-piston sliding caliper, also from Nissin.

Suspension comes from Showa, with 41 mm upside-down separate-function forks, with no external adjustability. The rear shock has remote preload adjustment, certainly a bonus for anyone who wants to tour with luggage or a passenger. Both front and rear suspension have 150 mm travel.

The frame is almost exactly the same tubular steel arrangement as the Trident, with the rear portion changed up for passenger and luggage accommodations.

Going the distance

Speaking of luggage: Triumph’s online reveal last month showed us a set of hard plastic sidecases, with 57 litres capacity between them, and a 47-litre topbox (all optional equipment, of course). Triumph’s marketing images show each sidecase capable of swallowing a full-face helmet, and the topbox capable of taking two helmets. However, that doesn’t seem to be an official company claim, and keep in mind that with different shell shapes and sizes, your full-face skid lid might not fit.

The bike comes with attachment points for this hard luggage already built into the tailsection. These are very low-profile and discreet, with no metal cages dangling in the breeze around the rear wheel when the bike has saddlebags removed.

The fuel tank has 17 -litre capacity, and Triumph says that’s good for 380 kilometres of range, at the bike’s average rate of fuel consumption. Not the globe-spanning capability of a KLR650 with an oversized tank, but certainly enough to keep most touring types happy.

Photo: Triumph

Triumph also included a one-hand-adjustable windscreen on the bike, and the machine comes pre-wired for heated grips (an add-on for extra money, alas!). Too bad there’s no cruise control, not even as an option … However, the other touring accessories carry the same two-year, unlimited mileage warranty that the bike itself carries.

For tarmac, not trails

As soon we had our first peek at the Tiger Sports 660, the moto-pundits quickly pointed it had the same 17-inch wheels and Michelin Road 5 tires as the street-only Trident 660. In the briefing, some journos speculated as to the bike’s gravel road capability, but Triumph’s bigwigs running the presentation seemed eager to deter such talk. Instead, they seemed keen to promote the Tiger Sports 660 as a commuter, weekend day-tripper, and touring rig. And, they talked a lot about value.

Photo: Triumph

Bang for your buck

That, ultimately, seems to be the goal of the Tiger Sports 660, like the Trident before it: Triumph wants to make a forceful entry into the budget-friendly middleweight market. Triumph said the Trident offered the best affordability in this segment when you factored in low cost of maintenance, as well as excellent value on componentry.

Same as the Trident, the Tiger Sports 660 offers a lot of bang for the buck, with TFT screen, a powerful engine, and safety electronics. While the brakes and suspension might not be top-tier, they should be equal to, or better than, competing machinery.

However, Triumph has also done something that’s not been so common in recent years. The new 660 series has an emphasis on low maintenance costs:

As well as being competitively priced given the category-leading level of specification, the new Tiger Sport 660 benefits from the lowest cost of ownership in the category. This includes its 10,000 mile (or 12 months) service interval plus its 2-year unlimited mileage warranty, which can be optionally extended by 1 or 2 years. This is made possible thanks to the extensive testing program that underpins Triumph’s most reliable engine platform.

This high level of reliability is directly reflected in the Tiger Sport having the lowest workshop cost in the category. Over a 3-year service timeframe, the Tiger Sport 660 requires the lowest level of workshop time in the category, at just over 8 hours, making it 30% more cost effective than its competition in terms of labor costs. Plus, the Tiger Sport 660 has the lowest maintenance parts cost over three years – 17% cheaper than the closest competitors.

Ducati has done something similar with its latest V4 platform and its long maintenance intervals, but that’s an expensive bike to start with. For the most part, the OEMs don’t worry as much about maintenance costs on their lower-end machines, and Triumph is smart to try to lower the cost of ongoing ownership.

MSRP is also very reasonable in North America, with ‘Muricans paying $9,295 US MSRP for the base model, and Canuckistanians coughing up $10,495 CAD MSRP, all plus taxes and fees of course. The bike comes in Lucerne Blue/Sapphire Black, Graphite/Sapphire Black and Korosi Red/Graphite.

 

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