The original three-cylinder Triumph Trident may not have achieved the enduring and iconic status of its twin-cylinder Bonneville stablemate, but it is widely regarded as one the best high-performance roadsters of its time. Produced between 1968 and 1975 it was as quick as it was accomplished and, for a moment at least, took the fight back to Honda’s CB750 superbike. Triumph Motorcycles revived the Trident name in 1991, producing a brace of naked triples to balance its modular-based range of sporty Daytonas and touring Trophys. Available as a 750 and a 900, it was a classically styled, ego-free roadster whose only major shortcoming was to be somewhat on the stuffy side..embed-container { position: relative; padding-bottom: 56.25%; height: 0; overflow: hidden; max-width: 100%; } .embed-container iframe, .embed-container object, .embed-container embed { position: absolute; top: 0; left: 0; width: 100%; height: 100%; }Which brings us to this: the Trident 660, another three-cylinder roadster; one that leans toward the steady performance of the 1991 bike rather than the original 20th century livewire. It’s aimed primarily at newer riders and those on a budget, and is characterised as a bike with soft power and a relatively mild delivery.

More Power, More Fun?Or rather it was. Because among a number of 2026 upgrades, the big news is the engine’s sizable step up in performance. Triumph has given its entry-level roadster no less than 17% more hp than the current bike and extended its rev range by 20%, meaning the DOHC, 12-valve, liquid-cooled triple now revs to a giddy 12,650 rpm. A new airbox feeds three 44mm throttle bodies that replace the single unit of the previous Trident 660. That matched with a new cylinder head with a 12.0:1 compression ratio and a new three-into-one exhaust is enough for that significant boost in performance. To expand on those numbers: peak power jumps to 95 hp from 81 hp , while peak torque increases from 47 ft.-lb. to 50 ft.-lb. Not only that, Triumph claims that 80% of that peak torque figure is available from just 3000 rpm, thus preserving the Trident’s core values of everyday usability for all types of riders. Pricing, meanwhile, remains incredibly competitive. At just under $8995 the 2026 update is only $400 more expensive than the 660 it will replace.

Cycle World couldn’t wait to get into the excellent Spanish mountain roads laid on for the Trident’s press test and let those newly added British horses gallop. And while we can report that, yes, there is still strong torque and drive from low down in the rev range; and that a reach-adjustable brake lever, a light cable-operated clutch, smooth quick-shifter and throttle make normal riding a pleasure, we can also reveal that the 660 now also goes like the clappers.

Hold the throttle open and triple spins up to nearly 13,000 rpm. You sense no friction. Throttle response is instant. The Trident jumps forward as engine, exhaust, and intake snarl and wail. I found myself furiously working the Shift Assist quick-shifter, snatching second then third and fourth before going back to second, and wanting to repeat until the tank ran dry. It’s now a genuine, uncomplicated joy to thrash. A fast rather than scary-fast middleweight with performance that’s proportional to the roads we ride. I have to admit that we were riding uncommonly hard (on deserted asphalt) in a bid to discover if Triumph’s claims for the 2026 Trident bore out on the road. And although peak power and torque may now be higher in the rev range, there’s absolutely no need to ride like this to have fun. In fact, a smooth and brisk ride is to be had without even tickling the 10,000-rpm mark. With an upgraded slipper clutch and a taller first gear, the engine is stronger, more flexible and more fun in every department. Nothing has been lost from the midrange in the transformation.

Trident 660 ChassisElsewhere, the 2026 Trident 660 is less newsworthy. On board you are greeted by a familiar, circular dash shared with the Trident 800 and other Triumph models. There are three riding modes to choose from (Sport, Road and Rain), while that Shift Assist up-and-down quick-shifter and cruise control are both standard features. A Showa SFF-BP fork remains along with twin 310mm front discs and Nissin calipers, but the rear shock, also by Showa, is new and adds rebound adjustability. There’s a slight tweak to the main frame to accommodate three throttle bodies rather than the single body on the outgoing Trident. Overall weight rises by 11 pounds, but the other key dimensions are shared with the previous model.

As you would expect, therefore, the outgoing Trident’s light, neutral steering and innate agility remain intact. Triumph’s quoted seat height is just 31.9 inches, and there is an optional seat that drops that figure to 30.9 inches. So while the 660 may have gained some weight over the 2025 model, it’s still supremely poised and easy-going no matter your height or level of experience.It’s wonderfully easy to just jump on and ride. It feels like it’s enjoying life from the first minute. The suspension setup is relatively soft, making for a compliant ride, while a wider handlebar (10mm/0.4 inch each side) enables you to turn the 660 through traffic with barely a thought. Unchanged Nissin brakes lack immediate bite and all-out stopping power but are nicely progressive.

In other words, the 2026 Trident 660 is trimmed and tuned for its target market of less experienced riders and commuters. Which is fine, right up until when you start to use all that new engine performance. While Triumph has hiked power output by 17%, the rolling chassis remains largely unchanged. There are no damping adjustments on the fork to add more control when the pace picks up, and there’s a slight lack of power to the brakes when shedding speed into a downhill switchback. The OEM Michelin Road 5 tires, meanwhile, are competent all-around performers, but on test lacked feel on the edge.

Most of these issues could be solved by opting for a higher spec Triumph, but we have to remind ourselves that this is an entry-level bike. It still stands to reason: if engine performance has jumped significantly, shouldn’t the chassis jump a little more than a shock rebound adjustment too? Still A-Fits-All-Riders Bargain?Triumph has transformed the performance of its entry-level Trident while ensuring it remains as accessible as before, maintaining an appeal to new, young, and returning riders. Design tweaks are subtle, and it remains a good-looking, well-finished machine, especially in the new yellow paint work.

More power and revs mean, in theory, worse fuel consumption but the 660’s claimed economy is still respectable at 48 mpg, and a full 3.7-gallon tank should give a range of about 178 miles. Comfort is okay over a day of riding and, unlike some bikes in this class, it appears to fit all sizes.

The extra power makes it much more exciting to ride, and perhaps the most fun bike in its segment. However, riders who want to make full use of the uprated engine may also want more from the handling, and we wonder if Triumph could have up-spec’d the 660’s chassis components to match. But considering a $400 increase in price, considering the current economic landscape, perhaps we are asking too much of Triumph here. Priced at just under $9000, the 2026 Triumph Trident 660 continues to represent excellent value for money. 2026 Triumph Trident Specs