2025 Triumph Tiger Sport 660 Review: 17 Sport-Touring Fast Facts

October 15, 2025

We were impressed with the Triumph Tiger Sport 660 when it debuted in 2022. It did everything right as a middleweight sport-tourer, and I only remember having one minor complaint, which has since been addressed. The 2025 Triumph Tiger Sport 660 brings electronic upgrades that enhance the power delivery, ease of use, and safety, while retaining everything we loved about the bike. So, let’s get to know this terrifically approachable, versatile, and inspiring Tiger.

Despite its placement under the Tiger umbrella, the 2026 Triumph Tiger Sport 660’s 17-inch wheels reveal its true intent. This is a sport touring bike that no one will take off-road, except perhaps down a well-groomed dirt road. It’s comfortable and roomy, and ready for paved adventure rides, long or short. It’s also sporty enough to credibly hang with sportbikes through the hills as it shares the Trident 660’s inline-3 powerplant.

The Tiger Sport 660’s ergonomics are one of its most appealing features. For a middleweight sport-tourer with modest ADV styling, the 32.9-inch seat height is not unreasonably tall. While that sounds a bit lofty for my 30.5-inch inseam, once astride, I can solidly touch the balls of my booted feet on both sides. Yes, flat-footed would be even better, but I’ll trade that for the cushier suspension that comes with wheel travel that leans toward the long side for a sport-tourer.

The Tiger Sport 660 looks like a bigger handful than it feels from the saddle. The wide handlebar and upright seating position put the rider in command, minimizing the bike’s 456-pound curb weight. With an excellent seating pocket that makes the rider feel at one with the motorcycle, confidence is immediately established.

New for 2025, the Tiger Sport 660 now has, appropriately enough, a dedicated Sport riding mode. With throttle response and traction control tuned for spirited riding, Sport mode is a welcome addition to the Road and Rain ride mode menu. There’s no additional horsepower in Sport mode, but it delivers that immediate, rewarding acceleration I’m looking for via a snappier throttle response. The 660 in Sport mode is well-mannered enough that it can be utilized around town without distracting me from the busy conditions, though Road mode’s tempered throttle reaction and more attentive traction control certainly have their places. It’s great to have options, and I would use Rain mode on wet pavement.

You can switch between ride modes on-the-fly as conditions change. As long as you have room to roll off the throttle for a few seconds, moving between ride modes is almost seamless. Tap the mode button sitting under the turn signal toggle switch on the left switchgear to cycle through Rain, Road, and Sport. Close the throttle and push the ✓ button to confirm. The ECU switches maps to the selected ride mode, either sharpening or softening the power delivery and reducing or increasing traction control intervention.

The unique purr of the 659cc triple is perennially satisfying, both in feel and sound. The smooth, linear power delivery is a bit addictive; I have to mind my right wrist unless I’m on empty backroads, lest I draw unwanted attention. The Sport 660 will willingly romp into triple digits when asked, even without downshifting, and feels solid while doing so.

A broad torque curve sets the tone for ease of use on the Sport 660. With most of the bike’s 47 lb-ft of torque available from 3600 to 9750 rpm—where everyday riders spend most of their time—the bike feels like your best partner. It’s always ready for your next move and can take evasive action without drama. In the canyons, there’s plenty of fun to be had powering in and out of corners, making use of the well-placed torque peak at 6250 rpm. If you twist the throttle hard enough to move the tach needle to 10,250 rpm, you tap the Sport 660’s 80-horsepower peak, though you’re far from the engine’s sweet spot.

The Tiger Sport 660 gets a quickshifter as standard for 2025, and it’s sublime. The quickshifter has light, decisive engagement, up and down, that helps extract the most out of the 660’s quick-revving engine. While it’s most obviously enjoyed in tight canyon roads when you’re on the gas, I also make good use of it when lane splitting. It keeps my focus 100 percent on the close quarters I’m navigating, while allowing quick bursts of acceleration or deceleration. Of course, wide open on-ramps are always an excuse to click up through the gearbox and join the Los Angeles freeway milieu at full throttle and maximum acceleration.

Showa suspension returns, convincingly handling canyons, highways, and urban roadways. With a 41mm inverted SFF fork and a linkage-assisted shock, both with almost six inches of travel, the Sport 660 soaks up ripples, bumps, and cracks around town while also giving the sport-tourer the comfortable ride you want when spending long hours in the saddle. Shock spring-preload can be adjusted for the addition of luggage or a passenger, though that’s the only adjustment available.

The Tiger Sport 660 is surprisingly agile and moves through mid-speed corners athletically. Through the tricky decreasing radius turns on iffy pavement in Southern California’s Bouquet Canyon, the 660 is a blast to ride. The wide handlebar leverage and upright seating stance match up well with the bike’s 23-degree rake—steeper than the Trident 660’s—underscoring the sporty side of the sport-tourer. However, when speeds picked up on the better-paved Spunky Canyon—which also has no driveways to temper your speed—the Sport 660’s softer, long-travel suspension and weight caught up with it. I wasn’t able to flick the bike as quickly on the faster corners and found myself falling behind my riding buddy on a pure-sport machine. The Michelin Road 5 tires are impressively predictable and capable.

Brakes are well-matched with the Tiger Sport 660’s capabilities. Whether I was speed testing the bike on an open desert highway, or getting hard on the brakes in canyon twisties, the Nissin two-piston calipers and the 310mm discs provide complete confidence. The adjustable lever has a soft initial engagement, followed by a strong linear response. While I didn’t find the need to supplement with the 255mm rear disc to haul the Tiger down quickly, I was still happy to discover that the slippery, stubby, black-painted pedal from 2022 is gone. In its place is a proper-length serrated unit with good grip and feel.

IMU-enhanced cornering traction control and ABS add confidence to the 2025 Tiger Sport 660. It’s great to have electronic aids backing us up, as sand, gravel, and water may be hiding in shadows or around a blind corner. Similarly, in-town road conditions often have debris that would be easy to miss while keeping an eye on surrounding vehicles.

Commuting on the Tiger Sport 660 is authoritative. The upright seating and higher perch put you in a power position with a good view of surrounding conditions. If your commute involves busy freeways, you’ll appreciate the Tiger’s ability to respond quickly and calmly when evasive action is necessary. Here, the bike’s weight is a plus, establishing a solid presence and planted feel. Michelin Road 5 tires have no disagreement with our local freeway rain grooves.

2025 brings cruise control to the Tiger Sport 660. Previously unavailable, even as an option, the Sport 660 now includes cruise control as part of its upgraded electronic suite. It’s an overdue feature for riders who spend more time on the touring side of sport-touring, as it reduces fatigue on extended rides. A push on the dedicated button, easily reached with your left index finger over the top of the left switchgear, activates the feature, and another push locks in the speed. To adjust the speed, roll the throttle up or down and then re-tap the button. Disengage by pulling the clutch lever or tapping the brakes.

The windscreen is effective and manually adjustable with a range of over five inches. In the low position, it’s nicely out of the way, while still providing protection. In the highest position, it makes a huge difference at highway speeds and isn’t distracting. No tools are necessary for moving the screen up or down. However, adjustments on the fly are limited as the sliding action takes some arm strength and technique perfection. Moving the screen from a higher position to the lowest can be done with one hand, but finding any specific detents in between, or moving the screen up, is best accomplished when stopped.

With a 4.5-gallon tank and an estimated 60 mpg, the Tiger Sport 660 is ready for paved adventure. You probably won’t get the full 270-mile range that the bike is capable of, as it’s too hard to resist the Tiger’s eagerness to rev, but you can easily plan over 200 miles between fuel stops. Integrated luggage mounts allow easy attachment of Triumph’s optional 57-liter pannier set, and a 49-liter top box is available to swallow two full-face helmets, according to Triumph. There is also a soft luggage option.
With its smooth triple purr and relaxed sporting ergonomics, the 2026 Triumph Tiger Sport 660 is a welcoming, fun ride. It perfectly and enthusiastically fills its role, accommodating a wide range of rider skills and sizes. The addition of a Sport mode, cruise control, and IMU-enhanced electronics are prized upgrades, and they come without a price hike from last year’s model. The junior Tiger’s versatility shines, handling everything from daily commutes to twisty canyon runs, backroad adventures, or long highway hauls. It’s a fun, capable, non-intimidating ride that invites you to hop on and explore—wherever the paved road calls.

Photography by Don Williams

RIDING STYLE

Helmet: Arai XD-5
Communications: Cardo Packtalk Neo
Jacket + pants: Klim Artemis
Back protection: Klim-upgraded D3O CE Level 2
Gloves: Klim Baja S4
Boots: Dainese Aurora Lady D-WP

2025 Triumph Tiger Sport 660 Specs

ENGINE

Type: Inline-3
Displacement: 659cc
Bore x stroke: 74.0 x 51.1mm
Maximum power: 80 horsepower @ 10,250 rpm
Maximum torque: 47 ft-lbs @ 6250 rpm
Compression ratio: 11.95:1
Valvetrain: DOHC; 4 vpc
Transmission: 6-speed
Clutch: Wet-multiple w/ assist and slipper functions
Final drive: X-ring chain

CHASSIS

Frame: Tubular steel perimeter w/ pressed steel swingarm
Front suspension; travel: Non-adjustable Showa SFF inverted 41mm fork; 5.9 inches
Rear suspension: Linkage-assisted, spring-preload adjustable Showa shock; 5.9 inches
Wheels: Cast aluminum 5-spoke
Front wheel: 17 x 3.5
Rear wheel: 17 x 5.5
Tires: Michelin Road 5
Front tire: 120/70-17
Rear tire: 180/55-17
Front brakes: 310mm discs w/ Nissin 2-piston calipers
Rear brake: 255mm disc w/ single-piston caliper
ABS: Cornering-aware standard