Following swiftly on from the recently launched Trident 660, Triumph has introduced a significantly updated Tiger Sport 660, with the same 17% boost in power as the roadster, to 95 bhp, and a rev ceiling that jumps up 20% to 12,650 rpm. Peak torque has also increased, albeit less dramatically, to 68Nm, with 80% of that available from just 3000rpm.
While the upgraded engine is the headline, there are other modifications to the 2026 iteration of Triumph’s ‘entry-level’ sports tourer. The tubular steel perimeter frame needed to be tweaked slightly to accommodate the introduction of triple throttle bodies (as opposed to the single body on the outgoing model) and there's fresh, more extensive, bodywork.
As per the Tiger Sport 800, the side panels covering the radiator are noticeably larger, while the fuel tank increases in capacity to 18.6 litres from 17.2 litres for some added range between stops. Suspension and brakes are carried over from the outgoing model, along with its three riding modes, ‘optimised’ lean-sensitive ABS and traction control.
Performance, versatility and comfort are at the heart of the Tiger Sport experience, and Triumph invited us to ride some excellent roads in southern Spain to get a flavour of how those qualities feature in the uprated 660.
The Tiger Sport looks striking in its new colours, especially the dramatically named Interstellar Blue and Mineral Grey example we rode. Its style mirrors the 800 and it certainly doesn’t look like an entry-level machine.
On board, the similarities with the 800 continue. It shares the same dashboard arrangement, which is clear and straightforward but lacks a little bling. There is Bluetooth connectivity and it’s easy to navigate, but it may fall short for new riders who have grown up with an iPhone in one hand.
The 660's 835mm seat height is the same as the 800's and, at 211kg (wet), it’s only a few kilos lighter than its bigger brother. At 5ft 7in (170cm) I could still get two feet securely on the ground, albeit not flat-footed, and that weight is carried well.
The Tiger Sport has adventure-inspired styling and this year the bodywork is wider and larger than ever but, with a 17” front wheel, it is very much a road bike and certainly not designed for off-road adventure riding. You sit in the bike, not on it, making it far less intimidating than it might appear. There are neat touches abound. I like the span-adjustable brake lever for smaller hands and the Triumph Shift Assist quick shifter, which is a standard fitment.
Like the dash, the riding modes and rider aids are not overcomplicated. Three selectable modes – Sport, Road, and Rain – change the power delivery and parameters of the lean-sensitive traction control. You can’t turn the TC up or down independently – the mode you choose dictates the level of intervention – and there aren’t any engine brake strategies.
Traction control can be switched off, but only at a standstill. Cruise control comes as standard, but three-stage heated grips are an optional extra. For just under £9300, though, the level of spec is on par with the competition – the most obvious of which is the Yamaha Tracer 7 – and the overall impression is one of high-quality components and finish. The Sport feels robust and mechanical, like this type of motorcycle should, without being daunting to new riders.
The Tiger Sport is traditionally renowned for its all-round abilities, but sports touring is its true homeland. The early miles of our test were spent getting acquainted with the 2026 bike and setting it up for the ride ahead. The screen is effective and easily adjusted with one hand and, with 85mm of range, its position makes a significant difference to the level of wind protection offered. There is a noticeable difference between the riding modes, too, which are easy to change on the move. Switch straight from the soft-edged Rain to the sharper Sport, and there is quite a transformation at the throttle.
At relaxed cruising speeds, with the tacho planted in the triple's generous midrange, there is a lovely deep burble to your ride’s soundtrack. As we have come to expect from Triumph, fuelling is precise and smooth at low speeds, and the quick shifter is as slick in everyday commuter situations as it is when pushing on. The upright adventure style riding position gives a commanding position in town, and the softly set up suspension, complete with 150mm of travel at both ends, soaks up urban road decay and speed humps without complaint.
Despite its middleweight classification, you can't really describe the Tiger Sport 660 as light. At 211kg it is just 3kg lighter than the 800, but it doesn’t feel heavy, even at low speeds, and the wide ‘bars allow you to carve up traffic with minimal input. Such is the bike's easy efficiency, I can see it making an extremely effective choice for commuters. Flexible, protective and the boss in town – it has the credentials.
As the roads cleared of traffic and my head changed into sports touring mode, the Tiger flowed sweetly along the mountain roads laid on for us by Triumph. As the revs rise, the 12-valve DOHC triple sounds even more captivating – that burble becomes a howl – and it takes a stronger man than me not to hold onto the revs for a few more rpm and relish both the extra horsepower and glorious soundtrack.
The Tiger Sport likes you to let go of the brakes and find a rhythmic flow. Find a twisty road and it carries natural corner speed and has ample ground clearance if a corner tightens up. The relatively basic Nissin brakes are lacking in outright power but are nice and progressive, and you have those rider aids working in the background, just in case.
The 660 makes you want to ride like this all day long, carving up mountains in Spain or enjoying the Yorkshire Moors back home, exploiting that perfect 60mph to 80mph zone – the sweet spot for having a blast on a sports tourer like this.
Those 14 extra horses make the biggest difference to the 660 for 2026 and make overtaking effortless. It’s now easier, and in many ways safer, as you have more power in reserve. Go down a gear on that smooth quick shifter, send the revs northwards, and this ‘entry-level’ Triumph can drive hard.
The older model's 81bhp was fine, but add the weight of a pillion or luggage, or both, and you were edging towards the limit. But now, with 17% more power and 20% more revs, the 660 is able to zap past traffic when fully loaded.
Is there a downside to this extra engine performance? Only that if you do spend time riding the enhanced top end of the rev range rather than its spread of midrange torque, the ride can become a bit fraught. At sports bike pace, that compliant suspension needs more control through its 150mm stroke. Without any damping adjustment to modify the suspension, options are limited here.
There's a useful remote spring pre-load adjuster for the rear shock, which I used to increase ride height, but that was all I could do. The two-piston Nissin calipers and 310mm discs up front also felt like they were getting close to the limit when the Tiger was ridden hard, and that was riding solo with no pillion or luggage. Of course, for most of us, most of the time, these will be non-issues.
But I do wonder if perhaps the large step in power for 2026 might have been matched by better stopping power and more support from the suspension. It’s also worth remembering that the Tiger Sport 800 remains in the range and offers that bit extra for riders looking for a more sporting ride.
But enough of that. Back in the real world of everyday fun riding, the Tiger Sport 660 excels. With the screen fully upright and its comfort-focused ergonomics making you feel totally at home, it’s a happy environment to spend a few hours. Those new extra rpm and power mean the officially quoted fuel economy figure has dropped a fraction, and the larger tank's quoted range has increased slightly to 200 miles before the fuel light illuminates – and to over 230 miles before empty, depending on conditions, of course.
Unfortunately, we didn’t get a lengthy motorway stint to test for high-speed vibrations or the cruise control, but with a comfortable riding position, more bodywork, that expanded fuel tank and, of course, more power, everything points in the right direction. This will be a bike capable of putting in some serious miles, and the colour matched panniers and top box are listed as factory accessories for good reason.
Triumph has significantly increased the appeal of the Tiger Sport 660 with a 17% boost in power. It is more fun and can now hold its own with sportier machinery without any compromise to its comfort and versatility.
That increase in performance, combined with further refinements and the larger-capacity fuel tank also make it a tempting long-distance tourer.
None of the bike's original virtues have been lost. It is still easy to ride, has lovely fuelling and excellent rider aids for this market, as well as solid feel and build quality. The dash is one of those love-it or-hate-it items, and it has to be said that with more engine performance on tap, experienced and fast riders will find it easier to reach the limits of the softly set up suspension and lacking brakes.
Prices for the Tiger Sport 660 start at £9295, although that’s for a white bike. You’ll need to spend another £150 to have one of the two other livery options, including the smart blue of our test bike.
It is an excellent do-it-all bike; one you can commute on all week, have fun on a summer's evening, and head off on holiday with luggage and pillion. I also think it offers the most enjoyable in this segment – much more than before – and is possibly the most capable tourer, too.
Triumph Tiger Sport 660 specification
Price: From £9,295
Engine: 660cc triple, DOHC, four valves per cylinder, liquid cooled
Power: 95bhp (70kW) @ 11,250rpm
Torque: 68Nm (50.2lb-ft) @ 8250rpm
Transmission: Six-speed, chain
Frame: Tubular steel perimeter
Suspension: (F) 41mm USD Showa forks (R) remote preload adjustable Showa single shock.
Wheels: Cast aluminium, (F) 17 x 3.5in/ (R) 17 x 5.5in
Tyres: Michelin Road 5 (F) 120/70 x 17, (R) 180/55 x 17
Brakes: (F) 310mm disc, Nissin two-piston caliper, (R) 255mm disc, single-piston caliper. Cornering ABS
Weight: 211kg (kerb)
Wheelbase: 1,422mm
Seat height: 835mm
Fuel tank: 18.6 litres
Fuel consumption: 57.6mpg (claimed)
Service intervals: 10,000 miles/12 months
Warranty: 24 months unlimited mileage
Contact: https://www.triumphmotorcycles.co.uk
Words: Adam ‘Chad’ Child
Photos: Triumph
