2024 Triumph Daytona 660 Revives 3-Cylinder British Sport Bikes

Jackson Wheeler
8 Min Read

  • Triumph has been lacking on the true sport bike front as of late, but a remedy has officially arrived.
  • Introducing the 2024 Triumph Daytona 660, Hinckley’s newest triple-cylinder middleweight sport bike.
  • With 94 hp, adjustable rear suspension, and fancy electronics, the Daytona 660 cements Triumph’s modern market influence.

Once you experience the synthesis of low-end torque and top-end power that is a Triumph triple-cylinder engine, returning to your inline-four is hard. I would know, too, having enjoyed the intoxicating power of a fourth-generation Triumph Speed Triple 1050 before hopping back onto my measly Honda Nighthawk 750.

Now, imagine this ever-praised drivetrain wrapped in the makings of a true sporting star. Sounds spectacular, right? Well, it was and it was known as the Triumph Daytona 675. Produced from 2006 through 2017, the middleweight sport bike took the triple-cylinder engine plus some choice suspensions and pitted it against Japan’s inline-four sport bikes.

a motorcycle parked on a road

The Dayonta 675 was the gold standard for British sport bikes in the early 21st century.


The result was a smashing hit for Triumph, based on reaction from consumers, journalists, and racers alike. But everything must grow—at least that’s how it seems in the vehicle industry as of late—and the Daytona 675 also fell victim to this phenomenon. Following a multi-year Daytona hiatus, the racer-ready Daytona Moto 2 765 was born in limited numbers.

Since 2020, these have been the only Daytonas available to the general public, at the hefty price of $17,500. All that is about to change, however, as Triumph does its best impression of a president doling out subsidies for sport bike riders. With the announcement of the 2024 Triumph Daytona 660, three-cylinder sport bikes are about to get a lot more affordable.

Just how cheap, you say? $9195 USD, or less than a base model Street Triple and all of Ducati’s lineup. It’s also cheaper than inline-four 600cc competitors from Honda, Kawasaki, and Suzuki, though Yamaha’s twin-cylinder R7 appears to be prime competition.

With such a thrifty price tag, it’s only natural to wonder if the Triumph is lacking in power or refinement, but the on-paper specifications don’t suggest as much. Based on the newer 660cc triple found in the naked Trident and commuter special Tiger 660, the Daytona 660 maximizes on the power front.

2024 triumph daytona 660 ridden in urban setting

Power figures are up 17% compared to the Trident and Tiger 660.


With 94 hp and 51 lb-ft of peak torque, the Daytona 660 makes the most power of any 660cc-powered Triumph, thanks to bigger and individual throttle bodies per cylinder as well as a new camshaft and revised intake system. Triumph feeds this power through a 6-speed manual transmission with a stop-start-assisted clutch and an available quick-shifter.

Running to its 12,650-rpm redline will be a sonic encounter, to say the least, as it features new stainless steel 3-into-1 headers. It will be worth it to run up the 660cc powerplant, as Triumph says the Daytona was re-tuned to continue providing power at high revolutions.

Compared to its Japanese competitors, it falls right in the middle of the twin-cylinder and inline-four power rankings. But this powerband middle ground is a space Triumph is familiar with, and it’s really how the new Daytona frame leans over that matters.

a close up of a motorcycle dashboard

The geometry of the handlebars make the Daytona 660 more comparable to a Ducati SuperSport or Kawasaki Ninja 650.


With Showa 41mm upside down, big-piston front forks, and a preload adjustable Showa rear suspension unit, it sounds like the Daytona 660 will be competent at least. Cast-aluminum wheels measuring 17 inches are standard with twin four-piston radial-mounted calipers, lightweight 310mm discs, braided lines, plus a Continental ABS modulator mounted on top.

For the sub $10,000 category, this showing of parts prowess is impressive, though a first ride will be necessary to verify the true handling qualities. Regardless, the Triumph continues to keep up with modern electronics, featuring three different ride modes (Sport, Road, and Rain), a ride-by-wire throttle, as well as a color TFT dash.

a man riding a motorcycle on a windy road

The Daytona 660 has an emergency braking system that will automatically activate the hazards under heavy braking forces.


Weighing in at 443 pounds and with a seat height of around 32 inches, the Daytona 660 should be manageable enough for most riders. Plus, Triumph engineers emphasized that the riding position of the Daytona 660 will be sporty (thanks to its clip-on handlebars) but not comfort-prohibitive like a true super sport.

With so many new additions to the Triumph lineup lately, the decision to revive the Daytona adds a layer of Hinckley heritage. But the Daytona of today isn’t as aggressive as those before it, and that’s a strategic choice for Triumph.

a close up of a motorcycle seat

As a testament to its daily ride-ability, the Daytona 660 will have passenger seating and foot pegs.


While its power and displacement indicate a certain sport bike classification, the Daytona 660 will compete across a broader spectrum, Triumph representatives explained in a media briefing. Its ergonomics should allow you to ride most of the day, or at least until your bum gives out. It’s not fully upright like the Trident, but it’s not a supersport, either.

And the racing heritage isn’t all lost with this new Daytona, either. According to Triumph, a fully developed Daytona 660 racing kit is in the works, courtesy of Peter Hickman Racing. It’s not immediately clear where the Daytona 660 will race, but Triumph testing sessions in Spain show promising results, allegedly.

Prospective 2024 Triumph Daytona 660 buyers will be happy to know the model runs on 10,000-mile service intervals and comes with a two-year unlimited mileage warranty. Dealerships will begin to receive Daytona 660 units as early as March, meaning you won’t have to wait much longer for that triple sport bike of your dreams.

Should more automotive manufacturers consider using triple-cylinder engines? Why or why not? Please share your thoughts below.

Headshot of Emmet White

A New York transplant hailing from the Pacific Northwest, Emmet White has a passion for anything that goes: cars, bicycles, planes, and motorcycles. After learning to ride at 17, Emmet worked in the motorcycle industry before joining Autoweek in 2022. The woes of alternate side parking have kept his fleet moderate, with a 2014 Volkswagen Jetta GLI and a 2003 Honda Nighthawk 750 street parked in his South Brooklyn community.

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Jackson Wheeler is a skilled editor at Speedofdaily.com, specializing in automotive content. With a background in Journalism and Automotive Engineering, he combines his passion for cars with his writing expertise to deliver captivating articles. Jackson's deep knowledge of automotive technology and his racing experience make him a valuable asset to the team, providing readers with informative and engaging content.
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