Triumph has updated the Trident 660 roadster (left) and Tiger Sport 660 sport-tourer, which share the same engine and frame, adding more power, chassis upgrades, new tech, and useful features. (Photos by Kingdom Creative) Like many of you, my weekdays are spent in the office and my riding is done on the weekends. Flying off to Europe to ride a brand-new motorcycle before it’s available in dealerships is a rare experience for me. Luckily, I know a guy (my brother, Greg, is Rider’s editor-in-chief). A couple years ago he sent me to Alicante, Spain, for a first ride on Triumph’s Daytona 660. The Daytona was well-sorted and confidence inspiring, and it made carving up twisty Spanish roads an absolute delight. I used to live in Spain, I speak Spanish fluently, and I love Spanish food, wine, and culture. Last summer, my wife, our two kids, and I spent a month traveling around Spain. I can’t get enough of the place. So when Greg asked if I wanted to go back to Alicante to ride the updated Trident 660 and Tiger Sport 660, I had my bags packed before we got off the phone.   The 2026 Triumph Tiger Sport 660 is available in Interstellar Blue/Mineral Gray (shown) and Silver Ice/Intense Orange. Pricing starts at $10,445. Nice Package(s) Triumph knows how to throw a press launch. Southern Spain is often a destination of choice because it typically has mild, dry weather during winter and early spring and its roads are nothing short of fantastic. We arrived at a large resort within sight of the Mediterranean to find Triumph banners and gleaming motorcycles parked at strategic locations around the hotel, including near the registration desk in the lobby. The 2026 Triumph Trident 660 is available in Cosmic Yellow (shown) and Stone Gray. Pricing starts at $8,995. I was bone-tired from the flight, but not too bone-tired to take a few minutes to admire the Trident roadster and the Tiger Sport, its sport-touring sibling. The Trident in Cosmic Yellow looks bloody brilliant, as our British hosts would say. The only splash of color is on the gas tank, which has eye-grabbing, angular knee cut-outs in contrasting black and a swooping black-and-white accent stripe. Some of today’s motorcycles look like the design team’s AutoCad got stuck in Acute Angle Mode. Not so with the Trident. It strikes a balance between thoroughly modern (swingarm, silencers, that tank!) and pleasingly retro (headlight, gauges, mirrors). Deep knee cut-outs in contrasting black give the Trident 660’s tank a distinctive look. The Tiger Sport cuts a more utilitarian figure. Don’t get me wrong, the bike will turn heads. Just look at the way the radiator cowls pop in the Silver Ice/Intense Orange colorway. Again, the bright color is limited to a small part of the bike, making it stand out even more. The updated bodywork improves wind protection and splits the difference visually between “sport” and “tourer.” Both bikes are eye-catching in their own way, and even though they’re built on the same platform, each has a unique personality. Sort of like Greg and me. We have the same parents and grew up in the same household, but we march to different drummers. For sport-touring duty, the Tiger Sport 660 adds wind protection with an upper fairing and an adjustable-height windscreen. Tarted-up Triple The overnight flight from Los Angeles deprived me of a good night’s sleep, so once in Spain I crashed hard. After a day spent checking out Alicante, I was ready for the evening’s technical presentation. Triumph’s engineering team, led by Stuart Wood, had a lot to brag about. The 660cc inline-Triple powering both bikes makes an additional 14 hp (up 18%) and 4 lb-ft of torque (up 9%) compared to the previous version. Peak output is now 94 hp at 11,250 rpm (1,000 rpm higher than before) and 51.1 lb-ft at 8,250 rpm (2,000 rpm higher), and redline is increased to 12,650 rpm. Horsepower may be the fast-running hare, but torque is the tortoise that wins the race in terms of usability. Triumph says 80% of peak torque is available throughout the rev range. The Tiger Sport and Trident share a 660cc inline-Triple with DOHC and 4 valves per cylinder. How did Triumph squeeze so much more oomph out of the engine without increasing displacement by a single cubic centimeter? There are now three throttle bodies instead of just one, the airbox is bigger, and the cylinder head has larger exhaust valves and a higher-lift cam profile. Triumph also recalibrated the throttle-by-wire for smoother low-rpm throttle openings and better overall response. On that count, I’d say they nailed it. The right grip meters out power in a precise, linear manner. Smooth, sweet, and delicious, like grandma’s buttercream frosting. After the tech talk, we got a preview of the next day’s route, the map showing a particularly squiggly line looping through mountainous terrain. Having ridden this area before, I knew I was in for sweepers, hairpins, chicanes, and elevation changes, sometimes all within a mile of one another. I needed to be firing on all cylinders, so I avoided overindulging in vino tinto and retired early. This is why Triumph chose to host the Tiger Sport/Trident launch in Spain. Tiger Sport 660 The next morning, I was given the key to a Tiger Sport 660 in Interstellar Blue/Mineral Gray, with the fetching blue applied to the upper fairing and top of the tank. I arrived a little early so I could familiarize myself with the instrument setup. There’s a color TFT display on top paired with an LCD screen below; both were easy to read, and the interface was intuitive. There’s just the right amount of tech on this bike without making it unnecessarily complex (or expensive). The bike offers three ride modes: Sport, Road, and Rain. A 6-axis IMU provides inputs for cornering ABS and traction control, and the quickshifter and one-touch cruise control are standard. Not as high-tech as the instrument panels on most modern bikes, but it has all the relevant info and is easy to read even in bright sunlight. Ready to twist the Tiger’s tail, I put it in Sport mode, and we headed for the hills by way of lots of urban roundabouts. The updated 3-into-1 exhaust system produces more of a growl than a bark. You’ll hear those three cylinders, but your neighbors won’t complain. The 660’s wide powerband combined with clutchless up- and downshifting made short work of getting through villages and around pokey cars, and the steering geometry made for a nimble-but-not-twitchy ride. Weighing just 465 lb, the Tiger Sport 660 is a light, agile bike that is fun in the twisties. As we gained elevation, traffic thinned out and we found ourselves on a silky-smooth road winding through pines and rocky knolls. The Tiger’s throttle response was always spot-on, and power delivery was consistent with no dips or flat spots. The Triple’s 94 horses pushed the bike through corners as fast as I wanted without needing to pin the throttle. Up front, twin 310mm discs are pinched by Nissin 2-piston calipers, and fluid is pushed through steel-braided lines. Braking power was good without requiring me to mash the lever. Entering and exiting corners, the Showa separate-function inverted fork and rear monoshock performed competently (the only adjustment is rear preload via remote knob). The Tiger Sport and Trident have Nissin brakes, Showa suspension, and Michelin Road 5 tires. The Tiger’s upright riding position was comfortable enough for all-day riding, and the ergonomics felt agreeable whether I was pushing it through curves or cruising at mellow speeds. The fairing and one-hand-adjustable windscreen provided plenty of wind protection in higher-speed straightaways and sweepers. The 32.9-inch seat height kept my knees from complaining (a lower 31.9-inch seat is available as an accessory). The Tiger Sport 660 has a taller seat and a taller, wider handlebar than the Trident 660. GEAR UP Helmet: Arai Contour-X Suit: Aerostich R-3 One-Piece Airbag Vest: Alpinestars Tech-Air 5 Plasma Gloves: Aerostich Elkskin Roper 2.0 Boots: Cortech Apex RR WP The Tiger Sport 660 that I rode in Spain was equipped with the optional color-matched side cases ($970). The mounting system is discreetly built into the tailsection, which remains clutter-free when the cases are removed, and the locks are matched to the ignition key. The capacity of each pannier is 28.5 liters, enough to hold an XL helmet in either side. A color-matched 47-liter top box that holds two XL helmets is also available ($490; luggage rack required, $185), along with heated grips, handguards, and more. Each side case holds an XL helmet and is available with color-matched panels. The optional side cases hold a total of 57 liters. They can be installed with no mounting kit. After a morning chasing other riders up into the mountains with the Tiger Sport, we stopped at the village of Busot and ate lunch al aire libre in the town square before swapping bikes for the afternoon session.  Trident 660 Naked bikes make me feel like Major Kong riding the bomb in Dr. Strangelove: I’m ready to go fast and hoot and holler, so I was excited about riding the Trident. Compared to the Tiger Sport, it is lighter (430 lb vs 465) and the wheelbase is shorter, differences I felt immediately while laying it over through a series of turns. Nearly 100 hp in a 430-lb package makes the Trident 660 a real hoot. Given its sportier mission, the Trident has slightly higher-spec Showa suspension than the Tiger: an inverted big-piston fork and a rear shock that offers rebound adjustment in addition to preload. Like the Tiger, the Trident’s cast-aluminum wheels are shod with Michelin Road 5 tires, which are good all-around road rubber offering consistent grip and neutral handling. Just the essentials. The Trident’s narrower, lower handlebar, higher footpegs, and lower seat (31.9 inches) give it a more compact riding position than the Tiger Sport. The Trident’s extra flickability and lack of fairing made me feel like I was going faster than I had on the Tiger, and it seemed to transfer the 660 engine’s 94 horses to the pavement (and my adrenal glands) with less resistance. Common commuter, canyon carver, grocery getter, weekend warrior…the Trident 660 is a great choice for less than $9K. If you want to spice up the Trident, it can be accessorized with a color-matched flyscreen, a bellypan, bar-end mirrors, and other stylish upgrades. Which One? If I had to choose between the two, I’d go with the Tiger Sport. Yes, the Trident is sportier, more visceral, and looks mean enough to beat you up for your lunch money, but the more aggressive ergonomics and lack of wind protection make it less comfortable for longer rides. What can I say? I’m in my mid-50s, and practicality weighs heavier on the scale than it once did. With the same engine and mostly the same chassis, the Tiger Sport can play double duty as a Sunday canyon carver and a long-weekend traveler. 2026 Triumph Trident 660 in Cosmic Yellow With larger, more expensive Tigers and Tridents in the lineup, Triumph positions these two as entry-level options, with the Trident 660 priced at $8,995 and the Tiger Sport 660 at $10,445. Both look and perform like more expensive machines, and they’re well-equipped with things like MyTriumph connectivity (navigation, music, and call control), self-canceling turnsignals, a slip/assist clutch, and adjustable levers. Plus, the cost of ownership is kept low with 10,000-mile service intervals. 2026 Triumph Tiger Sport 660 in Interstellar Blue/Mineral Gray After riding the Tiger Sport and the Trident, I found myself thinking about flow state, that pleasurable zone of intense focus where you lose yourself in what you are doing, and time passes unnoticed. I’m no expert, but I know that if I’m distracted by how my equipment is performing, it ain’t happening. The Trident and the Tiger Sport both perform superbly, and the attention to detail that Triumph put into both allowed me to enjoy the ride and not think about anything but the next curve ahead. Check out more new bikes in Rider’s 2026 Motorcycle Buyers Guide 2026 Triumph Tiger Sport 660 / Trident 660 Specs Base Price: $10,445 / $8,995 Website: TriumphMotorcycles.com Warranty: 2 yrs., unltd. miles Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl. Displacement: 660cc Bore x Stroke: 74 x 51.1mm Horsepower: 94 hp @ 11,250 rpm (factory claim) Torque: 50.2 lb-ft @ 8,250 rpm (factory claim) Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: Chain Wheelbase: 55.3 in. / 54.7 in. Rake/Trail: 23.1 degrees/3.8 in. / 24.5 degrees/4.25 in. Seat Height: 32.9 in. / 31.9 in. Wet Weight: 465 lb / 430 lb (factory claim) Fuel Capacity: 4.9 gal. / 3.7 gal. Fuel Consumption: 44.1 mpg / 44.8 mpg (EPA estimate) Estimated Range: 216 miles / 166 miles Paul Drevenstedt’s first motorcycle was a rat-trap BMW R90S that he pushed as much as he rode. He lives in Ventura, California, with his wife, two young children, two fish, a poodle mix, and a hamster. The post 2026 Triumph Tiger Sport 660 and Trident 660 Review appeared first on Rider Magazine.

Are established outlaw motorcycle clubs losing support because they’ve forgotten what real brotherhood means? In this no-holds-barred biker news breakdown, we dive deep into the controversy surrounding Satan’s Choice Motorcycle Club and why so many riders are flocking to them in 2026. We address the hypocritical attacks from certain motorcycle club supporters who demand that podcasters and commentators “protect the culture.” Newsflash: protecting the culture is YOUR job, not ours. We’re here to cover biker news, tell it straight, and let the audience decide. From fake protocols pulled out of thin air to the endless cycle of putting members out bad only to watch them speak out on platforms, this episode exposes the double standards plaguing the 1%er motorcycle club world. Why do some clubs complain about “snitching” and “story time” when their own members flood social media in full colors? Why attack Satan’s Choice for growing rapidly while ignoring pay-to-play patches in traditional clubs? We discuss: The real reasons former club members go public What actually defines a “fake club” versus a legitimate brotherhood How the internet has changed the game for motorcycle clubs forever Why Satan’s Choice is becoming a major player again – and why that threatens the old guard This isn’t about protecting anyone’s image. This is about calling out the truth in outlaw biker culture, motorcycle club drama, and the shifting landscape of 1% clubs. If you’re tired of the same old gatekeeping and want honest commentary on today’s biker scene, this video is for you. Support real talk in biker news – like, comment, and subscribe for more unfiltered motorcycle club coverage. Timestamps: 0:00 Intro – Not here to protect the culture 0:42 Addressing the hypocritical post and “protect the culture” demands 1:40 Outlaws losing support? The Democrat-like reactions 2:42 Code, loyalty, consequences – what really happened to them? 3:39 The only real rules vs. made-up protocols 4:54 Calling out keyboard warriors and audience attacks 6:01 The “motorcycle gang” perception and riding vs. barstool warriors 7:19 Story time, club business, and who’s really talking 9:05 Living off past reputation while kicking out stand-up guys 10:41 We only cover public news – the snitching double standard 12:20 Satan’s Choice MC discussion – why the hate? 13:17 What makes a club “fake”? Brotherhood on their own terms 14:46 Pay-to-play patches and clout chasing in traditional clubs 18:10 Outlaw culture was never meant for public approval… so why are you online? 21:15 Why riders are choosing Satan’s Choice over the old ways 22:20 It’s YOUR job to protect the culture, not podcasters 23:02 Satan’s Choice rising fast – the new game in town The Satan’s Choice Threat That’s Got Every MC Pissed Off Living Like Outlaws Do Outlaws MC MEMBER BEATS PROSPECT TO DEATH Motorcycle Clubs Are Either Posers Or Punks And This Is Why I Can’t Stand Motorcycle Clubs Anymore – Here’s The Real Reason

Living Like Outlaws Do [Verse 1] Black leather jackets and dust on our boots Engines are roaring, we’re chasing the truth No nine-to-five, no suit and tie lies We live for the thunder under open skies Whiskey-fueled nights and scars from the fight Running red lights in the dead of the night They say we’re trouble, they say we’re insane But freedom’s the only drug running through our veins [Pre-Chorus] Feel the wind whip across our face This rebel life can’t be replaced [Chorus] Living like outlaws do! Riding hard, breaking every rule Living like outlaws do! One life, one road, one code we hold true [Verse 2] Cops on our tail but they’ll never catch the flame We own these highways, we own this game Brothers beside me, ride or die crew No turning back once the throttle’s pushed through [Pre-Chorus] Hearts are pounding, the fire’s alive We were born to run, born to survive [Chorus] Living like outlaws do! Riding hard, breaking every rule Living like outlaws do! One life, one road, one code we hold true [Bridge] They can chain the man but never the soul This outlaw spirit makes us whole [Final Chorus – bigger with gang vocals] Living like outlaws do! Riding hard, breaking every rule Living like outlaws do! We burn bright till the last drop of fuel! [Outro] Living like outlaws… Living like outlaws do…

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