2022 Triumph Tiger Sport 660 | First Ride Review

We ride Triumph's new middleweight adventure sport-tourer

2022 Triumph Tiger Sport 660
The 2022 Triumph Tiger Sport 660 is a new middleweight sport-tourer built on the Trident 660 platform. (Photos by Kingdom Creative)

When the covers were pulled off the 2022 Triumph Tiger Sport 660, it made sense. Triumph has its adventure bike bases covered with its various Tiger 850, Tiger 900, and Tiger 1200 models. But since the Tiger 1050 and Trophy were dropped from the lineup in recent years, it no longer has a sport-tourer in its lineup. Rather than go after the high-dollar, high-tech open-class sport-touring segment – which has all but dried up due to the popularity of adventure bikes – Triumph focused on the valued-priced middleweight segment, where it goes head-to-head with stalwarts like the Honda NC750X ($8,699) and Kawasaki Versys 650 ($8,899).

The Tiger Sport 660, which has a base price of $9,295, is built on Triumph’s Trident 660 platform that was introduced last year. From the 17-inch cast wheels to the Nissin braking system and Michelin Road 5 tires, Hinckley leverages much of the Trident’s core components for the new model. Unique in this price and displacement class is the Tiger’s liquid-cooled, 12-valve, 660cc inline-Triple, a versatile engine that produces 80 horsepower at 10,250 rpm and 47 lb-ft of torque at 6,250 rpm (claimed at the crank). It also has ride modes (Road and Rain), switchable traction control, and ABS, but alas, no cruise control.

2022 Triumph Tiger Sport 660
For sport-touring duty, the 2022 Triumph Tiger Sport 660 has a fairing and adjustable windscreen for wind protection, comfortable ergonomics, and optional saddlebags.

The Tiger Sport 660 is more than a middleweight naked bike with a fairing and windscreen bolted on. Triumph still employs a tubular-steel perimeter frame but steepens the rake to 23.1 degrees. The longer and sturdier subframe accommodates optional panniers and a top box, while the long-travel suspension promotes comfort and two-up touring.

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Its new front fairing adds wind protection and a one-hand, height-adjustable windscreen allows riders to reduce buffeting on long road trips or amplify airflow in congested urban environments. In the lowest position, oncoming air hit me at chest level; in the highest setting, wind danced around my helmet’s chinbar. Results will vary for shorter and taller riders, but at 5 feet, 10 inches, the top position suited my frame best.

2022 Triumph Tiger Sport 660
At 454 pounds wet with a 55.8-inch wheelbase and sporty steering geometry, the 2022 Triumph Tiger Sport 660 is more than willing to lean and make quick transitions.

Dustin’s Gear:
Helmet: Bell Eliminator
Jacket: Alpinestars GP Plus R v3 Jacket
Gloves: Alpinestars Mustang v2 Gloves
Pants: Pando Moto Robby Arm 01 Jeans
Boots: Dainese Persepolis Air Shoes

Triumph enhances that comfort with a taller handlebar and extra distance between the seat and footpegs compared to the Trident. Thanks to the neutral position and generously padded seat, the Tiger encourages all-day riding. The lengthened subframe also provides extra space in the cockpit, enabling users to scoot forward or rearward for an optimal rider triangle. Throughout our 150-mile test ride at the Tiger Sport 660’s global launch in Portugal, not once did my back, wrists, or knees ache, and larger riders in the group echoed those sentiments.

2022 Triumph Tiger Sport 660
To keep the price below $10,000, the 2022 Triumph Tiger Sport 660 is equipped with suspension that offers only rear preload adjustability. Other than some fork dive under heavy braking, the Showa setup offers good compliance and feedback.

While the ergos can be classified as relaxed, the handling lives up to the Sport moniker. The upright position places the rider’s knees flush against the fuel tank, providing an ideal anchor point before tip-in. That’s when the Tiger is at its best. Side-to-side transitions are swift and fluid. Steering is precise and direct. Couple that with grippy sport-touring tires, and the Sport 660’s handling borders on telepathic.

Due to its steep rake, the Tiger stays light on its feet, ready to dive into the next corner. On the other hand, the 55.8-inch wheelbase helps maintain stability at lean. That nimble nature allows the rider to put the bike anywhere on the road. While the non-adjustable 41mm fork and preload-adjustable shock, both from Showa, favor comfort with 5.9 inches of travel at both ends, the setup delivers sufficient support and feedback for spirited riding as well.

2022 Triumph Tiger Sport 660
The 2022 Triumph Tiger Sport 660 is available in Korosi Red/Graphite (shown), Lucerne Blue/Sapphire Black, or Graphite/Sapphire Black.

The suspension’s only blemish is the fork’s soft spring, but only heavy braking exposes that minor shortcoming. In a straight line, the dual 2-piston Nissin front calipers mated to 310mm discs bring the 454-pound Tiger to a rapid halt. The axial front master cylinder yields surprising feel and feedback at the lever when trail braking into a bend. Dual-channel ABS increases confidence, while switchable traction control and Rain mode, which softens throttle response versus Road mode, act as safety nets for less-than-ideal conditions or technique.

Triumph adds such rider aids to favor newer riders, but the ultra-tractable 660cc Triple is innately user-friendly. With 80 ponies and 47 lb-ft of torque on tap, the retrofitted 675 Triple is equal parts thrill and chill. Away from a stop, the mill delivers 90% of its torque between 3,600-9,750 rpm. The linear powerband may benefit novice riders, but it doesn’t stop experienced pilots from exploiting the power potential at the top of the rev limiter.

2022 Triumph Tiger Sport 660
Derived from Triumph’s tried-and-true 675 Triple, the 660cc mill in the Trident 660 and Tiger Sport 660 is tuned for user-friendly power delivery.

However, most riders won’t need to push the Tiger to those limits, especially when engine vibrations course through the footpegs at 8,500 rpm. Luckily, in 6th gear at 70 mph, it trots along at around 5,000 rpm. That mild-mannered quality caters to tourers, but the engine remains manageable even when the pace picks up. With usable power accessible throughout the rev range, the middleweight also helps compensate for rider mistakes.

On several instances during the ride, I forgot to drop a gear – or two – going into a corner. Fortunately, the readily available torque helped pull the Tiger through. Despite its accommodating demeanor, the Triple also wails up to its 10,500-rpm redline. It’s that combination of performance and practicality that makes the Sport 660 such a versatile bike. Those looking for the utmost performance can add on an up/down quickshifter from Triumph’s accessories catalog, but the standard unit offers smooth transitions and reliable gear engagement out of the box.

2022 Triumph Tiger Sport 660
Pulling on the tubular bar behind the windscreen allows on-the-fly height adjustment.

The Tiger Sport 660 may not feature a fire-breathing engine, trick suspension, top-tier brakes, or state-of-the-art electronics, but that doesn’t stop it from being a well-balanced package. Each component contributes to the 660’s end goal. The electronics enhance safety without adding complexity. The inline-Triple produces enough power for seasoned vets without scaring beginners. The suspension and brakes complement the Tiger’s mild and wild side.

As an affordable yet well-appointed sport-tourer, the Tiger Sport 660 is undeniably well-rounded. From commuting to canyon carving to touring, Hinckley’s latest middleweight does it all. The competition better look out because there’s a new Tiger on their tail.

2022 Triumph Tiger Sport 660
Look out Versys 650, there’s some new competition in town.

2022 Triumph Tiger Sport 660 Specs

Base Price: $9,295
Website: triumphmotorcycles.com
Engine Type: Liquid-cooled, inline triple, DOHC w/ 4 vpc.
Displacement: 660cc
Bore x Stroke: 74 x 57.7mm
Horsepower: 80 hp @ 8,750 rpm (claimed, at the crank)
Torque: 47.2 lb-ft @ 6,250 rpm (claimed, at the crank)
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: X-ring chain
Wheelbase: 55.8 in.
Rake/Trail: 23.7 degrees/3.8 in.
Seat Height: 32.8 in.
Wet Weight: 454 lbs. (claimed)
Fuel Capacity: 4.7 gals.

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14 COMMENTS

  1. Adventure bike? With the 5.9″ of travel I’m sure it’ll handle a dirt road just fine, but with the 17″ wheels, good wind/weather protection and great handling it’s really a sport tourer. A better looking, better sounding more powerful Versys 650. Very nice job Triumph!

    • Adventure sport is probably the best way to describe the Tiger Sport 660 and Versys 650 since they have upright ergos like adventure bikes but are designed for street/sport-touring duty.

      • “Adventure” is more defined by the ability to go well off-road than it is by bar position. Otherwise, you’d have to call every standard, naked street bike, hypermotard, and flat tracker“adventure”, when they are clearly not.

        This is a sport tourer, period. There is nothing “adventure” about it. It does not make on-road compromises to provide off-road ability. It has “sport” in the name, is largely designed for touring, has no off-road pretensions, and according to the article, has geometry and wheel size designed for touring and sporty riding.

        It’s an ST, and had you understood that from the start, you wouldn’t have been confused about its concept, as you admit in the first paragraph of the article.

        My only confusion is: why does this bike not have cruise control?
        Cheers!

        • Me too, cruise control is not even an after market option. And it’s not just for old blustered up wrists, on long motorway rides I find I use way too much concentration keeping to the legal limit where cruise control just lets me concentrate on traffic and riding. I like the idea of of a lighter middleweight ST if it had cruise control, I have discounted the Honda CBR650R for exactly the same reason. I’m being forced to buy the Suzuki GSX S1000GT for my next (possibly last) bike and while I’m sure I will enjoy it, I have the feeling it is way more bike than I really need.

  2. Another really nice bike using the 660 engine. I hope they offer a Rally model for real ADV duty as the new Aprilia Tuareg looks ready to bring it to the Yamaha T7 and Triumph could own some of that sizzling hot segment.

  3. Appreciate your fine article and observations. As an older (Harley touring bike) rider, the V-twin (vibration) is not working well with my physiology (something not that uncommon with older riders).

    I have visited my local Triumph dealer and took a look at a few models. The Tiger Sport 660 was one that interested me (despite vastly different styling and size than my Road King) for several reasons including minimal to near zero engine vibration, two up riding ability (my wife loves to ride with me) and pannier / trunk accessories for weekend trips.

    Your article provides some nice additional information.

  4. Gotta say, I love this bike, but Triumph really dropped the ball by not including cruise control. At the very least it should be an option, if not standard. It’s already got ride-by-wire anyway, so adding cruise can’t be that tough.

  5. yeppers. Triumph missed a big opportunity to have the ONE bike that is A.) sport tourer, B.) all around fun ride and C.) accessory ability….I just made that term up…. cruise control (adaptive would be even better), and heated grips would have completed the opportunity for me.

    Nice try though.

  6. I’ll never understand why so many motorcycles lack cruise control. I wouldn’t think of having a car or truck without cruise control and I sure don’t like twisting a throttle for several hours at a time. Cruise control should be an option on all motorcycles capable of touring (650cc and up). Is cruise control really that complicated or expensive on a motorcycle? Could a moto journalist please do an article with a major manufacturer on this subject to shed some light on this problem? I also think that cruise control and shaft drive go together very well. I wouldn’t want a chain drive on my car or truck either. Please, could someone make a middleweight sport tourer with cruise control and shaft drive. maybe I need to look at the Moto Guzzi V100 Mandello. At least it has shaft drive.

  7. The Africa Twin has cruise control on all trim levels. No main stand, however. I don’t know if these factory guys ever ride in the real world.

  8. I never use my cruise control and I ride for hours. Same for my cars unless I am in the middle of nowhere on a straight road. I have to ride this bike because my magazine impressions are rarely born out. I am tall, long legged and have a need for just the right amount of fear inducing horsepower. Cute bike. I have to see it in person.

  9. I have bought a Tiger 660 Sport. It is coming in May. I have tested every bike available. BMW, Kawasaki, Honda etc for the last three years. I tested this bike and put my deposit down straight away. I have been waiting for this bike for a long time.
    Why do people ask for Cruise Control? When is anyone EVER going to use Cruise Control on this bike? I am taking it from Belfast- Rosslare -Chebourg – France – Northern Spain and back in June. I might use Cruise Control for 10 minutes on a motorway one day, but I avoid motorways. This bike will thrive in the Picos and Pyranees. Where do guys who ask for Cruise Control think they are going to ride this bike?
    This bike is like a 125 when you are floating around the urban environment. It then quickens up and turns into a 1000cc Sports bike if you want. It has the same power to weight ratio as the new Honda NT1000. It is just brilliant, well for me anyway

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