Triumph Daytona 675R

Once again the R version of the Daytona adds the very highest specification components to increase its performance focus, as well as sporting a unique look.

Öhlins suspension is fitted, including a TTX rear shock and NIX30 inverted forks, providing the R with a wider range of adjustability, improved response and a firmer base set up.

The latest, lighter Brembo Monobloc calipers are fitted for precise and powerful stopping. Switchable ABS is included as standard, to suit conditions, riding environments and rider preference.

The R comes standard with a quick-shift gear change, improved with new softwar.

Stunning carbon fiber cockpit infill panels replace the stock ones, further improving the view from the seat, and a carbon fiber rear hugger is also fitted. Cosmetic changes include a red rear subframe and detailing such as the red wheel pinstripes.

Triumph's Daytona 675 shook up supersport convention with its three-cylinder, 675cc format when it first appeared in 2006, then it did the same to the established order by setting new class performance standards.

Ever since its debut the Daytona has consistently topped comparison tests, won awards around the world and even trounced high-specification superbikes in the prestigious international Masterbikes shootout, winning this toughest and most comprehensive test of all sports bikes two years in a row. Race versions have taken titles around the world and six years later it's still a winner on the track. Yet it's the Daytona's razor-sharp style and growling, muscle-packed character which has appealed just as much to its dedicated owners.

Now for Triumph has unleashed an all-new Daytona 675 and Daytona 675R, with a brand-new engine, new frame, fresh and sophisticated new bodywork and a host of other changes built on everything Triumph has learned from the enormously successful outgoing model. A few tweaks and modifications would have kept the 675 on the pace, but the Daytona is set to raise the bar once again.

The result is a bike which is 3lbs. lighter than the old model, with more power, an extended rev range, greater precision, feel and agility. It's faster on the track, better on the road and even more satisfying to own.

The heart of the new Daytona is its new engine, which brings more performance and a subtly new character, too. The key change is the wider bore and shorter stroke dimensions, allowing a higher 14,400rpm rev limit to gain more power and a broader spread of usable revs. Facilitating this is the new block, separate from the upper crankcase and with ceramic coated aluminum bores so it can be made stronger to cope with the higher pressures. Power is up 2bhp to 126bhp, peaking earlier at 12,600rpm and revving on for longer. The torque maximum is 2ft.lbs higher at 55.3lb.ft, with an increase across the rev range.

On the intake side are new twin injectors per cylinder, aiding the power and torque gains as well as improving fueling accuracy and efficiency. For the first time, titanium valves are fitted, helping the engine achieve higher revs and allowing Triumph's engineers room to reshape them to improve gas flow. This has been so effective there has been no need to increase the valve diameter, despite the wider bore. It's further helped by the new larger section intake, which flows air straight into the center of the bike, right through the headstock, and as a major bonus this increases the quality and volume of the signature three-cylinder snarling intake roar for the rider.

The exhaust system is a clear change as the compact and purposeful new unit now sits beneath the engine rather than beneath the rear seat. This is a consequence of the mission by Triumph's engineers to centralize the bike's mass as much as possible and move the weight forward, key factors in making the new Daytona even more agile and yet more stable at speed.

The transmission features a new slip-assist clutch to provide a lighter lever action and help prevent rear wheel hop under heavy braking. This is aided by the engine management which opens the throttle butterflies to reduce engine braking.

As well as incorporating the new, innovative intake duct, the frame uses fewer sections in its construction for a cleaner, stronger design and has sharper geometry and a shorter wheelbase to make full use of the revised mass distribution. The rear subframe, constructed from high pressure die cast aluminium, not only looks fantastic but contributes to the slim, sharp design at the rear of the bike.

The suspension is new and includes the latest fixed-cartridge forks from KYB (formerly Kayaba) and revised rear shock. High-performance Pirelli Supercorsa tyres are fitted as standard. The new switchable ABS system, which weighs just 3lbs., includes a late intervention track setting which allows rear wheel drift.

The ergonomics are altered slightly, with a 10mm reduction in seat height and a little less weight placed on the wrists, but the riding position is still designed for the best control at high speed and on the track.

The new bodywork has a sharper, leaner look that also reflects the higher quality of the new bike. Features such as the deliberately split upper fairing add an air of class, while the attention to detail has moved to a new level and includes a highly attractive upper yoke, machined engine mounting bolts, plugged swingarm mounting plate, a revised cockpit area and quickly detachable number plate/tail-light unit for easy track day conversion.

New lightweight wheels provide lower inertia which assists the speed of turn and the speed of acceleration. It all adds up to a more involved ride.

The comprehensive LCD multi-functional instrument pack features digital speedometer, fuel gauge, trip computer, analog tachometer, lap timer, gear position indicator, programmable gear change lights, and a clock. The unit is able to report tire pressures when Triumph’s accessory Tire Pressure Monitoring System (TPMS) is fitted, while switchable ABS (compatible models) can be easily configured via the display.

For added security, an electronic immobilizer is included as standard.

Triumph Daytona 675R Features and Benefits
- Brand new, higher-powered 675cc triple with 126bhp (+2bhp), 55ft.lbs. (+2ft.lbs.) of torque and an increased 14,400rpm red line
- New chassis with improved weight distribution and repositioned exhaust
- New switchable ABS system with track mode
- Slip-assist clutch standard
- 3lbs. lighter
- Race-inspired components and quickshifter standard
- Two-year, unlimited-mileage warranty standard

Triumph Daytona 675R Key Features
Accessories and Warranty
A wide range of factory accessories are available for the Daytona 675 and Daytona 675R, each designed to enhance both the style and the function of the bikes. The carefully-designed engine, swingarm and frame protectors improve the looks as well as reducing component vulnerability. There's also a selection of CNC-machined components including brake levers and reservoirs, colored dipsticks and oil filler caps. An approved Arrows silencer is available along with alarms, light luggage and LED indicators. The quick-shift can be added as an option to the stock Daytona 675.

As with all new Triumph motorcycles, the Daytona 675 and Daytona 675R come with an unlimited mileage, two-year factory warranty.

Pricing and Availability
The first public reveal for the Daytona models will be on November 13th at the EICMA Milan Motorcycle Show. U.S. pricing will be $13,499 for the Daytona 675R and will begin arriving in dealerships this February.

Review

Cartagena, Spain—Having been on the job and in the saddle for the turn-of-the-century debut of the Triumph TT600, I can appreciate just how far the Hinckley, England-based firm has progressed since its inaugural foray into the highly competitive middleweight supersport class. The inline-Four TT and Daytona 600 that followed have become a distant memory, erased by the 2006 introduction of the Daytona 675.

Seemingly overnight, that track-bred, technically advanced, fuel-injected, inline-Triple established Triumph as the performance leader in the class. Despite the bike’s sales success and magazine accolades, Triumph knew from the beginning that the Daytona 675 was an underachiever of sorts. At the time of the bike’s inception, under-tail exhaust was important from a sales and marketing standpoint, but it compromised chassis geometry and weight distribution.

The Daytona 675 and 675R models rectify that, with an all-new stainless steel exhaust system and a host of engine and chassis updates that include anti-lock brakes and sharp, new styling with a higher-quality finish and better attention to detail. Triumph’s Product Manager, Simon Warburton, said this major makeover has provided the foundation for the next phase of Daytona 675 development.

When questioned about the absence of electronic rider aids such as selectable delivery maps or traction control, Warburton says Triumph feels no need for such “gimmicks.” He did, however, say that such systems make good sense if ride-by-wire technology is implemented in the future to meet more stringent emissions regulations.

I had the opportunity to spend a day stretching the throttle cable of a new Triumph Daytona 675R at the bike’s world press launch, held at Circuito Cartagena on the Mediterranean coast of Spain. The R model comes equipped with a race-spec Öhlins NIX30 fork and TTX shock, plus Brembo Monobloc front calipers and radial master cylinder, a quickshifter and carbon-fiber fenders. For hardcore track-day enthusiasts and racers alike, the upgrade from the standard 675’s KYB suspension certainly justifies the $1900 premium the $13,499 R model commands.

Lapping the 2.2-mile track at speed revealed a dramatic improvement in chassis balance, agility and feedback. The claimed three horsepower boost felt subtle, but the focus has been in smoothing midrange torque. Fueling was excellent, offering tractable delivery and good control.

The engine is an all-new design with a shorter stroke and 2mm bore increase that allows 500 additional revs, pushing the redline to 14,400 rpm. The separate alloy cylinder block with Nikasil-coated bores is stronger than its predecessor’s one-piece upper crankcase with pressed-in liners. The added strength allows higher combustion pressure for increased torque and power, illustrated by the bump in compression ratio from 12.6 to 13.1:1.

Other changes include revised valve timing and increased lift, thanks to lighter valves. The exhaust is 1.3mm smaller in diameter than before, and the intakes are now made of titanium and have reshaped backside contours for improved flow. What’s more, the crankshaft and alternator rotor carried on one end are lighter, reducing inertia for snappier engine response.

A redesigned gear selector mechanism, which includes a new shift drum and forks, works with revised first and second cogs to deliver lighter and more precise gear changes. The clutch has been upgraded to a slip/assist design that reduces lever effort by 25 percent and quells engine-braking-induced rear wheel hop during deceleration. A tooth off the countershaft sprocket has lowered final gearing for improved acceleration, yet top speed remains roughly the same due to the increased rev ceiling.

Speaking with lead test rider/chassis engineer David Lopez, the man whose fingerprints are all over the 675, helped my own understanding of some finer details. The pro-level racer said the lighter wheels and die-cast subframe, along with the aforementioned exhaust, have all contributed to moving weight forward. The 52.9-percent front bias (it was formerly 51.8) allows the use of quicker steering geometry and a shorter wheelbase (54.1 inches versus 55.0) without inducing stability issues.

The frame headstock has been extended slightly forward, making room between the front wheel and engine to accommodate a steeper rake angle of 23 degrees, sharpened from 23.9. The trail measurement of 87.7mm is 1.4mm less than before, and the cast aluminum swingarm is 15mm shorter, with an asymmetric shape that allows the low muffler to be tucked tightly for exceptional cornering clearance.

Predictably, relocating the exhaust system has provoked a hint of dissent from the 675’s fan base, but not to the degree Triumph encountered when it restyled the iconic headlights on its Speed Triple. And all told, I prefer the new look of the bike.

But for those who may not, experiencing the quick and composed side-to-side direction changes while traveling at 75 mph (verified by my GPS data logger) through Cartagena’s chicane can be a very persuasive thing of beauty! Straight-line stability was steadfast along the 130-mph main straight, as well as during hard braking into the first turn. Three of the 15-turn circuit’s braking zones threw twists into the lap as the brakes needed to be applied while leaned over at around 100 mph and held on deep into the corner. The front Brembo setup provided all the power I could ask for approaching Turn 1, with the superb feel and sensitivity needed for breathless trail-braking.

These same harrowing corner entries showcased the benefit of the slipper clutch. When downshifting while leaned over, the back of the bike briefly stepped out of line but came right back without a hitch. The ABS offers two modes of operation, normal and circuit. Triumph insisted we ride in the latter mode as it’s calibrated for dry track use and overrides the normal mode’s anti-nose-wheelie control. You’d practically have to hit an oily patch or run off track for it to activate. The stock fitment Pirelli Diablo Supercorsa SP radials were so hooked up, the only time I felt the ABS engage was when I purposely stomped the rear pedal on pit lane to be certain it did in fact work.

At day’s end, I couldn’t agree more with Warburton’s sentiment. Right now, the Daytona 675 may well represent the zenith of refinement for a bike that eschews a digital ride-by-wire interface. Heck, even in this age of digital this and HD that, don’t most true audiophiles still prefer vinyl?

Source Cycle World