All compact & lightweight 4-stroke, 4-cylinder,
liquid-cooled engine designed for overall weight reduction, optimum
combustion efficiency and power delivery
Re-designed cylinder head with narrower valve angles creating a more compact
combustion chamber design, higher 12.5:1 compression ratio, large intake and
exhaust ports for improved intake and exhaust efficiency and high power
output
Valve bucket diameters are increased to work with more aggressive camshafts
Lightweight titanium valves with steel alloy springs and aluminum spring
retainers operated by thin-wall hollow camshafts to reduce weight and
inertia
Lightweight forged aluminum alloy pistons with short skirts, cut away sides
and an anti-friction surface finish along with shotpeened chrome-moly steel
connecting rods for improved strength
One-piece cylinder block and upper crankcase section is equipped with larger
39mm ventilation holes between cylinders to reduce crankcase pressure and
mechanical loss
Tapered, larger 50mm double-barrel throttle body design features Suzuki's
SDTV throttle valve system, plus twin multi-hole-type injectors per cylinder
for optimum performance and throttle response
Crankshaft features forged steel construction and a new secondary balancer
shaft for reduced vibration at high rpm.
Crankshaft and transmission shaft positions are revised to create a more
compact engine design and the engine itself is rotated slightly forward in
the chassis allowing for straighter and shorter intake and exhaust ports
New back torque limiting clutch allows smoother downshifts and works in
conjunction with an updated six speed transmission with revised internal
gear ratios and updated shift forks
Innovative new Suzuki Advanced Exhaust System (SAES) with new under engine
muffler layout and Suzuki Exhaust Tuning (SET) system for improved mass
centralization, superior aerodynamics, and improved low-to-mid range
performance
High capacity large trapezoidal-shaped radiator provide efficient engine
cooling - includes compact cooling fan assembly designed for improved air
flow
A new Idle Speed Control (ISC) system improves cold starting and stabilizes
engine idle speed in a variety of conditions
SRAD ( Suzuki Ram Air Direct) force feeds cool, pressurized air into the
airbox at highway speeds, improving engine efficiency and throttle response
New Chassis
All new ultra-lightweight frame is built entirely of aluminum alloy castings
and is engineered to deliver optimum rigidity, unmatched accuracy and
maximum cornering performance
New aluminum alloy braced swingarm features increased rigidity, a larger
25mm swingarm pivot and is now 38mm longer for improved rider feel and
better rear wheel traction
RM-Z450 inspired new rear suspension linkage utilizes a forged aluminum
alloy link and a forged aluminum link rod that reduces side loads and helps
the rear shock absorber move in a smooth arc
New inverted 41mm Showa cartridge front forks are fully adjustable for
spring preload, compression damping, and rebound damping
Showa rear shock absorber with a 46mm piston and larger 16mm rod moves the
same amount of oil despite a shorter stroke and provides adjustable rebound
damping, compression damping and preload settings
New larger 310mm brake discs work with radial mount calipers and radial
front brake master cylinder. A new rear brake caliper is 100 grams lighter
Bridgestone radial tires are mounted on new cast aluminum wheels featuring
redesigned, thinner spokes with optimized wall thickness to reduce unsprung
weight
All new aggressive and aerodynamic bodywork gives the GSX-R750 an all new
look and when combined with integrated turn signals and smaller frontal area
provide a 5% increase in aerodynamic efficiency
Compact, lightweight instrument cluster features a step motor controlled
analog tachometer, LCD speedometer, dual trip meters, clock and convenient
new gear position indicator
Riding position is revised with a shorter fuel tank, lower seat height, and
adjustable rider footpegs for improved rider control and mobility
2007 GSX-R750 vs Daytona 675
8/27/2007
By Adam Waheed
What does the Triumph Daytona 675 and Suzuki GSX-R750 have in common with
Lindsey Lohan and Britney Spears? Besides that we all want to dress up in
leather body suits and flog them mercilessly. Bad jokes aside: At one time or
another they've all been the toast of the town during their heyday but now find
themselves' cast aside with no place that they truly belong. We can't help our
fallen gal-pals but we can run an intervention for the bikes. Think of this test
as a sort of rehab we'll call Asphalt Anonymous.
Twenty-two years ago the GSX-R750 defined the modern day sportbike. In the
decades that followed the Gixxer seven-fifty, as it is known by true Suzuki
enthusiasts, collected numerous race wins within both the amateur and
professional road race ranks and tallied four AMA Superbike championships at the
hands of Yoshimura Suzuki's Mat Mladin.
Less than a half decade has passed since Superbike championship grids around the
world were dominated by 750cc In-line Fours. In 2003 the 1000cc big-bores
crashed the 750cc Superbike party and replaced their smaller siblings in the
premier AMA and FIM World Superbike series. Fortunately for consumers, Suzuki
has continued to develop this amazing platform, updating its once dominant steed
even though there is no longer a top-tier professional class for it to compete
in.
The Suzuki GSX-R750 is the sole survivor of that extraordinary era of racing but
there is another great motorcycle that has suffered a similar fate - the Triumph
Daytona 675. Only a year ago the tenacious Triple swept almost every Supersport
comparison conducted in America, including our own Supersport Shootout IV, only
to be left out of all but one test the following year. First it was banned from
competing in Supersport competition, then it was blackballed by the media for
one reason or another. Suddenly, it seems as though the Triumph has fallen from
grace.
Although the descent of the Daytona is not as notorious as the demotion of the
Gixxer, it still represents an injustice to those who have sampled the goods and
know what the bike is capable of. We are all aware of what it did against the
Supersport class but how would it fare against a 750? Last year the Triumph
enjoyed a displacement advantage which left the competition feeling a bit
slighted when the results came in. In the interest of keeping things fair we've
tossed it into the mix with the only legitimate 750 sportbike on the market
today: The Suzuki GSX-R750. With no clear class to call their own we created one
for them. Ladies and gentleman, welcome to our inaugural Exiles Comparo between
the 2007 Suzuki GSX-R750 and the Triumph Daytona 675.
Although these once mighty warriors may have exiled to a purgatory of canyon
rides, club races and track days there's no reason to pity them because they are
still two of the best motorcycles on the market. Infineon Raceway, in the hills
of Sonoma, California, and a multitude of backroads surrounding our Southern
Oregon HQ would serve as our playground while we sampled these forbidden fruit
from Triumph and Suzuki. The streets around MCUSA HQ would allow us to compare
their goodness as daily rides, while the 12-turn, 2.22-mile road course would be
the ideal locale to see if the Hinckley, England-made Triumph has what it takes
to topple its larger veteran Japanese rival in a controlled environment. To
ensure a level field of play, we slung on Dunlop 208GP-A spec race tires which
would enable us to extort the full knee-on-deck performance of this dynamic duo
during an afternoon at the track with Pacific Track Time.
Konnichiwa, my name is Suzuki GSX-R750 and I like to haul ass.
Yes, Mr. Gixxer was all new from the ground up in 2006 and remains unchanged for
this year aside from minor alterations to the graphics. It shares the aggressive
and aerodynamically correct MotoGP-inspired design and short, low-slung exhaust
pipe with its smaller 600cc sibling. The best way to tell the models apart is by
the "carbonized titanium" coating on the front fork and orange 750 stickers on
the tail section.
Throw a leg over the three-quarter liter machine and you immediately notice just
how intuitive the riding position is. With well spaced handlebars that are not
as torturous as the ones on the 675, a low 31.9-inch seat height and three-way
adjustable rider footpegs, my 6-foot tall frame was immediately comfortable. The
Gixxer also features a tall windscreen, which allows the rider to tuck in easily
and be completely removed from the effects of wind blast at high speed.
On the track, balance is the theme of the seven-five-zero. The 41mm Showa
inverted front fork, which features adjustable preload, compression, and rebound
damping, is paired with an equally adjustable Showa rear shock. This combination
caps off a well sorted chassis with a stubby 55.1-inch wheelbase, 23.8 degrees
of rake and 97mm of trail that allow the GSX-R to exhibit very controlled,
neutral manners at speed. Only a slight push of the bar is required to initiate
a turn and once it starts to turn-in, it does not fall into the corner, instead
it leans over very predictably. This allows the rider to make accurate
lean-angle adjustments on the fly and inspires confidence when pushing the bike
hard.
"The bike transitions from side-to-side quickly which is similar to the 600,"
said MCUSA Editorial Director Ken Hutchison. "The Gixxer always feels very
planted in both the sharper corners and the sweepers. Plus, it doesn't headshake
whatsoever when driving hard out of corners. It's hard to find a flaw in its
game but I would have to say it's just doesn't seem to be quite as sharp as the
Triumph."
Despite the gushing praise, the Showa suspension package leaves a little to be
desired in terms of road feel. The front end gives the rider an adequate amount
of feedback in the delicate relationship between road and tire, but when
compared with the 675 it comes up a bit short.
"The front end on the Triumph rocks," commented Hutchison "With the amount of
feedback the 675 delivers, pushing the bike hard and getting closer to the limit
seems easier on the Triumph."
Grab a handful of the front brake lever and the GSX-R750 will scrub off speed
with authority. Its radial-mounted Tokico four piston calipers grab onto a pair
of 310mm rotors and, despite its rubber lines, the brakes continued to offer up
consistent power and feel. The Suzuki's brakes deliver excellent performance,
which allow the rider to brake deeper and deeper, lap after lap, as confidence
grows with each successful entry.
"The Gixxer's got good brakes. I would like them to have a little more initial
bite, but there is a lot of feel and power at the lever, so it is really a moot
point. Overall I like the Suzuki's brakes better than the Triumph," said Hutch.
The GSX-R's potent chassis is paired to its legendary 749cc 16-valve,
four-cylinder DOHC engine. The compact mill features a wide powerband, more akin
to that of a 600 on steroids than a legit 1000.
"The Gixxer's powerband is smooth as a shot of Patron," muses the
Tequila-infused Hutchison. "The power comes on smooth and has a bit of bite at
the end but its good, really good. The beefy mid-range pulls pretty well before
coming on even stronger up top. It has a decent amount of over-rev and power
barely tapers off. It's a near-perfect blend between the slightly anemic power
of a 600 and the brutish force of a 1000."
The GSX-R features a slick six-speed transmission that continues a long standing
history of slick shifting bikes, although the gearing is pretty tall. On the
street this wasn't so much of an issue once it's out of first; but on the track,
when the objective is spot-on gear selection leading to seriously good drives
out of the corner, it requires a bit of attention.
"Gearing is tall for here. It's near perfect on the street but here at Infineon
I wish it had two or three more teeth on the rear sprocket so we could get the
revs up faster," Hutch explains.
Like all 07' Suzuki GSX-Rs, the 750 features a slipper clutch, which allows for
idiot-proof downshifts no matter what you do to screw it up. The slipper clutch
was especially useful at Infineon's ultra-slow, right-hand, 180-degree final
corner, where the rider has to go from 110-plus mph down to first gear. It
should be noted that although the Suzuki is equipped with a slipper clutch, it
still has plenty of engine braking, a feature that seems to be a decreasing
trend within the sportbike industry. This helps in the few moments of on-off
throttle transition at the track. For racers this statement will be all but
irrelevant but for the normal humans among us, this helps the GSX-R750 be one of
the best track day bikes on the market.
The GSX-R750 has been around for a long time and it enjoys an unrivalled list of
aftermarket accessories and performance parts to its credit. If you are looking
for one of the best all around motorcycles to be your daily driver, hit a few
trackdays and drive your big-bore buddies crazy in the canyons, then the
GSX-R750 might be the bike of choice. However, if you'd like a little spice in
your life, then the folks from Triumph have a bike you should take a look at.
Cheers, the name's Triumph Daytona 675 and frankly I could care less about your
bloody rules.
That was the type of brazen attitude which made the Daytona such a success when
it burst on the scene as an all-new-model last year. The British answer to the
cookie-cutter congruency of Japanese 600cc Supersport machinery enjoyed
enthusiastic praise from the media. 2006 was a good year indeed for the 675. It
racked up accolades from a variety of different magazines and swept both street
and track segments of MotorcycleUSA.com's Supersport shootout IV, as well as our
pick for Best New Streetbike of 2006. Unfortunately its outright marketability
has been impaired due to its unique 675cc inline three-cylinder engine
configuration which disqualifies it from the AMA 600cc Supersport class as well
as the globe-trotting FIM World Supersport series. That's fine with Triumph,
apparently, because the bad-ass Brit is back and unchanged for this year.
Upon first glance, the Triumph shares some design similarities with the current
generation of Japanese machinery: Radial-mount brakes, inverted fork and
aerodynamic bodywork give it all the necessary ingredients to challenge the
Supersport machines on paper. But the Triumph stands out from the sea of 600s in
almost every other way. With its 675cc Triple, tubular steel frame and
aggressive stance, as well as the legible yet quirky instrument cluster, the
bike just oozes character.
Slinging a leg over the English-built motorbike, you instantly feels the
narrowness of the three-cylinder machine. It's far more compact than the 750,
which feels bulbous by comparison, but the seat is harder and you can feel both
the gas tank and frame contact points inside your legs more so than on the
GSX-R. The relatively high 32.5-inch seat height combines with the low, forward
reaching bars and high footpegs to offer up an aggressive, track-oriented riding
position that situates the rider high in the cockpit, looking over the front
end. This serves riders well on the track but gets old quick on the street.
Die-hard Triumph fans will dismiss such a statement, but the fact remains that
it loads the rider's wrists and that sucks after a couple hours in the saddle.
Around town, especially in stop-and-go traffic, the tidy underseat exhaust puts
out a lot of heat. On the track, these complaints don't hold quite as much merit
because the bike is constantly moving and this helps draw the hot air away.
Steering geometry is just as uncompromising as the riding position, with 23.5
degrees of rake and 87mm of trail. Although these figures are not entirely
responsible for the more nervous nature of the 675, it does point out the goal
of the design. It is intended to be ridden fast and offers up the agility one
expects from a middleweight contender. The Daytona's 54.8-inch wheelbase is
right in line with the Gixxer's 55.1-incher, as are its premium Kayaba
suspension components. The Daytona features a 41mm preload, compression, and
rebound adjustable inverted front fork and a fully adjustable rear shock.
Although a little stiff initially, this was easy to dial out and afterward it
got along very well with the Infineon layout.
The Triple features a Nissin radial-pump master cylinder pushing four-piston
radial-mount calipers which are similar to the Suzuki. They're powerful and
offer up a level of feel that pushes the bitchin' binders of the GSX-R, but
don't feel quite as potent. The 675 is equipped with steel-braided brake lines
fore and aft and we experienced zero brake fade. We judged these stoppers as
some of the best we've ever sampled in Supersport Shootout IV and still feel the
same way.
Thumb the starter button on the 675 and the triple-cylinder engine comes to life
with a unique throaty exhaust rumble; a refreshing deviation from the standard
sewing machine like purr of your typical four-cylinder. Crack the throttle open
and the howl it emits is audible ecstasy. Sure, it's an in-line motor but there
is no mistaking that it's a Triple. It begs you to stroke it just so you can
feel it purr.
On the track it was immediately apparent that the prodigious amounts of torque
that the Daytona churns out on the street equates to an equally thrilling ride
on the track. Upon opening the throttle, the Daytona builds revs slower than the
GSX-R yet motors forward in a manner more akin to that of a good-running Twin.
The 675 engine likes to be kept in the meat of the power by short shifting ahead
of its 14,000 redline, which is where the 675 prefers to be ridden. Around
10,000 rpm the bike is most rewarding, but the problem arises when it comes time
to try to make a pass on the GSX-R. While the more powerful 750 affords a bit of
leeway when it comes to getting a good drive, the Triumph requires spot-on gear
selection and throttle control to ensure it is on the boil. That might sound
like a knock on the bike, but the fact is that it's capable of making the pass -
it just requires more effort than it does on the Suzuki. It is after all, giving
up 75cc of displacement and 17 horsepower. How do you like it when the tables
are turned Triumph?
"The Triumph rips between 9,000 and 12,000 rpm," confirms Hutch. "It really
rewards the rider when short-shifted since the power seems to plateau about
12,000 rpm, 2,000 shy of redline. And since it has what appears to be absolutely
zero over-rev, you really have to pay attention and keep the motor in the right
rev range."
Since there is only a 3000 rpm envelope between 80 hp and the Trumpet's 104-hp
peak, it is easy to assume that the Triumph is tricky to keep on pipe, but this
is not the case. The close-ratio, six-speed transmission has shorter gearing
than the Suzuki, which makes it easier to keep decent power on tap. Compared to
the GSX-R it does require more work, however, and once it is on the boil it
seems to run out of gearing up top - especially when trying to track down the
taller-geared Suzuki through a few of Infineon's short chutes. The Daytona is
actually accelerating just a few tenths off the pace of the bigger GSX-R when
you look at quarter-mile performance numbers, but on the track one slip up is
more detrimental to the 675 than the 750's drive. Yet the Daytona is capable of
closing the gap on the slower turns because it's very well-suited for tighter,
slower stuff than the taller geared GSX-R. Are you keeping up? On a shorter,
tighter circuit the Triumph might even rate better than the Suzuki, but the
higher corner speeds played into the hands of the Gixxer on this day.
NOTE: Some of the photos on
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