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Triumph Daytona 650
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Make Model |
Triumph Daytona 650 |
|
Year |
2005 |
|
Engine |
Liquid cooled, four stroke, transverse four cylinder. DOHC,
4 valves per cylinder. |
|
Capacity |
646 |
|
Bore x Stroke |
68 x 44.5 mm |
|
Compression Ratio |
12.95:1 |
|
Induction |
Twin-butterfly, multipoint
sequential electronic fuel injection with forced air induction |
|
Ignition /
Starting |
Digital - inductive type - via electronic
management system / electric |
|
Max Power |
112 hp 81.6 kW @ 12500 rpm |
|
Max Torque |
68 Nm 51 ft-lb @ 11500 rpm |
|
Transmission /
Drive |
6 Speed / chain |
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Frame |
Aluminium beam perimeter |
|
Front Suspension |
43mm cartridge forks, adjustable preload,
compression and rebound damping |
|
Rear Suspension |
Monoshock with adjustable preload,
compression and rebound damping |
|
Front Brakes |
2x 308mm discs 4 piston calipers |
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Rear Brakes |
Single 220mm disc 1 piston caliper |
|
Front Tyre |
120/70 ZR17 |
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Rear Tyre |
180/55 ZR17 |
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Seat Height |
815 mm |
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Dry-Weight |
165 kg |
|
Fuel Capacity |
18 Litres |
|
Standing
¼ Mile |
11.4 sec |
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Top Speed |
248.6 km/h |
|
Reviews |
Motorcycle-USA
/
Motorbikes Today
/ Sport Rider |
What supersports machine has a race-bred chassis offering direct, uncut
connectivity and a thrilling engine spinning out a maelstrom of power and
torque, wrapped in a distinct, seductive form?
Take the Daytona 650's raucous new fuel-injected, four-cylinder 646cc
engine. Who says you can't have it all, anyway? Nobody around here, that's
for sure. The Daytona 650's unstoppable surge of top-end power is bolstered
with a great gobbet of mid-range torque and the result is a power delivery
that works effortlessly on road and addictively on track.
Its peerless handling has been relentlessly honed on the racetrack and
the rigid aluminium twin-spar frame, fully adjustable, race-specification
suspension, four-pisotn brake calipers and lightweight wheels offer an
undiluted supersports experience. With the added dimension of real world,
real roads usability, the benchmark of Triumph's philosophy.
You can have it all. The Daytona 650 proves that.
Triumph Urban Sports
The word on the street is Triumph. And the sound that beats their arrival is
a special and throaty roar. Sexy, head-turning looks are matched by
exhilarating performance and precise handling
More cubes equal more real-road fun for Hinckley's sporting middleweight
By Mark Gardiner, Alan Cathcart, Roland Brown
It seems strict adherence to displacement in the 600 class has become a
touch pass of late. In 2003, Kawasaki built street riders a 636cc version of
its ZX-6R . For '05, Triumph has followed suit, blessing its latest sporting
middleweight with the magical displacement of the Meriden factory's
venerable '60s-era Bonneville--650cc.The result is something to hoist a pint
about, where stoplight-to-stoplight street riding is concerned.
Triumph boosted the Daytona's displacement the old-fashioned way--by
stroking the engine. Stroke--the distance each piston moves from top dead
center to bottom dead center--was increased 3.1mm for a total volume of
646cc. Triumph claims the added size allows the 16-valve, DOHC inline-four
to make a claimed 112 horsepower and 51 pound-feet of torque. Those peak
figures are only slightly different from the previous mill's, but the new
motor's midrange is much stronger.
By going big with the new Daytona engine,
Triumph has given up the pretense of building a 600 Supersport or Formula
Xtreme racer. So there's no chance of seeing a Daytona 650 in the Daytona 200.
Still, we can imagine the engineers and marketing folks in Hinckley saying,
"So what? Our customers ride on the street or do occasional track days, where
there are no displacement categories anyway!"With the additional exceptions of a revised
clutch, new shift linkage and reprogrammed fuel-injection, the new bike is
otherwise unchanged from '04. Which is a good thing, because the '04 Daytona's
excellent brakes, suspension, ergonomics, bodywork, wheels, tires and general
high level of fit and finish make return appearances. Even 6-footers will fit
comfortably in this cockpit, which is roomier than other 600-class
supersports. This larger cockpit translates into a slightly larger-feeling
machine, too, but the impression of size evaporates the moment you click the
new bike into gear and get rolling.
The Daytona 650's press launch was held on the
tight Las Vegas Motor Speedway infield road course. Like its predecessor, the
Daytona 650 handles superbly, snapping crisply and surefootedly into tight
corners while offering tons of feedback even while trail-braking right to the
apex. Throttle response felt spot-on, which bodes well for street use. The
suspension's spring and damping rates seemed well chosen for my 150 pounds,
and stability at speed was excellent.
But it was the added midrange wallop that
really made us appreciate what Triumph hath wrought with its new Daytona.
Where the old bike needed to be taken right to the rev limiter to get maximum
thrust, the new bike can be shifted well below the red zone--and still pulls
hard. That flexibility will be a huge benefit on the street, which is where
most Daytonas will be ridden.One caveat: Two of the eight bikes at the launch
experienced unexplained engine problems--a sudden loss of power followed by
metal-to-metal noises. We've asked Triumph for a postmortem, and will report
back once we get a 650 for a full thrashing.During our day at LVMS I wore a
pair of knee sliders right through to the Velcro without a single disturbing
moment. So we know the new Daytona is going to be big fun at the track. But as
Triumph's Ross Clifford says, "We think [the new Daytona] will stand up well
in comparison tests on the road, too." By retaining the Daytona's roomy
cockpit and excellent handling characteristics and adding midrange power,
Triumph has made it clear it is fighting for the hearts and minds of real
riders on real roads. The fact the new Daytona will retail for the
same amount as the '04 bike--$7999--is just foam on the pint.
Source motorcyclistonline.com
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