Four stroke, in-line
3-cylinder, DOHC, 4 valve per cylinder.
Capacity
675 cc / 41.2 cu in
Bore x Stroke
76 x 49.6 mm
Cooling System
Liquid-cooled
Compression Ratio
12.65:1
Lubrication
Wet sump
Oil Capacity
3.6 Litres
/ 1.0 US gal / 0.8 Imp gal
Induction
Multipoint sequential electronic fuel injection with
forced air induction
Exhaust
Stainless steel 3 into 1 system with valve in secondary and under seat
silencer
Ignition
Digital - inductive type
Starting
Electric
Max Power
92 kW / 123 hp @ 12500rpm
Max Torque
72 Nm / 7.3 kgf-m / 53 ft/lb @ 11750rpm
Clutch
Wet, multi-plate
Transmission
6 Speed
Final Drive
O ring chain
Frame
Aluminum beam twin spar, swingarm braced twin sided,
aluminum alloy with adjustable pivot position
Front Suspension
41mm USD forks with adjustable preload, rebound and
compression damping
Rear Suspension
Monoshock with piggy back reservoir adjustable for
preload, rebound and compression damping
Front Brakes
2 x 308 mm Discs, 4 piston calipers
Rear Brakes
Single 220 mm disc, 1 piston caliper
Front Tyre
120/70 ZR 17
Rear Tyre
180/55 ZR 17
Rake
23.9º
Trail
89.1 mm / 3.5 in
Dimensions
Length 2020 mm / 79.5 in
Width (handlebars) 710 mm / 27.9 in
Height without mirrors 1105 mm m / 43.5 in
Wheelbase
1395 mm / 54.9 in
Seat Height
830 mm / 32.7 in
Dry Weight
166 kg / 365 lbs
Wet Weight
185 kg / 407 lb
Fuel Capacity
17.5 Litres / 4.6 US gal / 3.8 Imp gal
Instruments
Display/Functions LCD multi-functional instrument pack with digital
speedometer, trip computer, analogue tachometer, lap timer, gear position
indicator and programmable gear change lights and clock
As the first three-cylinder super sports
middleweight, the Daytona 675 is a force to be reckoned with in the most
hotly contested arena in motorcycling. The Daytona 675 has won countless
comparison tests and for the past two years has taken both the MasterBike
and Supertest ‘King of the Supersport’ crowns. With its exciting, powerful
engine and intuitive, razor sharp chassis the Daytona 675 has reinvented the
supersports middleweight map. The Daytona IS incomparable.
The Urban Sports Range - The 675cc and 1050cc triple
engines that power Triumph’s stunning sports bikes are renowned for their
strength and flexibility from tickover to redline. The range includes
Streetfighters, Supersports, Adventure Sports and Sports Touring bikes all
with unique character, real world performance and a distinctive triple roar.
FEATURES:
Engine
The 675cc, water-cooled, three cylinder, 12-valve power unit is extremely
compact, featuring a Keihin fuel injection system and a stacked six-speed
close ratio gearbox. Peak power of 123bhp is delivered at 12500rpm, with
53ft.lbf torque at 11750rpm. While the Daytona 675’s engine is refined, the
triple’s innate character remains with typical Triumph toughness engineered
all the way through.
Frame
The Daytona 675’s aluminum frame is fabricated with open-back cast spars
which wrap over the top of the motor, accentuating the benefits of the
narrow three-cylinder design. The lightest frame in its class, it weighs in
at a mere 19.18lb
Suspension
The Daytona 675’s suspension consists of top quality, fully adjustable
Kayaba 41mm upside down forks and a fully adjustable piggyback reservoir
rear shock. This track-bred suspension gives razor sharp handling and can be
tuned by the rider to suit their own style. The Daytona 675 turns at the
speed of thought, is glued to the road and stunningly agile.
Instruments
The Daytona 675’s digital instrument console has all the usual trip
functions as well as displaying average fuel economy. Also featured is a
sophisticated lap timer – useful for comparing successive lap times on a
circuit as well as average and maximum speed for each lap.
Brakes
Radial calipers and master cylinder on floating 308mm discs give the best
brakes in the business.
Review:
Since
Triumph decided that its middle-weight sportbike should be called the Daytona
(rather than 'TT'), Hinckley has tried three times. First came a four-cylinder
model in 600cc displacement, then a four-cylinder 650cc, and now the
three-cylinder 675. All good things come in threes these days for Triumph, and
it has been decided in the highest places that exclusivity will be connected
with the make. So has Triumph got it right this time?
Over the last three years, I have ridden both the in-line four
Daytona 600 and 650 and now the 675 triple. Triumph have tried and tried, but it
is no longer a game. Succeed or disappear is the challenge that the designers at
Triumph have set themselves. To assert the brand's place as a strong competitor
to the Japanese manufacturers, the 675 was designed to have approximately equal
performance to their 600cc sportbikes. Triumph has achieved this with a powerful
triple engine, combined with very low weight. The engine reaches its 123
(claimed - presumably at the crank and not the rear wheel)peak horsepower at a
low (relative to others in this class) 12,500 rpm, and has torque that is the
best in its class, with a claimed 53lb-ft at 11,750rpms. None of its Japanese
competitors can deliver this much torque and power at such low revs. Triumph has
achieved this by designing an all-new three-cylinder 675 which is equivalent (or
better) to a 600cc four-cylinder engine in performance. The larger overall
displacement, as well as the bigger size of each individual cylinder, help the
power come in at much lower RPM than a 600 four.
When I hold in the clutch and press the starter button it is
immediately apparent that the new 675 triple has a different tone from the
previous Daytona four-cylinder. At speed the engine takes on that metallic tone
unique to a triple. Another box ticked for the exclusivity that a European bike
should have.
The engine is the central feature around which everything else
is built and designed. By 62MPH in the highest gear the dial shows 4,500rpm.
From these rpm the acceleration is smooth. At 8,000rpm we start to feel the
class-beating midrange, and from here it really begins to get going. The engine
comes properly to life and rips through the dial right up to the redline at an
indicated 14,000rpm. The fuel injection is nearly perfect and tolerates off-on
throttle transitions without a jerky response. The clutch is light and precise,
but the gearbox is still not up to the standard set by the rest of the running
gear. The problem is that when up-shifting there is a little more resistance
than you want. Instead of a progressive upward migration of the gears it feels
as if there is ever so slight hindrance to your foot. A stiff feel in other
words. Downshifts have good sensitivity, on a par with better gearboxes. The
only reason this becomes prominent is that there is almost nothing else about
the 675 to criticise.
Into the bends it feels that a little extra push on the
handlebars must be made before the 675 can lean completely on the edges of its
tires. As soon as it bites, the 675 is just as sure and stable in the middle of
bends as the Ducati 749. The standard tyres on the Daytona 675 are the absolute
best road tyre that Pirelli has, namely the Dragon Supercorsa Pro. With the
launch at the Sepang circuit in Malaysia there was no point for the Pirelli
technicians to take any special track tyres. The Supercorsa Pro tyres have no
tread on the extreme outsides, and thus work like a racing slick at maximum
lean. It is up for speculation whether Triumph chose this tire to gain an
advantage in various comparison tests on the track. Regardless, you get a good
set of tyres as standard. In the rain, however, these tires are no picnic, and
so you had best stay as upright as you can on the wet stuff. When I was riding
in the wet, there was a fair amount of grip on the treaded part of the tires, so
I just tried to avoid leaning over onto the slick sidewall
The seat height is high and the foot pegs are set to a sporty
height for good Ground Clearance. The ergonomics were not a problem for a
six-footer like me, and the fuel tank is shaped to provide enough knee-grip to
take the weight off my arms. The Daytona 675 is almost petite, with a slender,
narrow build and underseat exhaust.
The brakes (along with the instruments) descend from last
years Speed Triple. The radial Nissin brakes suit the lightweight Daytona well.
The bike stops immediately and without applying much force.. The chassis is
brand new, and the frame is a double oval aluminium construction that follows
the lines of the 955i and S3 frame, but specially designed for the 675. The
swingarm is also new, with rounded edges which are claimed to be designed for
aerodynamic purposes, but have the side effect of being quite attractive. The
swingarm pivot is two-position adjustable, showing that the designers had racing
in mind, even though Triumph might not admit to it. Suspension is fully
adjustable, and both the forks and rear shock have a rather hard standard
setting. The new Daytona also packs a steering damper up front.
The fairing sides have got a clean surface with triangle
shapes here and there to mirror the triple design. From the front ,the Daytona
675 looks like an aggressive shark. Finish has got a high overall quality feel
to it and not much has been left untouched. Triumph definitely means business
with this machine.
Triumph's Danish marketing director, together with John Bloor,
has decided that Triumph as a trademark has to appear as totally unique. That is
why we have seen the launch of Rocket III and the demise of all four cylinder
engines. The Daytona 675, with its three-cylinder engine, stands out as unique
in a class where you previously only chose which colour you liked best. Along
with Yamaha's R6, the 675 sticks out as something special this year. The only
thing left for Triumph now is to sort that bothersome gearbox to bring it up to
standard with the rest of the bike. Their has been a lot of hype surrounding
this bike the last few months, for a good reason - the 675 is a very exciting
motorcycle.