Triumph Daytona 675


Make Model

Triumph Daytona 675




Four stroke,  in-line 3-cylinder, DOHC, 4 valve per cylinder.


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


Multipoint sequential electronic fuel injection with forced air induction
Exhaust Stainless steel 3 into 1 system with valve in secondary and under seat silencer


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


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


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

Standing ¼ Mile  

11.1 sec

Top Speed

254.8 km/h / 154.3 mph


Motorcycle-USA Supersport Shootout / 1000ps.atMotorcycle.com shootout / MC24.no / Motorcycle-USA / Yamaha R6 vs Triumph Daytona

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.


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.

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

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.

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.

Radial calipers and master cylinder on floating 308mm discs give the best brakes in the business.


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.

Source Motorcycle Daily