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 lbs
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
For 2008, Triumph is offering a Special Edition version of
the awesome Daytona 675. This model features a sultry Phantom Black paint
scheme offset stunningly by gold finished wheels and gold colored decals.
Completing the picture for a sleek overall look are black engine covers.
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.
Bodywork
Gold wheels contrast with the all black paint for a classic, race-inspired
look.
Engine Covers
Gold decals add a sophisticated touch to the Phantom Black paintwork.
Steering Nut A gold-colored steering stem nut adds a subtle yet complimentary touch.
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.