TEST DRIVE: Triumph Daytona 675 (2009) – Second attempt

British motorcycle
Triumph Daytona 675

Introduced in 2006, the Triumph Daytona 675

is a three-cylinder sports motorcycle, the smallest of the three-cylinder Triumphs. Built by Triumph Motorcycles, it replaced their four-cylinder Daytona 650. The 675 was surprisingly light, maneuverable and powerful; at maximum 128 hp. it was also very fast and was very successful against Japanese 600cc competition. see: In 2021, Triumph discontinued production of the base Daytona 675 model, citing declining demand for supercars and tightening European emissions standards. [1] Triumph continued to produce the improved Triumph Daytona 675R until the 2021 model year.[2] [3] Triumph has registered a new trademark for the Daytona, fueling rumors that a version with a new 765 cc engine could be available in the future. See [4] [5]

History and development[edit]

Development of the Triumph Daytona 675 began in 2000 following the launch of the four-cylinder TT600 engine. The TT600 was Triumph's first modern middleweight sports bike, but it struggled to compete with the Japanese 600cc super sports bikes. Triumph therefore decided to produce a bike close to its traditional values, making the crucial technical decision to adopt a three-cylinder powerplant instead of the four-cylinder found in the TT600. [6]

In 2001, shortly after completing the Triumph Daytona 955i with a similar three-cylinder engine, Triumph began an engineering analysis to determine the engine's weight, power and torque characteristics. Pleased with the numbers, the project moved to full concept in March 2002.

Triumph Daytona 675 in Tornado Red

Initial chassis development was done using a shredded Daytona 600 chassis. Triumph moved the wheelbase, adjusted the head angle and modified the tank. This new configuration performed better than the original Daytona 600, providing the basis for comparison with competing motorcycles such as the Kawasaki Ninja ZX-6R and Honda CBR600RR. Although engine development was not completed, computer development of the chassis continued using data collected from these tests.

Work on the Daytona 675 design continued, resulting in a predominantly black design based on the Daytona 600. However, this initial design was abandoned as the great British examples of the 1960s had a "smooth, curved design - no sharp, angular, aggressive edges." A member of the engineering team created a concept drawing of the 675 as a naked bicycle. The styling was based on this concept drawing and the earlier T595 model. The styling development continued in house, remaining close to the spirit of earlier Triumph designs. Market research teams consisting of athletes from different classes selected the latest bicycle design, which was improved and accepted into production.

The newly developed engine was first tested on a dynamometer in May 2003. Final development soon followed, combining styling, engine and chassis into a prototype. Testing of the prototype began at the end of 2004.

Daytona 675 with decals 2008 Daytona 675 Special Edition

The Daytona 675 was officially launched at the 2005 NEC International Motorcycle and Scooter Show. British bike

received an exclusive test ride ahead of the official launch, which impressed the magazine's test rider. The magazine declared it "the best British sportsbike of all time" and "perhaps one of the greatest sportsbikes of all time."

The Daytona 675 won the Supersport category at Masterbike 2006 (finishing third overall) and won again in 2007.

The 2008 model has a dry weight of 363.7 lb (165.0 kg) and a wet weight of 407 lb (185 kg). Tested power output is 104.4 hp. (77.9 kW) at 12,100 rpm with 72.3 N⋅m (53.3 lbf⋅ft) torque at 11,750 rpm. [7]

Triumph

British sportbikes are not such frequent guests of the Bike Post due to their small number.
Let's take a closer look at the Daytona 675. Triumph decided to improve their sports bike a little, and they did it very well. Although the power hasn't increased, the Daytona arguably has the best chassis in the middleweight sportbike class. After undergoing a series of upgrades in 2009 to improve power and handling, the engine remains the same 675cc liquid-cooled engine for 2010. Power 124 hp power is achieved at 12,600 rpm, and peak torque of 72 Nm at 11,700 rpm. The figures are very good, considering that the bike with all fluids weighs 185 kg.

The front and rear suspension (Kayaba 41mm inverted forks and Kayaba monoshock) are fully adjustable in a wonderful way, giving the rider the ability to adjust the suspension compression for low or high speed.

In terms of braking performance, the 2010 Triumph Daytona has monobloc calipers and a radial master cylinder design working with 308mm discs. There's also a 220mm disc brake at the rear with a single-piston caliper.

Despite the fact that the motorcycle is equipped with a three-cylinder engine instead of four, like all mid-sized sportbikes, especially Japanese ones, the Daytona 675 can compete without any problems.

Technical characteristics of Triumph Daytona 675 2010:

• Type: In-line, three-cylinder • Displacement: 675 cc • Bore x Stroke: 74 x 52.3 mm • Compression ratio: 12.65:1 • Fuel system: Multiport sequential electronic fuel injection system • Final drive: chain • Clutch: oil bath multi-plate clutch • Gearbox: 6 speeds • Maximum power: 124 hp. at 12600 rpm • Maximum torque: 72 Nm at 11700 rpm • Frame: Aluminum • Swingarm: Aluminum alloy, adjustable pivot point • Front wheel: Aluminum alloy, 5-spoke, 17 x 3.5 • Rear wheel: Aluminum alloy , 5 - spokes, 17 x 5.5 • Front tire: 120/70 ZR 17 • Rear tire: 180/55 ZR 17 • Front suspension: Kayaba inverted fork 41 mm • Rear suspension: Kayaba monoshock / 130 mm travel • Front brakes: Pair, 308 mm discs, Nissin monoblock calipers with 4 pistons • Rear brakes: 220 mm disc, Nissin caliper with 1 piston • Length: 2021 m • Width: 708 mm • Height: 1105 mm • Seat height: 830 mm • Wheelset base: 1414 mm • Tilt/Trail: 23.9 */ 89.1 mm • Wet weight: 185 kg • Fuel tank capacity: 17.4 l

Triumph Daytona 675 video

Reception [edit]

"Motorcycle News"

said: “The Triumph Daytona 675 has brought Hinckley back into the fold of many British sportsbike riders who previously rated the Daytona 600 and 650 as OK, but there is no real alternative to the Japanese four-cylinder 600cc engines. sports motorcycles. Silky, compact handling combined with stunning engine power and a howling exhaust note make the Triumph Daytona 675 a real winner on the road or track." [8]

Triumph planned to build only 4,000 Daytona 675 models in 2006, with 1,000 marked for the UK, 2,000 for the US and 1,000 for the rest of the world. Demand from customers was very high, with waiting lists of three months or more in the US and UK, and even longer in some other parts of the world. [ citation needed

]

In 2007 Performance Bikes Magazine

conducted a 24-hour racetrack comparison test between a Daytona 675 and a Suzuki GSXR750. Although mechanical failure prevented the 675 from completing the test, up to this point the Triumph had consistently outpaced the more powerful Suzuki, averaging 0.7 seconds faster. (It was later discovered that the 675 engine failure was caused by valve failure resulting from improper maintenance)[9]

The Triumph Daytona 675 is a rather original three-cylinder sportbike. In general, three cylinders are not the most common engine layout for a motorcycle, but the British went their own way. They managed to maintain an excellent balance between the weight and dimensions of the bike, and squeeze the engine into a modern and durable alloy frame, while maintaining a low center of gravity and a fairly modest weight of the motorcycle.

This is, perhaps, only a small part of the advantages that the Triumph Daytona 675 has. Its three-cylinder liquid-cooled engine is slightly inferior to cubic inline fours, but is head and shoulders above V-twins. In addition, many bikers perceive Triumph motorcycles as a kind of highlight that allows them to stand out, especially if we are talking about such an interesting and rarely seen motorcycle on the roads as the Triumph Daytona 675. In short, it’s not in vain, and it’s not in vain that the Triumph designers once decided taking a risk and releasing a bike with an inline three only benefited this bike. Meet the Daytona 675!

The English motorcycle manufacturer was prompted to forced restyling of its motorcycles by the release into mass production of an Italian motorcycle with an in-line “three” - MV Agusta, which was released the year before. But, contrary to expectations, the changes affected not only the appearance of the Triumph Daytona 675, but also its technical side, and affected it thoroughly. As a result, the British rolled out to us a virtually new motorcycle with a new frame, a modified engine and a slightly different appearance. And it should be noted that these changes benefited the Triumph Daytona 675. The engine remained the same in volume, but changes affected its cylinders, the diameter of which was increased, but the piston stroke, on the contrary, was reduced. This has made it possible to further increase the maximum speed at which the Triumph Daytona 675 engine is capable of operating. In addition, the engine has become almost more powerful and the torque curve has become smoother. This was partly achieved thanks to the installation of a new CPG unit, with a special ceramic coating designed to resist the monstrous loads that arise in the forced Triumph Daytona 675 engine. The increase in power ultimately amounted to only 3 horsepower, and now the motorcycle produces it at around 12,500 rpm. min, that is, already at maximum load. Yes, for the Triumph Daytona 675 to go “at its best”, it needs to be mercilessly turned. But don't be afraid - it loves it.

In addition, other minor improvements made their contribution to improving the performance. Thus, the exhaust system, injection and timing system have undergone some changes. In addition, the valves used in the Triumph Daytona 675 motorcycle engines are made of ultra-strong titanium alloy. And the installation from start to finish, that is, of an exhaust system created from scratch, made it possible to slightly lower the center of gravity, which had a beneficial effect on the overall weight of the Triumph Daytona 675.

Other changes include a “slipper clutch” and full electronic stuffing, like what is installed on many modern BMW motorcycles. Thus, the control system will not allow the motorcyclist to skid if the gas is opened too sharply - it will simply limit the power to avoid the rear wheel falling off.

The frame, as mentioned above, has also been significantly redesigned. Made from aluminum alloy, it helped reduce the overall weight of the structure and concentrate the mass around the Triumph Daytona 675 engine. The suspensions also underwent modifications, but not the most significant ones. However, they were already more than good. In addition, the British finally got around to installing an ABS system on this wonderful motorcycle in all respects. By the way, it can be turned off if necessary for driving, for example, on a track. And in general, the Triumph Daytona 675 has become more rider-friendly. So, thanks to a slightly, barely noticeably changed steering wheel, the load on the hands has been significantly reduced, for which the owners will thank you after a long drive.

In addition, for those interested, there is also a version of the Triumph Daytona 675 R on sale. It features other, even more advanced suspensions with many settings, and a different braking system made by Brembo. The remaining differences are mainly external, except perhaps the quickshifter, which will be appreciated by fans of track riding.

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Racing[edit]

Triumph Daytona 675 racing
As the TT 600 morphed into the Daytona 600, 650 and finally becoming the 675, it attracted significant interest and more privateers entered the AMA and regional events. When the Daytona 675 was released, there were no factory-backed racing teams. This changed in 2008 when MAP Embassy Racing struck a deal with Triumph[10] and entered the 2008 British Supersport Championship. On May 5, 2008, Glen Richards scored the first victory for the team supporting Triumph since 2004, and went on to claim three more victories en route to the championship. [eleven]

Until 2008, several privateers raced the Triumph Daytona 675 without official factory support. The 2006 British Supersport Championship featured Paul Young and Christian Elkin in Daytonas.

During the development phase, Triumph entered the 675 triple car at the Isle of Man TT to race in the 600 class. With a successful result, the Daytona was raced by New Zealander Paul Dobbs in the 2006 TT. [12] On August 11, 2006, the Triumph Daytona 675 was accepted into the AMA Formula Xtreme class for 2007. The Daytona 675 was used by Team SC in the 2008 World Supersport Championship. The factory-backed team was called Triumph-SC and its riders are Harry McCoy and Ilario Dionisi.

There is also a One-made Daytona 675 series called the Triumph Triple Challenge. It operates in conjunction with the Bemsee Race Club and operates as a Motorcycle Racing Organization (MRO). It's a series run by T3 Racing over nine rounds, with a starting price in 2007 of £12,000, including ownership of a Daytona 675.

The Triumph Daytona 675 faces a different set of rules and restrictions when competing in American Motorcycle Racing competition. Although Triumph NA has not sponsored any American teams in the last few decades, privateers began racing Triumphs in AMA racing back in 2002 when the Augusta Triumph/Ducati Racing team introduced the TT 600. It was the first Triumph to crack the top 20 when he finished 17th at Road Atlanta.

Also in 2007, when the Daytona 675 debuted in AMA competition, members of the Augusta Triumph/Ducati Racing Team won regional titles at both the expert and novice levels in four racing categories. 2009 was a very strong year for the Daytona 675. In May, the Augusta Triumph/Ducati Racing team took the AMA podium. In their Moto GT competition, the team of Mark Crozier and Phil Caudill took first place at Barber Motorsports Park. Their Daytona 675 was the first time a Triumph Daytona 675 took first place in AMA competition. He led 19 of 40 laps and took the Daytona 675 to first place in AMA competition for the first time. The Augusta Triumph team had won the AMA Pro Moto GT1 season championship with one race remaining on the calendar.

The ParkinGO Triumph BE1 Racing World Supersport team also performed well in 2009, finishing fifth in the manufacturer's standings in the team's first year of competition. Team driver Harry McCoy achieved two podium finishes during the season, the first at Donington and the second at Portimão.

In 2010, the Augusta Triumph/Ducati Racing team fielded their 675 machines in the WERA Southeast and North Florida regions, winning a total of four championships, WERA SE Heavyweight Twins Superbike Expert and Heavyweight Twins Superstock Expert; WERA North Florida, Heavyweight Superbike Superbike Expert and Heavyweight Twin Superbike Expert. In October, rider Giovanni Rojas added a fifth title by winning the 2010 Grand National Heavyweight Twins Superstock Expert Championship at Road Atlanta, giving the team the national title.

Editorial [edit]

2009 [edit]

According to Triumph, the 2009 Daytona features more than 50 technical improvements. [13] While the only cosmetic changes were to the front fairing and turn signals, the new model was lighter and the engine control unit was remapped to increase the rev limit and increase power by 3 hp. (2.2 kW), higher first gear. , and handling has been improved with high and low speed dampers. Additionally, the 2009 model ECU is compatible with Triumph's OEM Quickshifter.

2010 [edit]

The 2010 model is virtually identical to the 2009 Daytona 675, with the exception of a redesigned instrument cluster. The new tools have a more modern look but offer no new features over the old design. [14]

Triumph also offered the 2010 Daytona 675 Special Edition (SE) with pearl white exterior paint, blue frame, adjustable control arms and carbon fiber infill panels. [15] Two versions of the SE were produced, one with the new instrument cluster for 2010 and one without it.

2011[edit]

The 2011 Daytona 675 Special Edition features the same pearl white body and blue frame as the 2010 model, but also includes standard replacement carbon fiber for the cockpit fill panels, exhaust heat shield, exhaust cover and tailgate, as well as Triumph regulated aftermarket. levers. Unlike the 2010 SE, the 2011 SE also includes an updated instrument cluster first found on the standard 2010 model, as well as a new racing-inspired decal design. [16]

2011 Daytona 675R[edit]

First offered in early 2011, but still part of the 2011 model year, Triumph debuted the Daytona 675R. There were no changes to the engine in the 675R, with Triumph instead focusing on the standard inclusion of Brembo front brakes, Öhlins suspension and a Triumph quickshifter. The 675R has a carbon fiber front fender, rear mount, exhaust cover, heat shield and cabin fill panels. [17]

2013[edit]

The 2013 triple is smaller and slightly more powerful due to its shorter gear ratio. The bicycle frame is smaller, lighter and narrower. It has a larger airbox, new swingarm, slipper clutch and lighter wheels. Other changes include a fuel gauge and side-mounted exhaust system instead of the under-seat mount from previous models and Brembo rear brakes on the Standard 675. ABS is an option on the standard bike.

2014[edit]

ABS hardware as standard. Slip clutch and quick shifting (upshift only) are provided.

TEST DRIVE: Triumph Daytona 675 (2009) – Second attempt

This is truly an unusual moment in the history of motor sports: in the wake of a general recession, Triumph looks invigorated, expanding its sales market and looking overseas. The moment also became unusual because, in fact, the “second edition” is not a completely updated Daytona, but only a slightly modernized one. What makes the moment historic is that Triumph is throwing its motorcycles into the thick of things, where just yesterday Japanese “metric” bikes dominated. At the same time, the D675 remains the most affordable sportbike in the niche.

MOTOGONKI.RU, September 23, 2009 — Throughout the entire test, I remembered this and tried to draw some conclusions. But, with each new circle passed around Cartagena, my thoughts smoothly switched to other horizons. Triumph has had a hard time outdoing itself since the TT600 was born. The legendary model was replaced by the Daytona 600 and 650, but did not achieve much success. It was only with the advent of the D675 that the world began to talk again about the return of the British sportbike.

So what do we have in 2009? A light, fast and stylish bike - these are the main goals set for the R&D department in 2007. First of all, the 2009 model is much faster: having received an updated engine that spins 500 rpm faster, the motorcycle rides much better on top. The entire engine was redesigned, especially the cylinder head and exhaust manifold. This made it possible to extract an additional 3 hp. and increase peak power to 128 hp. At the same time, there is no loss of torque, and the electronic limiter has been moved to 13900 rpm. During the test, in addition to everything else, I got a slightly tuned version, equipped with the original Triumph Quickshifter system and Arrow direct exhaust. The new bike was a real discovery for me!

More about the new products that catch your eye when you quickly scroll through the specifications for 2009: high-speed Kayaba suspension with a full range of adjustments and powerful, monoblock Nissin. At Cartagena, the guys from Triumph spent a lot of time during preliminary tests, which is why the presentation of the new product took place here: we were able to fully experience all the delights of a properly tuned sports motorcycle.

Triumph is proud of the new wheels, which have saved 1 kilogram each - that's a third of the total lift: a new dry weight of 162 kg. It’s great when a manufacturer is happy when they announce a reduction in “dry” weight, but the end consumer is always more interested in what the motorcycle equipped for the trip will be like. Surprisingly, this “six hundred” steered and felt exactly its weight. Mainly because of ergonomics. Of course, this is a sportbike, and the seating position in the saddle is close to racing, but much more comfortable than in the saddle of a Yamaha R6. With my height of two meters, I found a lot of free legroom. He quickly found a comfortable position and hooked his knees onto the embossed tank.

After a long break since the official launch of the Ducati 1198 in Portimão, I had not experienced any sports bikes, so some tactile-muscular memories of the Duca remained, so I was impressed by the torque of the D675 in the middle of the rev counter. Another thing that is clearly imprinted on my brain is excellent handling. And again, in parallel with Ducati: it is no secret that the Daytona is in some ways a competitor to the 848, the mid-sized superbike from Italy. More than once I started to take turns too early, remembering the Duka’s somewhat inertia! Having gotten used to the ease of steering, I immediately improved my lap time.

As I rolled off the throttle in third gear, exiting a fast chicane followed by an almost straight, long right-hander, I gave the entire chassis and tires a serious jolt. Fourth gear seems too short on a track like this - you give it fifth! Then, brutal deep braking, three gears down and entering a tight right-hander at the top of the hill. Full throttle, third, fourth... and again two gears down before the very narrow left hairpin. On a standard bike not equipped with a Quickshifter, I noticed a couple of unpleasant moments when quickly clicking the foot - if these happened at the wrong moment, and... The Qucikshifter is included in the Triumph racing kit, it can be ordered or bought in the showroom - it solves a lot of problems! Installed on the D675, Quickshifter allows lap times to improve quickly, especially noticeably in Cartagena. Imagine shifting up and down at close to 12,000 rpm, without a clutch or even the slightest twist of the throttle! No loss, no risk, just clearly visible acceleration that pulls you out of the corner at the right moment.

The 2009 model is prepared for the installation of this equipment without interfering with the electronic circuit: just plug the connector into the desired connector, the ECU software will automatically recognize the original accessory. The motorcycle will not work with older Quickshifter models. Triumph also offers its riders a quick firmware replacement scheme - TRACS. You can replace the entire unit or upload the required software through the service connector. The chassis is the same as its predecessor - overall, not a bad thing. Some changes in the suspension settings: at the “tops” the motorcycle rides very smoothly, even at 12,000 rpm. I like an active ride with a lot of side-to-side movement, so I found the D675 to be a bit harsh. I preferred the “soft” rear shock setting, just tightening the preload slightly for better weight distribution.

Pirelli Diablo Supercorsa SP - factory equipped motorcycle: 120/70-ZR17 on the front, 180/55-ZR17 on the rear wheel. The tires are clearly not designed for our climate, but they are ideal for driving on the dry, well-heated asphalt of a Spanish race track. In general, SP are slicks with a small groove of 2/3 of the tire: in the rain, they do not guarantee good grip. In Cartagena, both cylinders withstood all the abuse at the lowest angle with throttle changes in second gear. Even when the rear wheel began to slip off the path, this was controlled by a slight change in the position of the right hand. The front end worked just perfectly: tires, 41 mm forks and Nissin monoblocks - this is a very well selected and tested set. We were so excited about high-speed steering that at the end of the first day of testing we were quite surprised that we managed to save the middle part of the tread - for the road test!

The “bottoms” are poorly readable, so all the engine’s work is in the second half of the tachometer scale. The main straight of Spanish Cartagena runs at 200 km/h - close to the red zone. As for me, I didn’t disdain the power wheelie at maximum speed. Triumph says the Daytona 675 is capable of reaching 257 km/h. Not sure. On a standard bike, it was difficult for me to completely hide behind the small standard windshield. But with the tuning double bubble, which is again offered as a racing accessory, it became possible to raise the head a little. I got the idea that the factory should slightly change the front fairing for next season.

At the press conference, Triumph product manager Simon Warburton told us a little about the Daytona's success on the world stage and how it compares to previous models. I came to the key phrase that warmed my soul: he said that the company had done everything to facilitate the installation of tuning windshields on the motorcycle. Original accessories and plastic seats are equipped with special clips. This became available only in 2009. Among the differences from previous models: the dashboard, windshield and headlight. Redesign is not the main activity of the plant, which deliberately improves the quality of engine assembly. Compared to the first D675 model, the quality standard of finishing has almost doubled. Daytona occupies a middle position in the niche of sports 600 cc motorcycles, not trying to dump low prices, but not inflating them either.

The next day we were given the opportunity to do a short road test drive, which, to be completely honest, was a little disappointing. We quickly passed several picturesque mountain ranges, coastal highways and small serpentines. The Daytona 675 showed its full potential in tight road hairpins, but on fast highways, many of us complained of fatigue: the D675's seat is not conducive to long journeys. Some journalists took gel seat pads with them and kept quiet. But this is cheating!

Total

Although the 2009 Daytona 675 is said to be "only mildly redesigned," Triumph has made major changes to more than 50 parts. And it worked: the 2009 model is significantly different from the previous one - it is smoother in every way. The new suspension gives the bike a precise ride, making the 675 one of the best Supersport motorcycles money can buy. The three-cylinder engine is a great find and finds its home in a very narrow, rigid chassis. Of all the “triumphs,” this is my favorite.

Pros: + Engine is superb from mid-range to redline + Unrivaled handling + Lots of customization available to the average driver - lots of fun on track days

Cons: - Without Quickshifter: gearbox shifting up is not very clear

Tor Sagen, especially for MOTOGONKI.RU from Spain

Photo: Jason Critchell and Paul Barshon

Specifications [edit]

All characteristics are declared and evaluated by the manufacturer, unless otherwise stated:

Triumph Daytona 675 – TEST

Unknown Britain

2013 onwards, 675 cm³, 128 l. s, 184 kg (curb weight), 260 km/h, 605,000 rub. (price of version with ABS)

text: Anton Vlaso

photo: Roman Romanishin, Nikita Kolobanov

In the photo: Anton Vlasov

»The Triumph Daytona 675 is very popular both in Europe and in the USA, where this Supersport motorcycle is often found not only on city streets, but also on race tracks. The reason for people's love for the British sportbike is the excellent balance of the model, which even in the standard version (not to mention the top-end modification 675R!) is ready for weekly track days and amateur racing. However, in Russia, the three-cylinder Daytona 675, like most motorcycles of the English brand, is still a rarity. Unlike Japanese technology, Triumph vehicles are still Terra incognita, and therefore many motorcyclists bypass them... And, as I was convinced of after two days of testing on the Russian Kazan Ring track, it was in vain!

The Triumph Daytona 675 is far from a young model: the motorcycle was introduced in 2006, when it replaced the previous generation device with the “650” index. Over the years of its existence, the British sportbike has been updated more than once, and the 2013 model is the result of another “upgrade”, and one of the most dramatic in the entire history of the device. The number of innovations is such that it’s time to talk about a completely new motorcycle! The Daytona 675 received a new frame, lightweight and strengthened, as well as a new two-piece cast subframe made of aluminum alloy. The asymmetrical swingarm of the rear suspension was also redesigned, which was necessary to accommodate the modified engine exhaust system. Like the frame, the swingarm is slightly lighter and stiffer. The 2013 model has an all-new inline 3-cylinder engine with an all-aluminum block and ceramic-coated cylinder walls. Due to the implementation of new technologies, British engineers slightly boosted the power plant: the maximum power of the Triumph Daytona 675 increased from 125 to 128 hp. s., which are now “removed” at 12,600 rpm, the torque increased from 73 to 75 Nm, and the moment the rev limiter was activated was shifted to 14,400 rpm. The size of the engine also changed: the stroke of the pistons was reduced and their diameter was increased, which made the engine more responsive to the movement of the throttle. Increased loads required the use of titanium valves, which are lighter, stronger and faster.

Of course, there were changes to the engine intake and exhaust systems. The geometry of the air ducts at the front of the motorcycle has been changed, and the configuration of the air filter chamber has been redesigned. Now there are two compact fuel injectors per cylinder, which together more efficiently fill the combustion chambers with the fuel-air mixture. Coupled with changing the settings of the engine control unit, all this made it possible to make the Triumph in-line “three” not only more economical, but also “cleaner” for the environment. British engineers placed the compact exhaust system under the “belly” of the motorcycle, which was done to improve mass centralization. The Daytona 675's chassis has also been upgraded, although not as radically as the engine and frame: the front and rear fully adjustable KYB suspension have been retuned, and the wheels and rear brake caliper have been lighter. As befits a modern Supersport motorcycle, the Daytona 675 model is equipped with the necessary minimum of track (let's call it that) equipment - and even a little more! The British sportbike is equipped with a steering damper, a slipper clutch, ABS with racing mode, a lap timer and an LED gear shift blinker, the timing of which can be changed at your discretion. And, of course, not only engineers, but also designers worked on the motorcycle: the 2013 device received a radically updated look, more modern and more aggressive!

For ale lovers Any zoologist knows that it is necessary to study an object in its natural habitat: system administrators in stuffy, cluttered and smoky cells, old women at a combat post at the entrance, cute schoolgirls with pink bows in their hair in the darkest and dirtiest gateways... and a sports motorcycle - on the track. New and shining, like the shoes of a true gentleman polished to a metallic shine, the editors of SuperBike Magazine took the Triumph Daytona 675 to a reserve for its kind - to the Kazan Ring track, where the British sportbike lasted two full track days. If getting to know the city usually begins with a long evening in the central bar, then getting to know a motorcycle starts with “trying on” ergonomics. Indeed, for sports equipment, on which the pilot does not sit like a proud king penguin, as on cruisers and tourers, but actively participates in the control process, “correct” ergonomics and a comfortable landing are critically important. Since the Triumph Daytona 675 was developed not by small lovers of boiled rice, but by fairly large consumers of British ale, everything is in order with the free space in the “cockpit” of the English sportbike. And even those obedient ones who, as children, always finished their oatmeal in the morning, can get behind the wheel of a motorcycle without any problems. Despite the sporting purpose of the Daytona 675 model, the designers of the Triumph concern, fortunately, did not forget that the device is street legal, and therefore in terms of comfort it should be slightly superior to a gymnastic apparatus, offensively nicknamed a goat... But at the same time, it should not relax the owner of the device, who decided to get out on the road. track, so much so that in one of the chicanes you would want to place a down pillow on the dashboard and take a little nap. In general, this paradoxical story applies to all production sports bikes, which seem to be fast and racing, but at the same time 99% of the time they are used is spent outside special tracks. And the Triumph Daytona 675 is another clear example of the compromises that motorcycle manufacturers have to make.

Despite all the “sportiness” of the riding position on the Daytona 675, the clip-ons are not located extremely low, and fortunately the pilot’s footpegs do not form a “grasshopper on a bicycle” riding position - the British sportbike is equally comfortable to ride both in the city and on the track. Another undoubted advantage of the Triumph motorcycle is its moderately high seat, which is located 30 mm lower than that of the popular Yamaha YZF-R6, and therefore most people will not need a stool to sit on the Daytona 675.

Bigger Caliber One of the unique features of the Daytona 675 is the famous 3-cylinder engine, which has long been the hallmark of Triumph motorcycles. A very rare, it must be said, configuration of the power plant, which is rarely found even in the automotive world, where the variety of types and types of engines is the envy of the number of stars in the galaxy. The uniqueness of the in-line “three” is that this engine successfully combines the advantages of “explosive” 4-cylinder power plants, much more common in Supersport class vehicles, with the character of the high-torque in-line “two”, traditionally used in purely urban models... Of course, not all so rosy, and 3-cylinder engines have features that many owners of in-line “fours” will find disadvantages. But more on the sad stuff later. If you have never ridden a Japanese 600 cc sportbike, which are all equipped with in-line 4-cylinder engines, then here is a brief “psychological portrait” of the engine of a machine of this type... The heart-rending screech of a hot exhaust system, the exhausted tachometer needle convulsively beats against the insurmountable barrier of the limiter revolutions, triggered deep in the “red zone”... In one 100-meter segment from turn to turn, there are three up and three down gears, and in the event of an error with the choice of gearbox stage, the engine wearily stumbles into the suddenly “fallen” load on it at medium speeds and almost stalls... Controlling such a device is always a struggle, always riding at maximum speed, which is in many ways reminiscent of a battle with a two-stroke motocross motorcycle. In general, this is not an amateur activity. With the 3-cylinder Triumph engine, the relationship is definitely not so scandalous.

But before praising the magnificent characteristics of the British engine, it is worth recalling that the British, as always, cheated and deceived the whole world: the Daytona sportsbike engine has a full 675 cm3, and not an honest 600 cm3, and an additional 75 “cubes” is a very powerful argument! It's like the standard military AK-74, which uses 5.45 mm cartridges, and the AK and its improved version AKM, which fire 7.62 mm cartridges: they seem to be almost the same machine guns, but the effective range and destructive power are different.

Kinder, softer, calmer... The main thing that strikingly distinguishes the character of the 3-cylinder Triumph engine from the in-line “fours” of its competitors is its confident traction at medium speeds, where the engines of Japanese sportbikes demonstrate sluggish performance, like spring flies. And this is definitely an advantage of a British motorcycle that you need to know about and don’t be shy about showing it off (we’re talking about an advantage)! There are a lot of options for effectively using this feature of the English “troika”, but the most obvious is slightly earlier acceleration when exiting corners. The 675 cc engine begins to accelerate the Daytona before the 4-cylinder opponents, slightly dozed off in the chicane, wake up. Due to the same character trait, the British “troika” is much more tolerant of errors in gear selection, although not approving of the pilot’s negligence, but certainly without singing a dirge about good lap times, as inline-four sportbikes do. As a last resort, if Akela still missed more than it should have, and the 128-horsepower engine of the new Daytona 675 becomes silent resentfully, lowering the tachometer needle just below the mid-speed zone, you can always cheer up the engine a little by simply playing along with the clutch. And with a 3-cylinder power plant, such tricks go almost unnoticed, whereas in a similar situation behind the wheel of a Japanese 600 cc sportbike, you are almost guaranteed to lose a few precious seconds. But for all good things you have to pay, and in the case of the Daytona 675 you need to sacrifice something as beloved as Thai massage, pickup, which is not exactly absent in the British sports bike, but is not as pronounced as in motorcycles with 4-cylinder engines. Of course, it doesn’t reach the rustic straightforwardness characteristic of V-shaped “twos”, but there is also no feeling that a little more, and either the engine screeching at 14,500 rpm will explode, or your crew will still take off... There , where the engines of most Japanese sportbikes demonstrate maximum performance, the Triumph inline “three” has long had a rev limiter. And the fuel injection system, and at the same time the engine, had a quiet time. To summarize what was written above: the Daytona 675 power plant not only encourages a different riding style than on motorcycles with 4-cylinder engines, but also urgently requires you to change the habit of fixing the throttle handle with electrical tape and stop waiting for the row of blinker LEDs on the dashboard to finally appear. , will miss the cherished “P-E-R-E-K-L-Y-C-A-Y!” There is no point in over-twisting the Triumph engine - it will only waste time and abuse the motorcycle. But once you lower the engine's operating range a little, get used to accelerating a little earlier, taking advantage of the Daytona 675's good mid-range thrust, and shifting a little earlier, your lap times will begin to rapidly melt away, shedding extra milliseconds with each session.

Ecosystem Like most production sports bikes, created to please both “ours” (who use equipment of this class mainly on the track) and many “yours” (who prefer sports motorcycles in the city), the Daytona 675 chassis tuning is another compromise. Unlike the top-end R version, which is equipped with “adult” Öhlins suspensions, the standard model, although fully adjustable, still has “civilian” Kayaba components. British engineers sensibly decided that city slickers who buy the Daytona 675 because of its beautiful design are unlikely to appreciate the racing-like rigid chassis, and tuned the motorcycle suspension, so to speak, for a “wide range of people.” In reality, this means that up to At a certain speed, the chassis of a British sportbike behaves as predictably as possible and... to be more precise, it does not behave at all! The coordinated work of the suspensions is taken for granted (after all, this is a modern sportbike, and one of the best in its class!), and the participation of a completely new lightweight and reinforced aluminum frame in the process of driving the Daytona 675, of course, is not felt. The “pilot + motorcycle” combination forms a single system of organisms harmoniously complementing each other, an almost ideal ecosystem... But, as in living nature, as soon as one element changes the balance, increasing its influence, the coordinated operation of the system will be disrupted. As the speed increased and the lap time decreased, the suspension of the Daytona 675 began to make more and more adjustments to the process of carefree and completely controlled control of the motorcycle, this annoying note of unpredictability appeared when your expectations as a pilot do not always coincide with the actual behavior of the equipment... The later and more intense the braking became, the more the fork “folded” and the more desperately the rear wheel “repositioned,” clinging with all its might to the rough asphalt of the track with its magnificent standard Pirelli Supercorsa tires. The higher the cornering speed, the more the suspension “played along” on minor waves of the track...

It probably sounds ominous, but in fact, all deviations of the Daytona 675 from the norm were entirely within the standard (let’s call them that) tolerances of any production sports bike! In addition, just a few clicks on all the adjusting screws of the fork and monoshock, without exception, and the “British” chassis became stiffer, which largely solved the questions that arose for me. To finally dispel doubts about the suitability of the Triumph sportsbike chassis for truly fast driving on the track, I asked Sergei Krapukhin, multiple Russian champion in ShKMG in various classes and winner of the German IDM 2011 championship, RWT Motorsport team rider, to do a few laps on the test motorcycle. Sergei’s verdict was as follows: even in the production version, this motorcycle is ready to participate in amateur racing with almost no “buts”! No problems with handling, excellent torquey engine, completely predictable behavior of the Daytona 675 both in corners and when braking. There are only two comments: soft suspension and overheated brakes... However, expect other comments from a person driving a lap around the Kazan Ring track in 1 minute. 25 seconds would be strange. Speaking of brakes. If you are not the Russian champion in ShKMG and do not burn through a set or two of tires during a track day, then the potential of two front brake discs paired with radial 4-piston Nissin calipers and a rear 220 mm disc mated to a 1-piston a Brembo bracket will be enough for you, and you can only overheat the Daytona 675 brakes with a blowtorch... The new switchable ABS, which can work in racing mode, does it so intelligently and unobtrusively that there is no desire to deactivate the system.

Sergey Krapukhin Multiple champion of Russia in ShKMG

Despite the fact that the motorcycle was standard, I was completely satisfied with the performance of the suspension - and this despite the fact that the mechanics did not touch it. In other words, the bike was at factory settings. Surprisingly, the tires that are installed on the motorcycle on the assembly line also worked well on the Kazan track. The engine felt almost incomparable even to my combat Yamaha YZF-R6, which, as you understand, is quite different from the original. I was quite pleased with the ergonomics of the motorcycle. The only drawback I discovered on the sixth lap was overheated brakes. But this is a problem with almost all factory cars if you drive them in extreme conditions. In general, the motorcycle already has very decent sporting potential in its base, and if the “Englishman” is brought to mind and modified to meet the requirements of the Supersport 600 class, then Triumph will be able to drink the blood of many competitors and pose a real threat to 4-cylinder cars.

Favorite So what's the bottom line? In my opinion, the Triumph Daytona 675 is one of the best (if not the best!) Supersport motorcycles on the Russian market! SuperBike magazine will definitely pit direct competitors against each other in a comparative test, but even without a confrontation with their Japanese counterparts, it is clear that the British sportbike is the clear favorite in this battle. For a long time I tried to find at least some significant drawback in the Daytona 675, but I couldn’t do it: design, level of equipment, original design, engine characteristics, handling, braking system efficiency, price... By the way, about the last one: a motorcycle without ABS costs 575,000 rubles, which is even cheaper than some Asian competitors! At the same time, already in the standard configuration, the Triumph sportsbike is “packed” to the envy of many “Japanese”: a slipper clutch, a steering damper, excellent tires and a programmable blinker - a completely “adult” set. The version with ABS is estimated at 605,000 rubles, which is also adequate. /

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