Comparison test: Triumph Daytona 675 R old against new

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Comparison test: Triumph Daytona 675 R old against new

2013 Daytona 675 R versus its predecessor

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It came, saw and won – the Triumph Daytona 675 R dominated the Supersport class for years. But despite this dominance, the English did not rest. The all-new Triumph Daytona 675 R is preparing to push the older sister from the throne.

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Triumph Daytona 675 R old versus new.

There is no time to rest in the sports segment. Everyone complains about falling sales, but anyone who treats themselves to a creative break in this high-tech area risks enormous damage to their image and may lose touch. Many renowned 1000 manufacturers can tell you a thing or two about it. Triumph obviously had no desire to take that risk in the 600s – the only class in which the British put tough athletes and in which they dominate the tests worldwide.

But this position is threatened by model year 2013 at the latest, as we know, because Kawasaki raised the bar with the ZX-6R 636, especially in the electronics area, but also with the engine. But after the green Japanese hit the Suzuki GSX-R 750 in PS 1/2013 hard in the ribs, but was not available for a current test, we grabbed the 2012 Triumph Daytona 675 R from SBF (www.triumph-stuttgart. De) and let the sisters loose on each other – in Rijeka, a very special route, as we will see in this duel. 

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The rear view of the two Daytonas.

Face to face

A lot has changed visually. The underseat exhaust that gives the 2012 model this plumpness at the rear has completely disappeared. The new Triumph Daytona 675 R has a slim and flat rear end, which is appreciated at the latest when making small and long trips on longer straights. In the current model, the exhaust is located at the bottom right and, integrated into the lower fairing, is quite well done. In general, the case is cut a lot sharper, even if you lose the unmistakable Triumph identity of the predecessor.

In any case, the new Triumph Daytona 675 R looks significantly more aggressive and flatter from the front. Tea tubular spaceframe was turned into a cast part – only the red remained the same here. The technically most obvious difference can be found in the brake. An ABS now works where the good Brembo stop packed in the windshield without sensors in 2012. Anyone who continues to curiously revolve around the two opponents will also notice that the TTX strut is now arranged differently. The rebound and compression adjustment is much easier to achieve and, thanks to the elimination of the raised manifold, it can also be safely adjusted with bare fingers during short setup stops. The rest are little things like mirrors and the like, if it weren’t for the engine. This year it is still three-cylinder, but has a significantly shorter stroke (49.6 mm compared to the previous 52.3 mm stroke). This means that the new Triumph Daytona 675 R turns even more willingly and, above all, 500 tours further. 

Duel Triumph Daytona 675 R: 2012 versus 2013

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The new Triumph Daytona 675 R looks even more compact.

Which brings us to the middle of the sister duel. Because now the engines are already growling, the Pirelli Diablo Supercorsa SP mounted on both of them claw into the super-grippy asphalt of Rijeka and the brakes are taken down to the last groove. The subtle technical changes to valves & We already presented Co. in detail in the previous PS. Now the most important thing is performance. The most striking feature of the new three-cylinder engine is its almost silky running. While the engine of the predecessor vibrates clearly, even if not very annoyingly, the new unit works particularly inconspicuously – without giving up the robust sound. And the new one scores again when it comes to pulling power, because thanks to the higher engine speed limit, the Triumph technicians were able to cut the secondary ratio by one tooth. In a direct comparison in sixth gear, the 2013 model pulls away significantly by several meters at start / finish. However, the new Triumph Daytona 675 R cannot clearly set itself apart in terms of lap times (old: 1: 40.2 min, new: 1: 39.8 min). As the?

A shorter translation is only really effective if it fits the respective route. The new Triumph Daytona 675 R had to be shifted more frequently in Rijeka despite the higher engine speeds – which takes a bit of time. The current transmission, which now takes the throttle valve position into account thanks to modified electronics via the standard automatic gearshift, was able to inspire the driver completely, but not cut much per lap. Be that as it may, the driving experience that the new one gives is wonderful, because it can not only be shifted more beautifully, but with the anti-hopping clutch that was installed for the first time, it can also be neatly torn into the corner. This is where the new Triumph Daytona 675 R really scores points over its predecessor.

The chassis of the Triumph Daytona 675 R

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The new TTX shock absorber benefits from the rearrangement of the adjustment wheels and the elimination of the manifold.

There are also points on the account for the chassis. But it is within limits. In some places the former GP track is now a real beet field and reveals both the new and the old Triumph Daytona 675 R to be very tightly damped racers. The younger one looks a bit more pleasing, which can be seen from the setup, especially from the monoshock. While the 2012 Triumph Daytona 675 R begs for a completely open pressure stage, the new one gets by with a few clicks less. Nevertheless, it also responds to short, hard blows with jacks and wedges, and the high-speed damping is made for racing on smooth surfaces.

In general, however, the two don’t give each other anything in terms of handling, feedback and stability, they act on a very good level. During the setup check, we discovered why the newcomer did not display the razor-sharp turning behavior of the Cartagena presentation. Instead of the specified 15 mm static negative spring travel, the 2013 model offered 18 mm, which means it sits deeper in the back than the test bikes from Spain. When asked, Triumph developer David Lopez admitted that there can be up to three percent deviation from the norm in the spring rate. Which is not very much, but unfortunately our bike hit and made itself felt accordingly.

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The cockpit reports, among other things the selected ABS mode – here Circuit.

Another point of criticism: The washboard inlays on the slope in very fast passages such as after the first right or out to the start / finish unmask the kickback tendency of both models, which was a bit more pronounced in 2013 – which is due to the new, perceived stiffer frame could. An adjustable steering damper would help, but this is not the case despite the R model. The brake is a very complex topic. The current Triumph Daytona 675 R, with ABS for the first time, offers the modes "Normal" and "Circuit" at the push of a button. We first tried the racetrack set-up and found in the few really hard braking zones that the ABS regulates relatively early. Several thoughts went through our heads. While the Triumph Daytona 675 R was still tending to stoppies in this mode at the presentation in Cartagena, this was not the case this time. In view of the fact that the machine sinks a little deeper at the rear, this phenomenon can also be easily explained and reveals how sensitively the motorcycle responds to changes in the chassis.

In any case, the fact is that the braking feeling is better on the old Triumph Daytona 675 R. Your pressure point is very transparent and the delay can be felt and controlled perfectly. With the ABS of the new you always have a somewhat indifferent feeling in the lever, sometimes the pressure point hardened when you firmly grabbed. Without further ado, we decided on the off mode and lo and behold: Now the 2013 Triumph Daytona 675 R has made its sibling better when it comes to braking.

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In comparison, the new Daytona 675 R 2013 is consistently ahead. But the old Daytona remains a hell of a good athlete.

At the test meeting, the verdict on the brake metering was therefore: 7 points on the racetrack with ABS, 9 without – makes the 8 points on average in the evaluation box. PS is of the opinion that the ABS is still a great argument for the new Triumph Daytona 675 R, because the motorcycle will be driven by many on the country road – where the engine characteristics also fit. However, based on our experience and the road-like nature of the Rijeka pavement in many corners, we believe that the circuit mode works very well in the wild, but the normal mode regulates too early for experienced and sporty colleagues who brake.

On the race the ABS helps newbies in particular to find out how late they can brake. However, cracks feel drawn to the off switch. Finally the Croatian track manager waves the checkered flag. We sit in front of the two opponents and immediately agree on one thing: Both bikes are devilishly good athletes and almost at eye level. Only the better is the best … of course!

PS judgment

Triumph Daytona 675 R 2013:
The new one not only convinces with its ABS. Otherwise it does not score exorbitantly, but steadily – from the new engine to the chassis to the seat position, this clever and comprehensive model development brings you victory.

Triumph Daytona 675 R 2012:
As an old iron, it can not be reviled for a long time and demonstrates how good the Daytona was from the state.

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HP measurements, performance and setup

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The 2012 Triumph Daytona 675 R (right) compared to the 2013 model.

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The 2012 and 2013 Daytona performance graph.

In principle, both Triumph Daytona 675 R turn neatly upwards. However, the old model shows a torque sag at 6000 to 7800 rpm, while the 2013 Triumph Daytona 675 R develops its power very linearly. With 127 hp it is also beautifully in the juice and benefits from the shorter secondary gear ratio, which can be seen when pulling through. From 50 to 150 km / h, the new Triumph Daytona 675 R clearly leathers the old model, seven tenths are a lot.

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Performance

Acceleration** Draft** Top speed *
0-100 km / h 0.150 km / h 0.200 km / h 50-100 km / h 100-150 km / h
Triumph Daytona 675 R 2012 3.4 s 5.7 s 9.8 s 4.6 s 4.9 s 263 km / h
Triumph Daytona 675 R 2013 3.4 s 5.3 s 9.4 s 4.3 s 4.5 s 258 km / h

* manufacturer information; ** PS measurement

Setup of the Rijeka race track

Triumph Daytona 675 R old Triumph Daytona 675 R new
fork
strat. neg. travel 30 mm 30 mm
Pressure level 19 clicks on 12 clicks on
Rebound 11 clicks on 10 clicks on
level default default
Strut
strat. neg. travel 12 mm 18 mm
Pressure level high – –
Low compression 22 clicks on 10 clicks on
Rebound 4 clicks on 8 clicks on
level default default
Tire / tire pressure
Pirelli Diablo Supercorsa SP cold front: 2.3 bar; cold rear: 1.8 bar

All damping settings counted from completely closed; static negative spring deflection standing vertically without a driver.

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HP data Triumph Daytona 675 R

Triumph Daytona 675 R (YOC 2012)

Drive:
Three-cylinder in-line engine, four valves / cylinder, 91 kW (124 hp) at 12600 / min *, 72 Nm at 11700 / min *, 675 cm³, bore / stroke: 74.0 / 52.3 mm, compression ratio: 12.65: 1, ignition / injection system, 44 mm throttle valves, mechanically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat, chain

Landing gear:
Light alloy bridge frame, steering head angle: 66.1 degrees, caster: 89 mm, wheelbase: 1395 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 110/130 mm

Wheels and brakes:
Light alloy cast wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, test tires: Pirelli Diablo Supercorsa "SP", 308 mm double disc brakes with radially attached four- piston fixed calipers at the front, 220 mm single disc with single-piston floating caliper at the rear

Measurements and weight:
Length / width / height: 2047/796/1100 mm, seat / handlebar height: 825/845 mm, handlebar width: 660 mm, 191 kg fully fueled, v./h .: 51.6 / 48.4% rear wheel performance in the last gear 86 kW (116 PS) at 236 km / h

Consumption:
Fuel type: Super unleaded. Average test consumption: race track n.a., 17.4 liter tank capacity, range: n.a..

Base price:
12,740 euros (plus additional costs)


Triumph Daytona 675 R (YOC 2013)

Drive:
Three-cylinder in-line engine, four valves / cylinder, 94 kW (128 PS) at 12500 / min *, 74 Nm at 11900 / min *, 675 cm³, bore / stroke: 76.0 / 49.6 mm, compression ratio: 13, 1: 1, ignition / injection system, 44 mm throttle valve, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain

Landing gear:
Light alloy bridge frame, steering head angle: 67.0 degrees, caster: 88 mm, wheelbase: 1375 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 120/133 mm

Wheels and brakes:
Cast light alloy wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, test tires: Pirelli Supercorsa "SP", 310 mm double disc brakes with radially attached four-piston fixed calipers at the front, 220 mm single disc with single-piston floating caliper at the rear, ABS

Measurements and weight:
Length / width / height: 2080/820/1130 mm, seat / handlebar height: 835/850 mm, handlebar width: 660 mm, 192.5 kg fully fueled, v./h .: 52.7 / 47.3% rear wheel performance in last gear 88 kW (120 PS) at 222 km / h

Consumption:
Fuel type: Super unleaded. Average test consumption: racetrack n / a, tank capacity 17.4 liters, range: n / a.

Base price:
13,690 euros (plus additional costs)

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