Driving report Triumph Daytona 650
Triumph’s little Daytona has already made a friendly face. Now their drivers also have more reason to smile thanks to the 650 cm3 displacement and noticeably more pressure.
Go your own way «?? go your own way. Triumph’s new advertising slogan counts not only for the Speed Triple or Rocket III, but also for the Daytona 650.
The design of the previous 600 series differs from it only in the black aluminum silencer. But easily breaks the Supersport regulations: An extra helping of hub ?? 3.2 millimeters pumps up your engine to 646 cubic centimeters.
While the 600 Daytona was still the shortest-stroke machine in the Supersport class, the 650 combines the largest bore with the longest stroke. After all, the 68 pistons have 44.5 millimeters between the dead centers in front of them. You don’t have to be asked twice, the injection engine starts spontaneously, the automatic starter controls the warm-up precisely.
The 650s grumbles duller and deeper, simply more mature than the 600s sister present for comparison. Mechanically, however, the enlarged four-cylinder runs much more smoothly. This is due to the zero backlash gear of the primary drive. The clutch with seven instead of nine clutch plates, crankshaft and cylinder head are also new. Con rods, pistons and camshafts, however, remained unchanged.
Right from the start, the 650 engine is noticeably more powerful. The performance characteristics are reminiscent of a Kawasaki Z 750. The power plus increases with increasing engine speed, but the 650 encourages upshifts much earlier. You are usually one gear higher than on the more rev-hungry 600.
You have to shift down less often and not as far to overtake. In case several courses at once
have to be stepped down, that’s no problem either, because that modifies-
Te transmission with molybdenum-coated shift forks makes gear changes easier. The gear lever is no longer seated
directly on the shaft, but sorts the gears using a linkage.
In times of pure horsepower swagger, Britain is pleasantly modest. The
114 HP without Ram-Air effect seem realistic. Optionally, 98 or 34 horses also trot. The four-cylinder has lost none of its revving power, lighter bucket tappets make it possible. At around 13500 tours, the rev limiter puts an end to the fun.
The quad hangs directly on the gas, two throttle valves per intake tract ensure quick response. Because of better turbulence in the newly designed combustion chambers, the 650 engine is said to be a little more economical with fuel. The performance is a bit tough-
use in the event of abrupt gas bursts-
Characterized load change reactions require increased concentration in tight curves.
The front wheel likes to climb up when accelerating rapidly, and it is not uncommon for the handlebars to twitch on undulating terrain. A steering damper wouldn’t be a mistake. Otherwise, the unchanged, fully adjustable chassis is lamb-pious. The conventional 43 speaks sensitively-
Fork on, the central spring strut, which is linked by a lever system, is a little tighter.
The Daytona is in its element on winding country roads. Wonderfully handy, it scurries through the Winkelwerk, even at high speed it only needs it
slight steering impulses. The 650s get the Pirelli Diablo with the special code “T” for Triumph. They adhere very trustingly even to damp sections. Self-damping and feedback from the tires are also correct.
Well gripping and finely dosed, the four-piston stoppers also catch even hot-blooded pilots safely. The seating position is almost comfortable for super sports conditions? thanks to moderate knee angles and sufficiently high handlebar stubs.
In addition to the joy of driving, the savings are not neglected. The Triumph is commendably a round thousand cheaper than comparable Japanese. For less than 9000 euros it is a great country road motorcycle with fine details such as cranked tire valves, G-Kat and stainless steel exhaust system. Not to forget the inner fenders and pillion seat covers, color-coded in tone. The frequent driver is pleased that the 650cc Daytona enjoys long maintenance intervals of 10,000 kilometers, which is typical of the brand. If that isn’t a reason to smile.
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