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Driving report Triumph Daytona 675 R

Short motorcycle with a crisp engine

The previous Daytona was already a short motorcycle with a crisp engine. The new one has been refined in many ways, but retains this character. How she does it, of course, cannot be described in three words.

Triumph Daytona 675 R

W.What gear for curve number three? Anyone who taps the racetrack in Cartagena, southern Spain, faces this question. The tight downhill left-hand bend has to be approached from a right-hand bend with an energetic flipping of the motorcycle, but during the first few laps you act too cautiously, you are too late for the right line and park on an incline. The engine paralyzes at low revs in second gear, but it pulls and brakes so hard in first that you produce a mess of load and lean changes.

Driving report Triumph Daytona 675 R

Short motorcycle with a crisp engine

triumph

New look, familiar character: the new Daytona 675 R.

This development includes careful use of the brake. Not because it’s too snappy. Don’t worry, the Brembo monoblock system can be dosed very finely despite its enormous power, and the Nissin ABS, which is standard on the Daytona R, is also on board. But in racetrack mode, which is also strongly recommended on the racetrack, the stoppie control is disabled. If you pull too hard on the lever too quickly, you put the short, light Daytona a tempo on the front wheel, possibly steeper than you would like. Even in the uphill braking zone at the end of the home straight, small bumps occasionally nudge the rear wheel into the air. And even when braking less sharply in an inclined position, the rear wheel is largely relieved, so that even the new anti-hopping clutch cannot prevent occasional dangling when engaging the clutch after downshifting. Nevertheless, it deserves praise because its relatively soft springs require little actuation force.

As with its predecessor, the new Daytona R also features Ohlins suspension elements, the coordination of which has been revised. The fork offers ten millimeters more suspension travel, and the TTX shock absorber has a softer spring. This change is particularly noticeable; the rear suspension is nowhere near as stubborn as it used to be. The revised gearbox, which has a new shift mechanism and new gear pairs for the first two gears, rounds off the first impression of the new Daytona: A powerful engine with a high level of smoothness and impeccable responsiveness forms the core, a diversely refined one that emphasizes the Racetrack tailored chassis the periphery. With its noble components, the R costs a lot of money again, but almost nothing is left to be desired.

What does normal mean here??

triumph

Diablo Red, Crytal White, Phantom Black. Three variants of the Daytona 675.

For 1,800 euros less (11,890 euros plus additional costs), the standard version of the Daytona does without Ohlins spring elements, the standard ABS, the Brembo brake calipers, the gearshift assistant and some carbon parts, but otherwise offers everything that the R has, especially the convincing engine. For a surcharge of 400 euros, you can also order the Daytona with ABS, and Triumph also offers a number of other accessories, including shift assistants, the prices of which have not yet been calculated.

The Kayaba spring elements of the Daytona have a slightly different set-up – the springs are a little harder at the front and rear, the spring travel is shorter, with a notable difference of 110 instead of 120 millimeters only at the fork. The editor has not yet been able to try out how the athlete uses it; the presentation in Cartagena was reserved for the R model. MOTORRAD will report at the first opportunity.

Technical specifications

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The Triumph Daytona 675 R.

engine
Water-cooled three-cylinder four-stroke in-line engine, one balancer shaft, two overhead, chain-driven camshafts each, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 44 mm, regulated catalytic converter with secondary air system, alternator 402 W, battery 12 V / 7 Ah, mechanically operated Multi-disc oil bath clutch (anti-hopping), six-speed gearbox, O-ring chain, secondary ratio 47:15.
Bore x stroke 76.0 x 49.6 mm
Cubic capacity 675 cm³
Compression ratio 13.1: 1
Rated output 94.0 kW (128 hp) at 12500 rpm
Max. Torque 74 Nm at 11900 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 41 mm, adjustable spring base, rebound and compression damping, steering damper, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 310 mm, four-piston fixed calipers, Rear disc brake, Ø 220 mm, single-piston floating caliper, ABS.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17

triumph

Three horsepower more, more stable and no wider than the previous engine despite the larger bore.

Dimensions + weight
Wheelbase 1375 mm, steering head angle 67.0 degrees, caster 88 mm, spring travel f / r 120/133 mm, empty weight 184 kg, seat height 830 mm, tank capacity 17.4 liters.
Two year guarantee
Color white
Price 13 690 euros
Additional costs 370 euros

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