Presentation of the Triumph Daytona 600
Give me the edge
The design of the new Triumph Daytona appears aggressive and angular. The English also practically redesigned the engine of the 600 series in order to be able to stand up to the Japanese competition
The Briton as such is already peculiar. When he builds a new motorcycle, he presents it at a local, island motorcycle fair.
The claim that the Daytona 600 makes is of an entirely international dimension. Like its predecessor, the TT 600, it wants to compete with the upgraded Japanese 600s. The fact that it inherently gets better chances for this than the TT it ever had is supported by a sleek, aggressive outfit and a whole host of newly designed or modified components.
Starting with the engine, whose inlet and outlet ducts have been flow-optimized in a long series of tests and which, together with the combustion chambers, are CNC-milled in production. An enormous effort that Triumph is making and which, in combination, is intended to ensure both more output and extremely low output fluctuations. How well this can work is shown by the four-valve engines from Ducati, which in fact show only very small series variations.
The second central point of the engine revision concerns the injection system, which now comes from the Japanese manufacturer Mikuni and, like that of the Suzuki GSX-R 600, has a double throttle valve system to increase the pulling power. The engine is completed by a new exhaust system with a regulated catalytic converter, which, in cooperation with a secondary air system, ensures compliance with the Euro 2 limit values. In the Daytona 600, a 32-bit instead of the previous 16-bit computer takes care of the fast processing of the many parameters that have to do with the mixture preparation. Triumph declares the modified engine with 112 hp at 12,750 rpm and 68 Nm at 11,000 rpm. Without the influence of the ram-air system. You are rather modest with that, but you would certainly be in a good position if you actually had all 112 horses together.
If you add up the weight savings on the engine and chassis, you get a good five kilograms; the little Daytona would have to weigh around 201 kilos with a full 18 liter tank. That would still be a lot compared to the competition, as the brand new Yamaha YZF-R6 (see page 6) weighed 189 kilograms with a full tank. But it was one of the virtues of the TT 600 to hide your pounds as well as possible. Since all the relevant chassis data have remained the same for the Daytona despite major changes to the chassis, you don’t need a prophet to predict that it will be brilliantly manageable.
W.if he has now become interested in the Daytona 600, he can still see for a long time whether it can hold the tension. The press is allowed to drive it at the beginning of March, and at the end of the month it will be available from dealers. Then it will also be decided to what extent the price of the Daytona 600 will also be modified. Because the TT 600 was always the most expensive in its class.
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