Test Drive – Test Triumph Daytona 675 2013: triple impact! – Triumph Daytona 675 2013: the technical point

2013 Triumph Daytona 675 test: triple impact !

Test Drive - Test Triumph Daytona 675 2013: triple impact! - Triumph Daytona 675 2013: the technical point

Lighter, more powerful and even more efficient, the 2013 Triumph Daytona 675 literally charmed us on the circuit in its sublime R version. On the road, is the standard version of the English Supersport also convincing ? Test.

2013 Triumph Daytona 675: the technical point


In 2013, the in-line three-cylinder of the Daytona 675 retains the same compact format and its displacement of 675 cc. But these are the only things that don’t change: everything else is new !

The bore increases from 74mm to 76, the stroke decreases by 2.7mm (49.6mm), and the compression ratio increases from 12.65: 1 to 13.1: 1. Objective: to allow the engine to take more turns to deliver ever more power! Mission accomplished, since the new Daytona claims 128 hp and 75 Nm of torque, i.e. 3 hp and 2 Nm better than in 2012.

Now capable of roaring up to 15,000 rpm, this unit adopts ceramic coatings and above all new titanium intake valves. To guarantee mechanical reliability, the pistons benefit from better lubrication, via jets placed directly below.

The intake of fuel flow via the two injectors per cylinder has been improved, as has the routing of fresh air to the airbox which benefits from a widened inlet above the headlights. Finally, the injection has been reworked in order to strengthen the power curve, while reducing consumption. With a minimum consumption measured by MNC at 5.66 l / 100 km at a "ride" pace, this objective is undoubtedly fulfilled !

All these improvements have generally made it possible to increase the overall performance of the engine and reduce its inertia. By the way, the pinion goes from 16 to 15 teeth, which only reinforces the feeling that the 2013 Daytona "works" even harder. !

Cycle part

The chassis with double aluminum spars has undergone extensive redesigns and includes a smaller number of sections (8 in 2013, 11 in 2012). The rear loop is completely redesigned, while the swingarm is now asymmetrical to accommodate the exhaust placed in the low position.

The geometrical values ​​of the frame change significantly: the wheelbase goes from 1395 mm to 1375 mm, the caster angle from 23.9 ° to 22.9 ° and the caster drops from 89.1 mm to 87.2 mm. Thanks to the use of lighter rims of 500 g each and the gain obtained on the new chassis, the bike also loses 1.5 kg. A slimming cure that allows it to display the lowest weight in its category with full facts: 184 kg !

Kayaba suspensions are "full adjustable" (including slow or fast compression speed) and introduce fine tuning to meet the new requirements of this track beast mounted in Pirelli Supercorsa SP. In terms of braking, the two 310 mm floating discs are clamped by Nissin radially mounted calipers at the front, while the rear 220 mm disc is capped by a single piston caliper..

Powerful, this device is easy to dose at the front – the rear is more difficult to understand – and formidably enduring thanks to the use of aviation hoses. Fitted as standard on the Daytona R, an ABS can be installed on the standard version against an extension of 400 euros. A reasonable price for this excellent device designed for sports use, which it is also possible to disconnect. For comparison, the ABS option is charged 1000 euros on Honda CBR600RR and Kawasaki ZX-6R 636 !

Electronics, piloting aids

Apart from the optional ABS, the 2013 Daytona 675 does not carry any "smart chip": no "ride-by-wire" electronic accelerator as on the Yamaha R6, nor injection mapping on the handlebars as on the Suzuki GSX -R or traction control as on the Kawasaki ZX-6R 636 and MV Agusta F3 675.

"To be honest, it doesn’t need it: the work done on the chassis and the suspensions means that the Daytona enjoys flawless traction. Moreover, our test pilots tested a version equipped with a traction control and they turned less quickly with than without !", assures us Eric Pecoraro, marketing and communications director of Triumph France. Not sure that their conclusions would have been the same on a bumpy and wet road with half-rinsed tires…

The beautiful, however, offers the services of an anti-slip clutch whose action is intensified by a slight opening of the throttle butterflies when downshifting, in order to reduce the engine braking. By the way, the English engineers also softened the clutch control: the reduction in the effort required to disengage compared to the old model would reach 25%".

If it is difficult for us to measure this progress so precisely, MNC can however certify that the actuation of the left lever is indeed easier. Extremely smooth and precise, this clutch control perfectly accompanies a gearbox that is also smoother than before..

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