The brand new Triumph Daytona 675 R.

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The brand new Triumph Daytona 675 R.
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The brand new Triumph Daytona 675 R.

The brand new Triumph Daytona 675 R.

The brand new Triumph Daytona 675 R.

The brand new Triumph Daytona 675 R.

13 photos

The brand new Triumph Daytona 675 R.
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Curve swing at it’s best: The new Daytona rushes confidently through even the trickiest passages and inspires with high cornering stability.

The brand new Triumph Daytona 675 R.
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The silencer from Triumph accessories generates noticeably more lard in the middle without a dB killer. But without the effort it is brutally loud.

The brand new Triumph Daytona 675 R.
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Absolute driving pleasure on the Triumph Daytona 675 R..

The brand new Triumph Daytona 675 R.
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Simon Warburton, Triumph Product Manager, on the British involvement in racing.

The brand new Triumph Daytona 675 R.
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For the first time ever, an anti-hopping clutch is used in a Triumph.

The brand new Triumph Daytona 675 R.
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New piston with a larger diameter and increased pressure resistance.

The brand new Triumph Daytona 675 R.
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The new cockpit shows, among other things, the selected ABS mode: “On”, “Circuit”, “Off”.

The brand new Triumph Daytona 675 R.
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One of the most important features of the completely rebuilt engine is the different bore / stroke ratio. With 76.0 x 49.6 mm instead of 74.0 x 52.3 mm, the unit is designed with a significantly shorter stroke and thus allows higher speeds.

The brand new Triumph Daytona 675 R.
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Over the mountains: The Daytona 675 and its R version is Triumph’s answer to the new six from Kawa.

The brand new Triumph Daytona 675 R.
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Triumph Daytona 675 R 2013 model.

The brand new Triumph Daytona 675 R.
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The standard Daytona 675.

The brand new Triumph Daytona 675 R.

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Volkmar Jacob.

The brand new Triumph Daytona 675 R.
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Frame with sharper geometry, different weight distribution, lower center of gravity: Triumph Daytona 675, 2013 model.

Premiere Triumph Daytona 675 R

Triumph’s answer to the new six from Kawa

Content of

Triumph’s answer to the new six from Kawa was not long in coming. With the brand new Daytona 675 and its R version, the British want no doubt about the pecking order in this class.

E.in a moody day in Cartagena / Southern Spain. The sun is winking friendly through the delicate veil clouds, the weather forecast predicts a pleasant 15 degrees. Winter? Far away! In the pit lane, hard-working helpers line up a whole armada of brand-new 2013 Triumph Daytona 675 R models with millimeter precision and equip them with tire warmers. The presentation of the youngest super sports car from the island is pending. We can hardly wait: When will we hit the track??

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The brand new Triumph Daytona 675 R.

Premiere Triumph Daytona 675 R
Triumph’s answer to the new six from Kawa


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Absolute driving pleasure on the Triumph Daytona 675 R..

For the first time, an ABS is used in the super sports car. The system, which weighs only 1.5 kilograms and can be switched off, comes from Nissin. Special feature: It has two modes, one for the country road and one for the slopes. The former prevents the forward somersault, but intervenes quite early. For the race we of course set the ABS to “Circuit”. In this mode, even the most violent braking maneuvers with the superb Brembos do not regulate the system. It also allows fat braking drifts. The new, classy anti-hopping clutch supports such games and guarantees gentle angling without a punching or breaking tail. It also significantly reduces hand strength. But the Daytona has a different peculiarity: it tends to have stoppies. The modified geometry of the chassis, trimmed for handling, with a steeper steering head angle, shorter wheelbase and more front-heavy weight distribution takes its toll. A shot more fork oil would certainly alleviate this phenomenon, because the front structure dips far down when the anchor is thrown violently.

With the shower open, exactly the opposite happens – wonderful! If you want to, you can pull off fine wheelies with the 675. “Thank you for this ingenious engine,” one would like to say to Triumph over and over again. Despite the new bore / stroke ratio, which is geared towards higher revolutions, the treble bites, as usual, already in the lower rev range and powers evenly through the belt. The shorter gear ratio – the British pulled a tooth on the pinion – gives the lady an extra kick. In addition to the shorter-stroke alignment, the engine comes up with further modifications: increased compression, changed control times with longer open exhaust, more valve lift, valves now made of titanium, also changed shape and wider shaft, exhaust valve diameter smaller, two injection nozzles per cylinder, cylinder now coated , Engine block and cylinder separate, reduced flywheel mass of the crank drive, and, and, and. Thanks to some of these interventions, the rated power increased by three to 128 hp and the torque increased by two to 75 Nm. Fortunately, the changes didn’t affect the smoothness and sound. As before, the velvety running Triple growls irresistibly when the cock is cocked. This growl no longer escapes below the hump, but rather the exhaust moved to the right of the swing arm – this lowers the center of gravity.

And otherwise? Gone are the days of hard shifts when changing gear with an automatic gearshift. Triumph changed the software of the electronics, which now also takes the position of the throttle valves into account. As a result, the gears slide into each other noticeably more gently. The only thing missing for complete happiness is a traction control. “Since the Daytona doesn’t have a ride-by-wire, we didn’t develop a TC for it,” explains the product manager. Maybe it will come. But even so, the 675 brings a lot of fun. And so it fits perfectly with the whole day, which started off so moodily.

Interview with Simon Warburton


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Simon Warburton, Triumph Product Manager, on the British involvement in racing.

Simon Warburton, Triumph Product Manager, on the British involvement in racing

? A lot of know-how from racing teams went into the development of the new Daytona. Is the Supersport World Cup a topic for triumph?
! Unfortunately not! As a product manager, I would like to do racing on an international level, but unfortunately the top management sees it differently.

? Can you give us a reason?
! As is so often the case, it’s a question of budget. The cost / benefit calculation is probably not quite right.

? If so, is the plant involved at least on a national level??
! With Glen Richards we won the British Supersport Championship last year. Of course we want to defend it.

? Does the plant also support teams from other European countries such as Germany?
! Every country has a specific marketing budget. How the individual countries use it is up to them.

PS judgment


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Volkmar Jacob.

Except for the name and a few minor details, nothing stayed the same about the new Daytona. Nevertheless, Triumph managed to preserve the unique character of the super sports car – keywords sound, feeling, design. The “R” is a really hot hit with no noticeable weaknesses. A future test will clarify what the standard variant can do.

PS data


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One of the most important features of the completely rebuilt engine is the different bore / stroke ratio. With 76.0 x 49.6 mm instead of 74.0 x 52.3 mm, the unit is designed with a significantly shorter stroke and thus allows higher speeds.

Triumph Daytona 675 (R)

drive
Three-cylinder in-line engine, 4 valves / cylinder, 94 kW (128 hp) at 12,500 / min *, 75 Nm at 11,900 / min *, 675 cm3, bore / stroke: 76.0 / 49.6 mm, compression: 13 , 1: 1, ignition / injection system, 44 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, chain

landing gear
Light alloy bridge frame, steering head angle: 67.1 degrees (67 degrees), caster: 87 mm (88 mm), wheelbase: 1375 mm, Ø fork inner tube: 41 mm, spring travel from / h .: 110/129 mm (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, 310 mm double disc brake with four-piston fixed calipers at the front, 220 mm single disc with single-piston floating caliper at the rear , (ABS as standard)

Weight (full tank)
184 kg *, tank capacity: 17.4 liters super

Base price
11 890 euros (13 690 euros), (each plus ancillary costs) *

* Manufacturer information

One of the most important features of the completely rebuilt engine is the different bore / stroke ratio. With 76.0 x 49.6 mm instead of 74.0 x 52.3 mm, the unit is designed with a significantly shorter stroke and thus allows higher speeds. So the triple yodels now up to 14400 / min, before it was finished at 13,900 / min. A shorter secondary gear ratio should compensate for the changed characteristics.

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