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In the sports cars of the Supersport category, there are the 4 cylinders 600 cm3 and the twins 750 cm3. With Triumph, here comes the 3rd category: that of the 3 cylinders 675 cm3. Finally something new in this niche which was evolving with only 2 architectures and that only Kawasaki had shaken up a little by releasing the 636. The idea was also excellent: to offer a 600 sport with a little more displacement and torque. The Daytona 675 goes much further.
Triumph is THE three-legged specialist and offers this type of engine to all sizes and categories. By adopting 3 bowls in a small displacement block, the manufacturer offers a sports car combining multiple advantages: First, the charm of this type of mill, then its flexibility much greater than that of a twin, and the soaring in the towers tickling that of a 4 cylinder, and all that in a very narrow block. With 225 cm3 of unit capacity, the Breton boiler should offer much more sensations and potato in the low and mid-revs than the 4 cylinders of the same ilk. Its power of 125 hp is almost that of the best 600 Japanese sports, but the availability of this mill should be much higher. There will be no need to wait 10,000 trs before it reacts.
This mechanical originality (which should be intoxicating) is served by a dress and a very modern chassis and perfectly in line … in Japanese sauce. Pot under the saddle, fork crown pierced with a forced air intake vent ZX-6R style, reinforced swingarm a tad copied on the R6; a little too much rising sun in the drawing.
However, we 
we are not dealing with a British Made In Japan. The Daytona 675 includes elements from Hinckley in its chassis. A nice inverted fork with radial brake calipers (it seems to be that of the Speed Triple 1050) and a perimeter tubular frame. We can’t wait to know a lot more.
At first glance, this bike reveals itself to be very exclusive by the position it “inflicts” on its pilot. In fact, the rear is particularly high, so the body is very tilted towards the front of the machine..
Ideal when it comes to teasing the stopwatch, this position, however, has the effect of destroying your wrists in town (the handlebars being very low) and does not facilitate maneuvers at very low speed..
Also exclusive by the quality of the materials used, wow she throws this little Daytona and the gaze of passers-by confirms it to you..
Contact, the first thing that jumps out at you, or rather at your ears, is the sound emitted by the blunderbuss! Simply exceptional if you’ve ever been in the presence of a Porsche from the 80s with a nice pot and well it’s the same sound.
Once on the road, the motorbike can be taken away quietly, it almost gives the feeling of bending to your every move. Served by a very good gearbox (except the dead point not easy to find) we can then roll up and do everything in 3rd in town thanks to this fabulous engine
And yes it’s time to talk about his guts and there it is heavy. Forget all your benchmarks in 600 cm3, this engine has plenty of sensations, kicks in the ass do you want some? here’s !
It picks up from low revs with an unknown vigor to push up to 12,000 rpm without stopping, it will not hesitate either to go and get the 2,000 rpm remaining before the red zone without weakening, this bike harnesses you in no time but above all all this in sensations unknown until then. (for the displacement)
This engine really gives the impression of being fat and generous….
When the pace picks up, the position takes on its full meaning: strings of fast or tight curves, the little Daytona swallows everything and always in this feeling of ease. The suspension tuning is excellent, smoothing out the defects of the secondary road network very well but really sticking the bike to the road. Fortunately for your kidneys because it is not the saddle padded with stones that could have brought the slightest notion of comfort. The cycle part does not bring any criticism whatsoever to the setting on the angle where in a paf paf the feeling with the front axle is excellent, you look and the bike follows, the traction is never faulted
When it comes to pulling on the brakes it is identical hyper efficient the front braking is very well supported by the rear braking which is easily adjustable (very useful for correcting a trajectory of the rear brake), you still have to pull hard on the lever to get a big bite, always this notion of ease never brutal.
Clearly before buying a 600 sport made in japan go try this European because to try it is to adopt it it will open the doors to an unknown kingdom … Then you will do like me you will loop on the Parisian periph to listen to this magnificent soundtrack in the tunnels rrrrroooooooooooooaaaaaarrrrrrrrrr
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10,390 €
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Opinion
on 25 opinion
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Replaces
Daytona 600 2005
Model marketed in
2006
2007
2008
Performances
-
Max speed:
approx. 260 km / h -
Consumption
medium: 6.40 l
The technical aspect
Triumph 675 Daytona 2007
- Frame
- Frame: aluminum perimeter tubular trellis
- Tank: 17.4 liters
- Seat height: 825 mm
- Length: 2,010 mm
- Width: 673 mm
- Height: 1,109 mm
- Wheelbase: 1392 mm
- Dry weight: 165 kg
- Operating weight: 187 kg
- Train before
- Kayaba 41 mm inverted tele-hydraulic fork, deb: 110 mm
- 2 discs Ø 308 mm, 4 piston calipers radial fixing
- Front wheel:
120/70
– 17
- Transmission
- 6-speed
- final by chain
- Rear axle
- Mono-shock, deb: 130 mm
- 1 disc Ø 220 mm, 1 piston caliper
- Rear wheel:
180/55
– 17
- Motor
- 3 Cylinders
in line
, 4 stroke - Cooling: Liquid cooling
- Injection
- Double ACT
- 4 valves per cylinder
-
674.70 cc
(74 x 52.3 mm mm) -
125
ch
at 12,500 rpm -
7.10 mkg
at 11,750 rpm - Weight ratio /
power
: 1.32
kg / hp - Compression: 12.65: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Honda CBR 600 RR 2007
Kawasaki ZX-6RR 600 2007
Suzuki 600 GSX-R 2007
Ducati 749 2007
Yamaha YZF-R6 600 2007
Gallery
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