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This hysterical growl, these cylinders clearing their throats by storming the tachometer, this golden glow on the front end followed by a red needle under the saddle…. no doubt, it’s a Triumph Daytona 675 R in arsouille mode. The one that gives Japanese Supersports cold sweats turns into phase 3 for 2013. Should we believe that evolution is content with a touch of modernism in the dressing, as it is fashionable since the crisis dictates the enthusiasm of engineers? Not at Hinckley, where the Daytona swarms with attention and improvements for the rest of its adventures between the vibrators.
A scalpel in the fairing here, a more opulent optical unit there, a completely revisited rear – Although the aesthetics have been the subject of a certain work, the Daytona spirit is there. She recognizes herself immediately, and the drawing disturbs enough for questions to appear. A little too Japanese with its tense and complicated features, its forced air intake in a sharp triangle, that look of predation? It is not this refined look that skews your eye. It’s her belly that calls out to you. It is there, under the engine, where the exhaust has found refuge. Driven from behind, its migration is justified by a centralization of the masses and the perpetual search for efficiency. Visually, it will take a little time to adapt, long for fans of the pot under the saddle, short for trackers who will feel the little extra in agility, very useful between the vibrators.
The redesign of the Dayto plays on aesthetic approaches, asserts itself in the technical parts. The 3-cylinder block wants the fury from the top of its 675 cm3. So, it offers more super-square dimensions: the bore takes 2 mm (76 in all) and the stroke loses 2.7 (49.6 instead of 52.3). This configuration is in line with high speeds, and the figures confirm it. The three-legged can take 500 more turns, 14,400 at most, and gains 3 horsepower. Or 128 at a speed of 12,500 rpm. Even the couple is entitled to the rab. Not much of course, but 0.3 mkg, that’s always what it takes.
By working on the intake, there was no need to increase the diameter of the valves. These are made of titanium, opening the passage to gases having passed through a widened intake duct and fed by a new battery of injectors, 2 per cylinder now. Note that the compression ratio is pushed up to 13.1. Let’s end this tour of the housings with the new anti-dribble clutch, always very practical when entering a muscular curve..
A Triumph R is a red frame buckle (new and lighter in 2013 on the sports car); A Daytona R is Ohlins and beautiful Brembo. The NIX 30 fork and the adjustable TTX36 shock absorber are carried over into their prerogatives, while the Italian monobloc calipers are lighter models. On the chassis side, the changes are more pronounced. The aluminum frame is extensively revised, with fewer sections and more rigidity. The wheelbase is reduced by 20 mm, the caster angle goes back by 0.9 ° and the caster decreases by 2 mm. Add to that lighter wheels, an overall weight drop of 1 kilogram and you have an even more lively bike. And to think that the previous Daytona already had no lessons to receive on this plan…
The Englishwoman did not want the services of traction control. However, she appreciates other electronic crutches. A shifter, tuned more flexible, is standard, as is the ABS. His presence could not be more commendable. In addition to its predisposition to avoid you a bowl on wet roads, it claims a sport mode allowing you to eccentricities on the track, is disconnectable, and weighs only 1.5 kilos.
Looking at her closely, it’s still a pity this plastic appendage on the corner of the eyes. For style? That of the Bazarland tuning … Fortunately, the Daytona 675 R makes up for it with a carbon cockpit and mudguards, an 18 mm Brembo master cylinder, a coded key lock (not too early), a plate / indicators that can be removed quickly for a session on the circuit, a new dashboard and Pirelli Supercorsa SP tires as original equipment.
A real tool for the track, the R has not accepted all the comfort concessions that the standard Daytona has granted itself for 2013. There is no question of lowering the saddle height by 10 mm (820 mm) as well, but it allows itself the half-handlebars raised by 5 mm.
Lighter while it has an additional ABS? Nice move from Triumph. More powerful and more agile, equipped with Swedish suspensions, we do not sulk our pleasure with the Daytona 675 R. Okay, it is not the easiest to live with on a daily basis, and its price is starting to seriously hit for a Supersport. . But when you’re the hottest of the whole gang, you can afford to be the least accessible.
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675 Daytona R 2012
Model marketed in
2013
2014
2015
2016
Performances
-
Max speed:
approx. 260 km / h
The technical aspect
Triumph 675 Daytona R 2013
- Frame
- Frame: perimeter aluminum
- Tank: 17.4 liters
- Seat height: 830 mm
- Length: 2,045 mm
- Width: 695 mm
- Height: 1,112 mm
- Wheelbase: 1375 mm
- Weight in running order: 184 kg
- Train before
- Ohlins NIX30 inverted tele-hydraulic fork Ø 43 mm, deb: 120 mm
- 2 discs Ø 310mm, Brembo 4 piston monobloc calipers
- Front wheel:
120/70
– 17
- Transmission
- 6-speed gearbox + shifter
- Secondary chain transmission
- Rear axle
- Ohlins TTX36 monoshock, deb: 133 mm
- 1 disc Ø 220mm, 1 piston caliper
- Rear wheel:
180/55
– 17
- Motor
- 3 Cylinders
in line
, 4 stroke - Cooling: Liquid cooling
- Injection Ø 44 mm
- 2 ACT
- 4 valves per cylinder
-
675 cc
(76 x 49.6 mm) -
128
ch
at 12,500 rpm -
7.50 mkg
at 11,900 rpm - Compression: 13.1: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Yamaha YZF-R6 600 2013
2013 Honda CBR 600 RR
Suzuki 600 GSX-R 2013
MV-Agusta F3 675 2013
Kawasaki ZX-6R 600 Performance 2013
Gallery
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This hysterical growl, these cylinders clearing their throats by storming the tachometer, this golden glow on the front end followed by a red needle…
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