Triumph Daytona 675

Triumph Daytona 675
fact

Triumph Daytona 675

Triumph Daytona 675

Triumph Daytona 675

Triumph Daytona 675

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Triumph Daytona 675
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Triumph Daytona 675

Triumph Daytona 675
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Triumph Daytona 675

Triumph Daytona 675
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Triumph Daytona 675

Triumph Daytona 675
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Triumph Daytona 675

Triumph Daytona 675
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Triumph Daytona 675

Triumph Daytona 675
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Triumph Daytona 675

Triumph Daytona 675
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Triumph Daytona 675

Triumph Daytona 675
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Triumph Daytona 675

Triumph Daytona 675
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Triumph Daytona 675

Triumph Daytona 675
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Triumph Daytona 675

Triumph Daytona 675
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Triumph Daytona 675

Triumph Daytona 675

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Triumph Daytona 675

Triumph Daytona 675
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Triumph Daytona 675

Triumph Daytona 675
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Triumph Daytona 675

Triumph Daytona 675
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Triumph Daytona 675

Triumph Daytona 675
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Triumph Daytona 675

Triumph Daytona 675
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Triumph Daytona 675

Triumph Daytona 675
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Triumph Daytona 675

Triumph Daytona 675

Endurance test interim balance

Dear Annette, I’m sorry, but the little Daytona 675 is on the road as always, kilometers eat up. But for your next trip to the Alps you are registered for the Triumph ?? promised.

Anyone who has driven the Daytona before will probably be surprised at the request to the author of these lines, who is responsible for the classification of the 675. A top-quality racing roll, and Annette Johann, who is on the move for great travel reports on the move, likes the 675. While even people who wear knee sliders instead of kneecaps from birth and whose hunched back does not result from postural damage, but rather from a fast-paced philosophy of life, with the D.aytona 675 rag.

Sunk into the depths of the cladding, you reach for the handlebars and hunch back through the landscape in a humble position. If you then go steeply downhill, you will not get rid of the feeling that you are throwing yourself in front of the motorcycle with the first gentle braking maneuver in a handstand rollover. The first entry from editorial veteran Harry Humke at kilometer 2414 is a declaration of love with immediate termination: »What a beautiful moped ?? but only if you love super athletes. Because to love means to suffer at the Daytona. ”This rejection of radical stalls was to be repeated several times up to mileage 8340.

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Triumph Daytona 675

Triumph Daytona 675
Endurance test interim balance

Repairs and maintenance

Enough wallowed and raved about. The dog must be buried somewhere. Nothing. So far, the Daytona has not taken a mandatory break, purring its debit in the plan. That doesn’t mean that everything was okay. The front wheel bearings were replaced at kilometer 16361, and many moving parts (see maintenance tips) corroded from year-round operation. The play in the lever deflection on the shock absorber must also be criticized. And you get the impression that assembly in Hinckley is pretty dry. Which is less about the drinking behavior of the English workforce than about the oil and grease-free assembly of parts and that drives the committed Triumph owner away the long winter nights with caring screwdriving.

A visual disaster: shortly before the 20,000-kilometer mark, the clear coat peeled off like a sun-burned skin from the panel and tank. Triumph donated a set of new paint parts to the endurance test machine. It was not an isolated case; other Daytona 675 drivers also complain about the loss of the clear coat.

The last rumor from the Triumph fan community, as of the end of July 2007: If the ignition is interrupted, mainly due to the kill switch, the ignition unit can overvoltage, which then quits the service. Asked Triumph Germany, the problem is confirmed, which is why all authorized dealers install an additional relay for the fuel pump as part of the inspections. MOTORRAD prevented a possible failure and had the new component implanted immediately.

Chassis, tires, gears and brakes

And otherwise? Bringing little Daytona a lot of fun. Equipped for the country road with full power and torque, there is no stopping it. Wrapped in the throaty engine sound, the 675 rushes over mountains and valleys without annoying switching, pulls out of switchbacks like Hulle and turns with smack, so that the blue warning lights in the cockpit burn a real fireworks display. What a machine, what a sound, what a joy! Also because the Triumph chassis works perfectly with the right tires (see tire recommendations) and can hardly be beaten in terms of handling.

Only those who work intensively with the meticulous fine-tuning of the shock absorber will find that the usable adjustment range of the rebound damping is limited to four out of 17 clicks. Nevertheless, when properly adjusted, the fork and shock absorber also meet sporting demands, which is why the little Daytona likes to be driven over the racing slopes a lot.

The gearshift, which was inherently quite bony and sometimes onomatopoeic, changed gears and also became stiff as the running time increased. No wonder, since the primitive ball joint heads were completely dirty and run dry. Just the assembly of the two accessory footrests with their smooth-running bearings and joints created a completely new, smooth switching experience.

There’s nothing to complain about with the Triumph’s brakes, which grip firmly and powerfully even over umpteen fast laps. In combination with the highly transparent feedback and the precise steering precision, the 675 lines cut into the asphalt that one would not trust an off-the-shelf sports motorcycle. Then you turn around with rapture and another and another …

Annette! Shit, I almost forgot Annette for all the twists and turns. I do?? better end then, tank ?? the triumph full, smear ?? the chain and convert the racer with panniers and tank bag into a touring donkey. Because with a slightly modified seating position, the Daytona 675 is actually great for this.

Triumph on the Internet

Has the motorcycle meeting point become obsolete? Are wind faces and drivers no longer found on the alley, but only in the virtual space of the Internet? No. Because you can find quick (and fleeting) contact online, but motorcycling, screwing, tinkering and chatting is only possible on the street ??. For this reason, the connoisseurs, experts and patrons of the informative and nicely made T5net.de page are also driven there (www.T5net.de).
The 675 was registered for the Southern Days of Speed ​​so that the endurance test Daytona 675 could see a couple of related machines and the rider could talk about the strengths and a few weaknesses. An event that combines adrenaline-pumping racing tracks with enjoyable touring rides and the even more enjoyable devouring Baden specialties in solid and liquid form. The whole thing was organized and put together to lure Triumph drivers and friends of the brand out of the house and from the reserves for five days. Right at the forefront: GerT alias Gerd Jurkurat and Hansjörg “Shetter” Bühler, who armed with lists and papers in the style of a traffic police officer successfully directed the apparent chaos.
The unfortunately soaking wet rides with a stop at the excellent Engel motorcycle inn in the idyllic Vorderesimonswald in the southern Black Forest were followed by the day of thunder at Dannhof-Motorsport and the settlement of humiliated people and their supposed burners on the Rhein-Ring near Freiburg. A slaughter that was set up as martial in advance, which, as so often, ended in a rather harmless drive behind. Regardless, finally a free gallop for the Triumph pack and long-term test Daytona, who wrestled with their 675 sisters, proudly knocked down a Yamaha R6 and also did not lose sight of the men of large displacement with jagged maneuvers. Which ultimately didn’t matter, because at T5net.de, the desire for a brisk motorcycle ride is more important than an overly ambitious scramble, in which, unfortunately, English triples were sometimes subjected to permanent cold deformation in the upside-down process. A condition that was spared the endurance test copy, which is why the remaining 25,000 kilometers ?? hopefully ?? can be unwound without problems or accidents.

Accessories tested – steering damper

Wilbers
Hyperpro
With the Hyperpro damper, the damping force can be adjusted with 24 clicks, whereby the weakest damping is only recommended for inner-city journeys. For country roads and autobahns, ten to twelve clicks should be turned off so that kickback is effectively prevented. During assembly, make sure that the damper remains freely movable over the entire steering angle and does not come into contact with components fixed to the frame. Price: 388 euros; www.wilbers.de

Driver opinions

Sven Loll,
Test driver
»More than sport»
Precisely around the corner, anchoring brutally, a lot of power at a lot of speed ?? The Daytona 675 can do the normal sports program perfectly, but that’s not all. Your Dreizylin-der is not a barrel organ, but pulls through great even at medium speeds. Therefore, the Triumph is not only really fun on the racetrack, but also on the road. Only the mirror arms are definitely too short.

Gert Thöle,
Test chief
“Lighter with addiction potential
How he screeches, how he tears, the little triplet? just lovely. And then this razor-sharp steering. Only the sitting position is simply too extreme on the country road for my 1.90 meters, there is a constant emotional somersault on the brakes. But putting the stubs a few inches higher worked wonders. For a Lulatsch like me, the Daytona is a highly addictive lighter.

Annette Johann,
Head of Department
On road
“Great endurance athlete”
Yes i confess! I want her. For alpine passes, trans-italia and even to the North Cape. Without losing their wonderful lightness, the small optimizations bring the athlete’s endurance potential to light. Sure, pack bags and touring clothing screw things up again. But if you adapt to these restrictions, you will experience trips at the highest intensity. It doesn’t drive over the passes, it flies.

Accessories tested – suspension

Wilbers
QS competition
Wilbers is the only manufacturer to have a suspension strut with road setting and ABE for the Daytona 675 in its range. With the 130 kg spring installed, the retrofit part covers a wide range from the racetrack to the heavily undulating country roads. The advantage over the Showa series component: sensitive response behavior even with a sporty set-up, large usable adjustment range for rebound and compression damping, easy change of the spring preload (negative spring travel). Price: 1048 euros; www.wilbers.de.

Accessories tested – exhaust

Bos
stainless steel
At 3.2 kilograms including the necessary brackets and the db-eater, which can be removed for use on the racetrack, the oval Bos slip-on silencer is a good three kilograms lighter than the standard pot, which is, however, equipped with an effective three-way catalytic converter is. The polished stainless steel silencer is characterized by a good fit and solid attachment. The characteristic Dreizy-linder sound is reinforced by it, the performance with db-Eater is up to three HP below the standard system. Price: 499 euros; www.bosauspuff.de.

LeoVince
aluminum
Despite the extremely small size, the noise level of the slip-on silencer, which is provided with a brushed aluminum shell, is kept within limits. The interpretation of the throaty three-cylinder sound succeeds very well. Weighing 3.4 kilograms, the oval damper is attached to the rear of the frame with a clamp and a collection of stainless steel brackets, which requires a bit of fiddly and time-consuming screwing. Despite the extremely small volume, the LeoVince silencer lacks only one horsepower in terms of peak performance compared to the standard exhaust. Price: 399 euros; www.leovince.de.

Shark
Carbon
The 4.3 kilogram double pipe exhaust with a stylish carbon shell was unfortunately delivered with a diameter that was a little too small on the connecting pipe. If the standard manifold were clamped together at the clamp so that it closes tightly, a subsequent assembly of the standard pot with the sensitive fabric seal would hardly be possible, which is why MOTORRAD did without assembly and performance measurement. The assembly of the rubber inserts for the exhaust clamps is fiddly. License plate and indicators are mounted on the rear of the frame. Price: 699 euros; www.fechter.de.

Accessories put to the test – levers, notches and handlebars

Pazzo
lever
The levers are ideally at hand and have a high-quality look and technology. They can be adjusted in six stages over a range of around 30 millimeters (measured at the end of the lever). The adjustment engages securely, but can also be adjusted while driving. Available in two lengths and different colors. Price per pair: 218 euros; www.ja-zweirad.de.

Gilles
Footrest system
Very elaborate, partly filigree and fracture-prone designed milled parts. High quality ball bearings ensure ease of movement. The adjustment range of 20 millimeters horizontally and 30 millimeters vertically only allows the notches to be placed higher and further back. The switching scheme can be reversed using a rocker. Price: 459 euros; www.gillestooling.com.

LSL
Footrest system-
With an adjustment range of 30 millimeters horizontally and 22 millimeters vertically, the notches can be positioned more sportily or more comfortably compared to the standard system. Processed without frills, the base plates make a solid impression. Although not intended for this, the shift pattern can be reversed by moving the shift rod on the outside of the frame and an adapted lever. Price: 439 euros; www.lsl-motorradtechnik.de.

LSL
Footrest system
With an adjustment range of 30 millimeters horizontally and 22 millimeters vertically, the notches can be positioned more sportily or more comfortably compared to the standard system. Processed without frills, the base plates make a solid impression. Although not intended for this, the shift pattern can be reversed by moving the shift rod on the outside of the frame and an adapted lever. Price: 439 euros; www.lsl-motorradtechnik.de.

Suzuki
Series handlebar stub
With an upward offset of 25 millimeters, the Suzuki GSX-R 750 SRAD handlebar stubs fit perfectly on the Triumph. ATTENTION: Such a conversion must be accepted by individual approval. And when you move the handlebars upwards, make sure that the brake line is not under tension when it is fully extended. By turning the ring connections, greater freedom of movement can be achieved. If not, a longer line must be installed.

LSL
match
The two-part handlebar halves are offset by 40 millimeters upwards. They have no mounting marks or fixing screws. This requires careful alignment in terms of height, angle and freedom of movement. The locking holes for the switch units and a retaining plate for the expansion tank must be made. Price: 194.95 euros; www.lsl-motorradtechnik.de.

Maintenance tips

Steering damper
Moisture can collect under the rubber grommet of the steering damper and lead to stiff bearings and consequently wobbly handling. This deficiency arises from the fact that spray water, also through steam jets, penetrates the rubber grommet. Simple but effective remedy: clean with a brass brush, compressed air and MoS2 spray and then stow away in a thick pack of grease.

Side stand
When aluminum rubs against aluminum, it jams and crunches violently. That is why the bolts and holes on the side stand must be cleaned and lubricated frequently. Important: smooth or polish the already roughened and pitted aluminum surfaces with lapping cloth. As a preventive measure, chain grease can also be injected into the bearing point. Move the side stand up and down in the warehouse.

Shift linkage
Dirty and with pressure points that have run dry, the inadequately sealed, cheap ball heads on the shift linkage make gear changes difficult. Thorough cleaning with subsequent greasing helps here too. However, it is even better to switch to commercially available ball joint bearings. However, the standard ball joints must be centrally drilled out of the aluminum levers.

Reversing lever
Increased radial play in the poorly greased needle bearings and an interlocking of the reversing lever under load leads to the aluminum strut rubbing against the aluminum triangular plate. The side play is reduced with two subsequently inserted thrust washers (30 x 17 x 1 mm). The best solution, however, are high-quality bearings, for example from Emil Schwarz (www.emilschwarz.de).

Tire recommendation

The Triumph Daytona 675 has no brand-specific tire binding. Only the dimension is stipulated, which gives you a pleasantly large amount of leeway when choosing tires.

With the Pirelli Supercorsa Pro fitted as standard, the Daytona is ideally equipped for sporting use. Solid grip even on the racetrack and good feedback, combined with the curve-friendly handling properties, have a large share in the super-sporty driving characteristics of the 675. However, you should avoid the cold and wet, because this rubber compound is not good under such circumstances.

The proven Michelin Pilot Power emerges as a real recommendation for everyday use. The French tire supports the first-class handling by default, adheres as much as it gets on country roads and can’t be beaten in the rain.

Attempts with the new touring sport tire Pilot Road2 were less successful. Too wobbly in an inclined position and with a clear shimmy, this pairing does not fit the agile chassis of the Daytona 675.

MOTORRAD recommends the Metzeler Sportec M3 as a brilliant alternative to the popular Michelin Pilot Power, which has been shaken by the current recall campaign Racing track enthusiastic.

For those who like it even faster and the 675 often spurs the spurs on the Kringel, the street-legal Supersport tires are recommended. In this category too, Metzeler demonstrates with the Racetec K3 how to combine the best cornering stability, great grip and acceptable wet and cold grip.

Bridgestone, with the BT 014 not quite up-to-date when it comes to road tires, has the BT 002 Racing Street in its program, which impresses on the Triumph with excellent handling, reliable grip, a very transparent border area and amazing wet qualities.

The Continental Race Attack with improved wet grip and very good handling and cornering properties also make it into the shortlist of super sports tires for rapid race track hunting.
The tire tests from MOTORRAD 12/2006 and 25/2006, ridden on the Yamaha YZF-R6, provide information about the quality of all other current sports and super sports rubbers. In the case of random follow-up tests with the little Daytona, the results showed almost no discrepancies.

Important for racing tires, especially for the Metzeler Racetec K3 and Pirelli Supercorsa: the air pressure must be significantly reduced. With 2.3 / 2.3 bar for the country road and 2.1 / 1.8 bar on the race track, the tires get up to temperature and thus prevent the fibrous tearing of the tread in the shoulder area. All other road tires can safely be driven at 2.3 / 2.5 bar in everyday use, while 2.5 / 2.7 bar ensure less heating and less wear on long journeys on the highway.

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