Triumph Daytona 675: three cylinders finely ground

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Triumph Daytona 675

Three cylinders finely ground

Triumph Daytona 675: three cylinders finely ground-finely

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In purely externally, the differences of Daytona 675 preclude the predecessor quite moderate, but remained the independent line received.

Triumph Daytona 675: three cylinders finely ground-daytona9

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Motorcycle: British Drange

The first three-cylinder motorcycle among the super athletes has made the Daytona 675 a name. Now the British street sweep was refined for the current season. The price of the core triumph is 10 990 euros.

Further externally, the differences to the predecessor model are quite moderate, but the independent line was preserved. In addition to a new cockpit, the headlights and the slice were modified, which is the very narrow daytona well to face. The compact dimensions of the three-cylinder are an undeniable advantage and, together with the light metal bridge frame around the engine, ensure a vastly petitional package that can be gratified easily by the land – although greatly grown contemporaries must first get used to the space ratios.

Kerige and hotter

However, the trilling is so narrow, so character’s strong occurs. Kerige and pleasantly hoarse atmet the 675 CCM large series motor through the redesigned and two kilos of lighter exhaust system. This still ends centrally under the seating seat, which gives the backpack or a luggage roll an unmistakable exhaust gas aroma.
The engine was also revised – according to experience that were made with the Daytona in the 2008 SuperSport World Championship. For example, the speed limit of 450 revolutions is higher than before, so that the drive now provided with a hydraulic control chain tensioner drive only at 13 950 tours in the red range device. Furthermore, the fuel injection was modified, while the cylinder head with new valves and a changed combustion chamber tested, which led to a slight increase in performance in the sum.

Whopping 125 hp

Exact 92 kW / 125 hp power are available for unchanged 12,600 revolutions, while the maximum torque of 72 Newton meters is achieved with unchanged 11 750 rpm. While the switching flash is to help with consumption optimally gear change and the well-equipped cockpit provides information on mileage, for average consumption or for lap time on the racetrack, the top speed rose by three km / h on 263 km / h. Consumption with 6.3 liters is super quite in the moderate frame and enables computational distances of almost 280 kilometers in combination with the 17.4 liter tank.
At a high level, the Daytona not only moves in terms of driving, but also in the landing gear. The fully adjustable 41er upside-down fork and the rear central spring bone are now adjustable in high and low-speed pressure levels, while the new radially mounted monoblock pliers of Nissin work perfectly.
After the radical leap from the four-cylinder towards the independent three-cylinder – the basic change is still in good memory of the fans – the Daytona 675 finally found their own style. Small but fine modifications are enough to remain in the narrow market of the super athletes fully competitive, while the three-cylinder is still the most important pound of the fast Britin.

TestsTo Triumph Daytona 675:

Super sports motorcycle
Four valves per cylinder, electronic injection,
92 kW / 125 hp power at 12 600 rpm,
263 km / h top speed,
Seat height 82.5 centimeters,
Empty weight 186 kilograms,
Consumption 6.3 liters Superbenzin at 100 kilometers;

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2 thoughts on “Triumph Daytona 675: three cylinders finely ground”

  1. Shift
    The shift flash is probably rather for the racetrack. You can join him … but also set the daytona as arbitrary.

    Reply

  2. Switching flash for consumption reduction?
    The shift flash is hardly intended for a consumption-optimized way! My Suzuki GSX-R 600 also has so, because the shift flash is adjustable. He is there to optimally use the speed band for sporty driving way to do not have to look at the tachometer. In the speeds where the thing starts to flash, consumption-optimized driving is hardly possible.

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