On balance, even better to ride. The previous Daytona 675 certainly is a tough act to follow. So just how did we improve on it? The all-new triple motor is more compact, and more powerful, which allowed us to re-design the frame to be smaller, lighter and narrower than before. That, combined with a bigger airbox, new swingarm, lighter wheels and new, sharper, bodywork means we’ve succeeded in making the new Daytona 675 more agile, more responsive, and more forgiving than ever before.
To ensure the new Daytona 675 had the perfect balance of power and performance, we looked at every component. From the motor to the frame to the wheels to the lights, even to individual nuts and bolts, we made them lighter, stronger, smaller, smoother. We did whatever we had to do to make this bike, above all bikes, perfect.
Engine
The daytona’s triple engine is completely new. The cylinder block is now solid aluminium with ceramic coated liners, making the whole unit inherently stronger. This allowed us to increase the torque and engine speed, giving you more power. Amazingly, we could achieve all this whilst maintaining an overall narrow and compact package. Power is up from 125ps to 128ps and from 73nm to 75nm.
By increasing the rev limit to 14,400 rpm, with a larger bore and shorter stroke, the engine is now even more responsive to rider input. Peak power is now at 12,600rpm running up to that new redline, and with more power delivered more smoothly throughout the rev range – roll the throttle and you’ll be rewarded with instant drive. To give the motor more air to breathe, we increased the size of the air intake and channelled the airflow through the headstock, so we can force even more air in and create more power.
The new engine now operates with twin injectors per cylinder, which are both compact and provide more accurate fuelling. Revised mapping has helped boost the torque throughout the rev range. But we’ve also made this daytona engine cleaner and therefore more fuel-efficient . A more powerful triple engine, revving at higher speeds, demanded the highest specification valves. We chose titanium for the new daytona 675. Not only are they stronger, they’re lighter and have been reshaped to provide a smoother gas flow , resulting in performance boosts throughout the rev range.
Mass centralisation
The closer to the centre a bike it carries its weight, the better handling the bike will be. By relocating the silencer to under the engine, rapid direction changes are now more fluid and more controlled. Rider input is rewarded with an incredibly controlled response.
Suspension
Front and rear kyb suspension is, of course, fully adjustable. Both front and rear suspension have the added advantage of separate low- and high-speed compression damping adjustment, making the daytona as forgiving on the road as it is focused on the track. The daytona 675r goes one step further, boasting race-spec öhlins suspension, front and rear.
Brakes
Nissin radial calipers on the front, give amazing stopping power and confidence-inspiring feel through the lever. The rear nissin caliper is lighter than before, helping to reduce the unsprung mass, which further improves handling and agility.
Wheels and tyres
Something as simple as reducing the weight of the wheels can have a dramatic effect on handling. Lighter wheels reduce unsprung mass and minimize the gyroscopic effect of a spinning wheel. This makes it easier to turn the bike in and hold a line through the corner. We’ve put race-derived pirelli supercorsa tyres on to give you the grip to match the potential lean angles.
Specifications
| Engine type | Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder |
| Capacity | 675cc |
| Bore/Stroke | 76.0 x 49.6mm |
| Fuel System | Multipoint sequential electronic fuel injection with forced air induction and SAI |
| Exhaust | Stainless steel 3 into 1 system with valve in secondary and under engine silencer |
| Final Drive | O ring chain |
| Clutch | Wet, multi-plate, slipper. |
| Gearbox | 6-speed, close ratio |
| Oil Capacity | 3.6 litres (1.0 US gals) |
| Frame | Front - Aluminium beam twin spar / Rear - 2 piece high pressure die cast |
| Swingarm | Braced, twin-sided, aluminium alloy with adjustable pivot position |
| Wheel | Front: Cast aluminium alloy 5-spoke 17 x 3.5in |
| Rear: Cast aluminium alloy 5-spoke 17 x 5.5in | |
| Tire | Front :120/70 ZR 17 |
| Rear: 180/55 ZR 17 | |
| Suspension | Front :KYB 41mm upside down forks with adjustable preload, rebound and high/low speed compression damping, 110mm travel |
| Rear :KYB monoshock with piggy back reservoir adjustable for preload, rebound and high/low speed compression damping, 130mm rear wheel travel | |
| Brakes | Front :Twin 308mm floating discs, Nissin 4-piston radial mono-block calipers (Switchable ABS model available) |
| Rear: Single 220mm disc, Nissin single piston caliper (Switchable ABS model available) | |
| Instrument Display/Functions | LCD multi-functional instrument pack with digital speedometer, trip computer, analogue tachometer, lap timer, gear position indicator and programmable gear change lights and clock, coded key immobiliser, TPMS ready and switchable ABS (where fitted). |
| Length | 2045mm (80.4in) |
| Width (handlebars) | 695mm (27.3in) |
| Height without mirrors | 1112mm (43.7in) |
| Seat Height | 820mm (32.3in) |
| Wheelbase | 1375mm (54.1in) |
| Rake/Trail | 22.9º/87.2mm |
| Fuel Tank Capacity / Efficiency | 17.4 litres (4.6 US gals) |
| Wet Weight (ready to ride) | 184kg (405lbs) |
| Maximum Power | 128PS / 126bhp / 94kW @ 12500rpm |
| Maximum Torque | 74Nm / 55ft.lbs @ 11900rpm |
Read more: http://www.topspeed.com/motorcycles/motorcycle-reviews/triumph/2013-triumph-daytona-675-ar159683.html#ixzz2b9QgwQQB
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