Test Triumph Daytona 675: Triple Impact!

Lighter, more powerful, and more efficient, the Triumph Daytona 675 has literally charms on the circuit in its sublime declination R. On the road, the standard version of the English Supersport is it as convincing. Test.

 Test Triumph Daytona 675 2013: triple impact!

Triumph Daytona 675 Unbeatable!

Since its release in 2006, the Triumph Daytona 675 has become the bane of Japanese manufacturers unashamedly, Triumph blew their leadership of the Supersport class, so far kept the ‘4-legged ‘Japanese fighter … A master stroke by the British who learned the lessons of the failure of the fire 600 TT.

To beat Honda, Kawasaki, Suzuki, and Yamaha, the emblem of Hinckley has understood that he had to follow his path rather than the paths marked. A 4-cylinder in-line engine is average a Japanese specialty, useless to persist in the battle by copying the strategies and the weapons of his opponents rarely leads to victory, especially when such weapons are refined for ages by the other side!

To be obvious, innovate by distinguishing itself more efficient steps. Triumph Veils why wisely decided to leave 4 – cylinders of the 600 TT (and of the few known but very good roadster Speed Four) and to bet everything on an architecture motor intimately linked to history: 3 – online cylinders.

Test Triumph Daytona 675 2013: triple impact!

A successful company thanks to the many qualities of the ‘Triple’ the Triumph Daytona 675 is more flexible and almost as torquey twin as it offers almost as much longer than the four-cylinder but more ‘safe’! All are accompanied by a soundtrack cavernous divine, interspersed with backfires to cut the exhaust gas evoking an old car rally just released.

As more years pass, the gap increases with the competition because Triumph is involved – and investing – to maintain its advantage. Improved in small steps in 2009, the Daytona offered a complete redesign in 2013: everything from the engine part cycle through the mass distribution and the dress-up has been redesigned to improve it.

The Triumph Daytona 675 develops now 128 HP and 74 Nm of torque (125 and 72 previously). It claims a record weight (all full facts) of 184 kg and exhibits even more qualitative devices: a frame in aluminum redesigned and reinforced, brake calipers radial Nissin (assisted by the ABS optional), (including slow and fast compression), fully adjustable Kayaba suspension 500 g lighter rims…

Insofar as global sales of Sportbikes are in freefall, admit that he had dared flat back a model already extremely successful! Especially in front, some ensure that the ‘minimum service’: the Yamaha YZF – R6 has not budged since late 2009, while the Honda CBR600RR 2013 must settle a facelift and some changes (new fork and refined, including injection) for its first evolution since… 2007!

Triumph Daytona 675 You little English!

Discovered in its ‘R’ variation on the Spanish track of Cartagena, the Triumph Supersport had appeared at the top of his art. But this ‘premium’ version, which is recognizable by its suspension Ohlins, Brembo, its shifter breaks its carbon parts or its red rear loop, is not given: € 13 690 the Supersport ‘super’ matter, it quiet…

 Test Triumph Daytona 675 2013: triple impact!

Certainly, given the embedded stuff and the qualities of the bike, the deal has nothing of a scam. But thence to solder the booklet A or take out a loan just to ‘have the R’, there is a step that many fans will not cross. Especially those whose routes include ‘speed bumps’ rather than ‘vibrators’ and for whom a ‘good time’ is not synonymous with a plus in a ranking point but less on points the permit…

Hence the question: in essentially road use, the standard version of the Triumph Daytona 675 is not widely enough? Especially since the two models are aesthetically and technically very close. The main differences include luxurious equipment and elements wrapping listed above, as well as on some chassis sides (more radical on the ‘R’).

The engine, is strictly identical, like the framework, the magnificent asymmetric swing arm, the tank 17.4 liters, and the little legible instrumentation (lack of contrast between the inscriptions in white and bluish-black bottom of the LCD screen). At 11,790 (€12 190 with ABS), the Dayto of ‘base’ therefore gives value for money: it is also beautiful and barely less desirable than the ‘R’. It’s good for the ego, this!

Gross pleasures…

Despite fixed handlebars 5 mm higher, the position of conduct imposed by the Triumph Daytona 675 2013 is hardly less radical than before. The legs are folded back and the weight of the bust is directly supported by the wrists. The handlebar of the English expression ‘nose in the bubble’ makes sense!

 Test Triumph Daytona 675 2013: triple impact!

Saddle, fine, hard, and close, the driver gives the impression of being sitting on a piece of black tape stuck to even the battery, while the tiny bubble offers little or less the degree of protection of a hood (English, of course) gap… Unsurprisingly, the suspension agreement is of the closed type, but the excellent progressively of the rear element provides a matter – and unexpected – comfort.

Finely calibrated, the magnificent mono shock with a separate cylinder absorbs shock with an efficiency mark a welcome delicacy. Of course, his strong reactions and tare ‘sports’ painfully remember your good memories of crumpled coating despite its qualities, this amoretto Kayaba is designed primarily for performance rather than comfort! But some competing systems are proving much more intransigent…

In astounding lightness, Triumph offers moreover a proper turning radius for a sports bike, two valuable assets in urban areas. At low speed, a turn requires little effort, despite the presence of a steering damper in the lower bracket. However, U-turns require more attention partly because of the seat height (820 mm), the other for the wrists and hands come in contact with the tank quickly.
Demanding, English still deploys some appreciable manners as a coded key and the rims bent (as on virtually all recent Triumph) valves.

In addition, its mirrors are quite effective and fold easily to facilitate parking or transportation. Finally, its instrumentation includes a fuel gauge, two trips, and a gear and engine temperature indicator. Not bad for a bike in this category!

 Test Triumph Daytona 675 2013: triple impact!

However, it ignores the handlebar controls and warnings of a spreading adjustment on the clutch lever (five positions for the brake). Similarly, his tiny trunk can only accommodate a small disc lock and the footrest-not adjustable-is not covered with rubber. Fortunately, Triple leaves escape tingling from 7000 r / min. No luck this plan is a small 130 km / h in sixth…

Thanks to its flexibility and its availability, the engine can extricate plugs without too much suffering: it is possible to get off at 25 mph in fourth-hand tachometer indicating then 1500 rpm – and then leave without a hiccup. Certainly, a medium displacement 4-cylinder is shown also available, but the comparison stops there: from low revs, the acceleration of the ‘three-legged’ 675 cc is otherwise stronger!

The landscape starts to scroll quickly to the sound of singing that deaf redesigned block. Pity Triumph did not have the opportunity to eradicate the annoying hiss and light at once visible to the overshoot transmission. In contrast, progress on the clutch is obvious the left lever is exquisitely smooth, to enjoy a fast and fairly quiet sports selection.

Always cheerful and lively to make their rounds, the UK has extraordinary mechanical strength in the midrange well assisted by lightweight, the 2013 Daytona offers occasions to rival some big guns! Controllable fingertips through an injection is as accurate as reactive, this enthusiasm gradually increases before turning into an exciting surge of raw power from 8000 to … 11000 r / min.

 Test Triumph Daytona 675 2013: triple impact!

In France, it is indeed that time that the clamp is felt when she seemed to want to throw the stop, the needle of the tachometer starts to stagnate and climb more slowly ticks down to the last 15 000 rev/min from the switch. However, even a 106 hp; operating range is a formidable YZF-R6, for example, can not be said…

But not for this engine charmer and also filled in than the trunk of a minivan on the highway holidays that is cracked for the Triumph Daytona 675: cycle is also amusing, or even it shows itself very effective!

Also when cutting a scalpel, the nose gear offers a direct connection with the bitumen. Plowing a 41 mm fork is perfectly visible and predictable, as well as compression and relaxation, which are immediately at ease. This is one of the main qualities of the Triumph Daytona 675 2013: despite the rigor mortis of its aluminum frame, no particular instruction is necessary to indulge its handlebar.

Intuitive, it seems to guess the intentions even as they take shape in mind: a glance towards the rope and ‘Hinckley bullet’ is a rush! Due to the better centralization of masses obtained through the abandonment of the exhaust under the saddle, it shows Imperial input curves. And, as the brake is up (power, endurance, and feeling everything is there!), we quickly took pleasure in using and abusing what appeared to be one of the best trains before the class.

 Test Triumph Daytona 675 2013: triple impact!

Extremely slim, the English offers plenty of mobility to its pilot fans of ‘steering lame’ who can move without restraint around the tank and use the footrest to direct. However, adopting the ‘Mark attitude’ is not an obligation of the fine as a 250 cc motorcycle 675 Daytona responds very favorably to the orders only by the handle, lightweight, and precise steering facilitating the exercise.

This feeling of submissiveness – relative, one speaks of a sports car, not a 125 cc scooter! -also comes from the perfect stability of the bike, even when a bump tumbles in full re-acceleration on the corner. While some ‘nervousness’ was a concern given its ultra-short (1375 mm) wheelbase and its very firm Castor angle (22.9 °), the Triumph keeps its cap without the need to fight with it.

On bumpy roads, the only limit will come in fact from your ability to withstand the very strong reactions of its motorcycle racing frame. A constraint that may soon be exhausting on small poorly paved roads, both his saddle in solid teak and its radical position are already the buttocks, lower back, and wrists straining…

Verdict: better than best, it was so possible!

At the end of this test, bikesdoctor.com can only congratulate Triumph for daring to go forward for the sole purpose of improving a motorcycle without real defects. In light of the economic context and the State of the market for sports, this quest for the ‘always best’ is the best expression of the daring and passionate mindset put forward in the communication from the British manufacturer.

 Test Triumph Daytona 675 2013: triple impact!

However, this successful mutation does not mean that the Triumph Daytona 675 2013 happened to perfection: the English normally very close, but since perfection is not of this world, MNC him still found a few flaws. Well, all admit, the exercise was not easy … Especially with the long list of qualities add a quality of construction and unbeatable finish. All at a price reasonable ‘and with a proposed price gun switchable ABS (400 euros).

However, some diehards will never forgive him for the ‘Japanization’ of its lines (the pointy rear hull inevitably evokes Yamaha R6), or the abandonment of its silence under the saddle. While this provision was not the best solution on the dynamic level, the output under a low position close to the engine, can refocus the masses and reduce weight by using shorter exhaust pipes. And that is great for the agility of the bike!

But this output under the saddle was a part of the distinctive signs of the Triumph Daytona 675 2013, in the same way as the rocky tone of its 3-cylinder block: the belle has gained in effectiveness what it lost in visual originality.

Triumph Daytona 675 The Technical Point


In 2013, the three-cylinder in-line of the Triumph Daytona 675 retains the same compact format and its displacement of 675 cc. But these are the only things that do not change: all the rest is new!

The bore climbs from 74 mm to 76, the race decreases by 2.7 mm (49.6 mm) and the volumetric ratio rises from 12, 50, and 13, 1:1. Objective: allow the motor to take more rounds to deliver more and more power! Mission accomplished, since the new Daytona boasts 128 hp and 75 Nm of torque, i.e. 3 hp and 2 Nm better in 2012.

Now able to roar up to 15000 rpm, this block adopts ceramic coatings and especially new titanium intake valves. For mechanical reliability, the pistons have better lubrication, via jets placed directly below.

The admission of the flow of fuel through the two injectors per cylinder has been improved, as the flow of fresh air to the air box benefiting input extended above the headlights. Finally, the injection has been reworked in order to strengthen the power curve, reducing consumption.

All these improvements have generally led to increased overall engine performance and reduced inertia. Incidentally, the pinion from 16 to 15 teeth, only reinforces the feeling that the 2013 Daytona ‘on’ is even stronger!


The chassis with double aluminum girders was subjected to deep overhaul and notably includes a less important number of sections (8 in 2013, 11 in 2012). The back curl is entirely re-drawn, while the fluctuating arm is consequently asymmetrical to receive the exhaust put in low position.

The geometrical values of the framework are evolving significantly: the wheelbase passes from 1395 to 1375 mm, the hunting of 23.9 ° angle to 22.9 °, and hunting down from 89.1 to 87.2 mm. Through the use of lighter rims of 500 g each and the gain obtained on the new chassis, the bike loses an addition 1.5 kg. A slimming cure that allows it to display the weight all full made the lowest in its class: 184 kg!

The Kayaba suspension is ‘adjustable full’ (including slow or fast compression speed) and introduces adjustments refined to meet the new requirements of this beast of track-mounted Pirelli Supercorsa SP. In terms of braking, the dual floating 310 mm discs are pinched by Nissin calipers radial attachment to the front, while the rear 220 mm is headed by a caliper single piston.

Powerful, this device is easy to determine at the front – rear is trickier to understand – and fearsomely enduring through the use of hoses aviation. Mounted in series on Daytona R, ABS can be installed on the standard version against an extension of 400 euros. Reasonable rates for this excellent device intended for use in sports, it is further possible to disconnect. For comparison, the ABS option is charged 1000 euros for the Honda CBR600RR and Kawasaki ZX-6R 636!

Electronics help to pilot

Except for the optional ABS, the Triumph Daytona 675 2013 does not imply any ‘chip’ scholarly: not electronic throttle ‘ride-by-wire’ as on the Yamaha R6, nor of injection mapping to the handlebar as on the Suzuki GSX-R or traction control as on the Kawasaki ZX-6R 636 and MV Agusta F3 675.

‘To be honest, it has not needed: work made to the chassis and suspension made the Daytona enjoys a motor without fault.

Technical and commercial specifications Triumph Daytona 675


  •      Type: 3-cylinder in-line liquid cooling
  •      Distribution: Double overhead camshafts, 12 valves
  •      Capacity: 675 cc
  •      Bore and stroke: 76.0 x 49.6mm
  •      Supply: electronic fuel injection
  •      Compression ratio: 13.1: 1
  •      Engine torque: 74 Nm at 11900 pm
  •      Power: 128 hp at 12,500 pm
  •      Exhaust: Stainless steel 3-in-1 valve with low position


  • Length: 2045 mm
  •      Width: 695 mm (at handlebars)
  •      Seat Height: 820 mm
  •      Ground clearance: N.C
  •      Rake / Trail: 22 ° 9 / 87.2 mm
  •      Wheelbase: 1375 mm
  •      Advertised weight: 184 kg fully fueled
  •      Fuel tank capacity: 17.4 liters
  •      Front tire: 120/70/17
  •      Rear tire: 180/55/17
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