Road test: Triumph Daytona 675 triple – Triple torque for third Daytona 6’

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Road test: Triumph Daytona 675 triple – Triple torque for third Daytona 6’

Written: 20/02/2006 : 11:19. Read 14701 times (17/day).

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Since Triumph decided that the middle-class sports bike should be called Daytona and not TT, Hinckley has tried three times. First the four-cylinder engine in 600 and 650cc were created and now the three-cylinder 675. All good things come in threes these days for Triumph and it has been decided in the highest places that exclusivity will be connected with the make. So has Triumph got it this time?

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You should also read these more recent articles about Essai Route: Triumph Daytona 675 triple:

2007 Triumph Daytona 675 Triple (2006-06-15)

Over the last three years I have ridden both the in-line four Daytona 600 and 650 and now the 675 triple. Triumph have tried and tried but it is no longer a game. Succeed or disappear is the challenge that the designers at Triumph have set themselves. To assert it among the Japanese models the 675 was born to have approximately as good performance. Triumph has achieved this with a powerful triple engine and very low weight. The engine gives its 125 horsepower at a low (relative to others in this class) 12.500 rpms and a torque that is the best in its class with 72Nm at 11.750rpms. None of the Japanese models give this much torque and power at such low revs. Triumph has achieved this by building a whole new triple engine in which 675cc is equivalent (or better) to a 600cc four-cylinder engine in performance. Bigger pistons and broader cylinder walls give better torque earlier in the register.

When I hold in the clutch and press the starter button it is immediately apparent that the new 675 triple has a different tone from the four-cylinder.

Deeper, but with an equally good running when on idle. At speed the engine makes noise in a metallic tone unique to a triple. Another box ticked for the exclusivity that a European bike should have. The engine is the central feature around which everything else is built and designed. By 62MPH in the highest gear the dial shows 4.500rpms. From these rpms the acceleration is smooth. From 8.000rpms we can define the class beating midrange and here it really begins to get going. The engine comes properly to life and there is play in the dial right up to the red marking by 14.000rpms. The fuel injection is near to perfect and tolerates throttle completely on and off in high gear with low revs without a jerky response.

The clutch is light and precise whilst the gearbox is still not equally good as the rest of the running gear. The problem is that when up-gearing there is a little more resistance than you want. Instead of a progressive upward migration of the gears it feels as if there is ever so slight hindrance to your foot. A stiff feel in other words. Gearing down has good sensitivity on a par with be ...

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