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| | | Road test: Triumph Daytona 675 triple – Triple torque for third Daytona 6’ |  Written: 20/02/2006 : 11:19. Read 33544 times (16/day). | 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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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.  
it feels that a little extra push on the handlebars must be made before the 675 can lean completely on the edges of its tyres. As soon as it bites the 675 is just as sure and stable in the middle of bends as the Ducati 749. The standard tyres on the Daytona 675 are the absolute best road tyre that Pirelli has namely the Dragon Supercorsa Pro. With the launch at the Sepang circuit in Malaysia there was no point for the Pirelli technicians to take any special track tyres. The Supercorsa Pro tyres haven’t got patterned sides and work like a racing tyre at maximum lean. It is up for speculation whether Triumph chose this tyre for various comparison tests on the track. Regardless, you get a good set of tyres as standard. In the rain it is no joke to defy death too much and so you are best of staying as upright as you can on the wet stuff. When I was riding in the wet there was loads of grip on the patterned part of the tyres. For ordinary riding when it rains it is ok not to lean too much anyway. Daytona 675 is stable at high speeds and the very decent torque and triple characteristics teased me up in very high speeds without noticing. This can be put down to more than decent handling.
The seat height is high and the foot pegs are set to a sporty height for good ground clearance. With me being a six footer this is not a problem and the fuel tank is shaped for good knee-grip that takes the weight off my arms. Daytona 675 is almost petite with a slender, narrow build and underseat exhaust. When I push my bottom all the way back and lean forward as far as I can half of my helmet is still above the windscreen. The brakes and instruments descend from last years Speed Triple. The radial Nissin brakes suits the lightweight Daytona well. Not much force needs to be applied before the whoosh from the front fork can be heard. A little more force applied and it stops immediately. The chassis is also brand new as most parts are on the Daytona 675. The frame is a double oval aluminium construction that follows the lines of the 955i and S3 frame, but specially designed for the 675. The swing-arm is also new with round aerodynamic edges. The swing-arm has two settings that shows racing have been in the designers mind, even though Triumph might not admit to it. The British Supersport series has already approved 675cc triples to race. It is truelly a work of art that Triumph has produced such a competitive spec without ever having raced it. Having said that-we are sure a professional world-level rider or two might have lent a helping hand during development. Suspension is fully adjustable and both the fork and rear shock has got a sporty rather hard standard setting. Despite this different road-tarmac feels easily controllable and up-front there is also a steering damper.
The fairing sides have got a clean surface with triangle shapes here and there to mirror the triple design. From the front the Daytona 675 looks like an aggressive shark. Finish has got a high overall quality feel to it and not much has been left untouched. Triumph means business.
Conclusion:
Triumph’s Danish marketing director has together with John Bloor decided that Triumph as a trademark has to appear as totally unique. That is why we have seen the launch of Rocket III and the demise of all four cylinder engines. Daytona 675 is with its triple engine unique in a class where you previously only chose which colour you liked best. Along with Yamaha R6 the 675 sticks out as something special this year and it will not be a big surprise if Triumph sell more than several of the Japanese competition this year. The only thing left for Triumph now is to sort that bothersome gearbox to bring it up to standard with the rest of the bike. The hype has surrounded this bike the last few months, for a good reason-the 675 is a very exciting motorcycle.
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Unique engine
Finish
Weight
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Gearbox
Text: Tor Sagen
Photo: Claire McHugh
The photo gallery
Technical details:
Engine Type: Liquid-cooled, DOHC, in-line 3-cylinder
Capacity: 675cc
Bore/Stroke: 74.0 x 52.3mm
Compression Ratio: 12.65:1
Fuel System: Multipoint sequential electronic fuel injection with forced air induction
Ignition: Digital - inductive type - via electronic engine management system
Primary Drive: Gear
Final Drive: O ring chain
Clutch: Wet, multi-plate
Gearbox: 6-speed, close ratio
Frame: Aluminium beam twin spar
Swingarm: Braced, twin-sided, aluminium alloy with adjustable pivot position
Wheels: Front: Alloy 5-spoke, 17 x 3.5in
Wheels: Rear: Alloy 5-spoke, 17 x 5.5in
Tyres : Front: 120/70 ZR 17
Tyres : Rear: 180/55 ZR 17
Suspension: Front: 41mm USD forks with adjustable preload, rebound and compression damping
Suspension: Rear: Monoshock with piggy back reservoir adjustable for preload, rebound and compression damping
Brakes: Front: Twin 308mm floating discs, 4 piston radial calipers with radial master cylinder
Brakes: Rear: Single 220mm disc, single piston caliper
Length: 2010mm (79.1in)
Width (Handlebars): 673mm (26.5in)
Height: 1109mm (43.7in)
Seat Height: 825mm (32.5in)
Wheelbase: 1392mm (54.8in)
Rake/Trail: 23.5º/86.8mm
Weight (Dry): 165kg (363lbs)
Fuel Tank Capacity: 17.4 litres (4.6 gal US)
Maximum Power: 125PS (123bhp) at 12,500 rpm
Maximum Torque: 72Nm (53ft.lbf) at 11,750 rpm
Price: £7,199.00 "on the road" retail
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