Triumph Daytona 675
|Also called||Daytona Triple, six-seven-five|
|Predecessor||Triumph Daytona 650|
|Related||Triumph Street Triple
Triumph Daytona 955i
The 2008 model has a tested dry weight of 363.7 lb (165.0 kg) and wet weight of 407 lb (185 kg). Tested power output is rated at 104.4 hp (77.9 kW) @ 12,100 rpm with torque of 53.3 lbf·ft (72.3 N·m) @ 11,750 rpm.
History and development
Triumph Daytona 675 development started in 2000 following the launch of the TT600. The TT600 represented Triumph's first modern middle weight sports motorcycle. A decision was made to manufacture a machine closer aligned with traditional Triumph values. A notable technical decision was the selection of a three cylinder engine as the power plant, instead of the four cylinder used by the TT600 and the other 600 cc supersport motorcycles.
In 2001, soon after the completion of the similarly three cylinder powered Triumph Daytona 955i, Triumph began engineering analysis to work out weight, engine performance in power and torque. Pleased with the figures, the project moved to the full concept phase in March 2002.
Initial chassis development work was done using a chopped Daytona 600 chassis. Triumph moved the wheelbase, adjusted the head angle, and modified the tank. This new configuration exhibited better performance than the original Daytona 600, forming a basis to compare against competitive bikes such as the Kawasaki Ninja ZX-6R and Honda CBR600RR. While engine development had not been completed, computer aided chassis development continued with the data collected from these tests.
Design work for the Daytona 675 proceeded, producing a primarily black design based on the Daytona 600. However, this initial design was discarded as great British designs of the 1960s had "a flowing curved design - no sharp angular aggressive edges". A member of the engineering team produced a concept drawing of the 675 as a naked bike. Styling was based upon this concept drawing and that of the earlier T595 model. Styling development continued in house, staying close to spirit of earlier Triumph design. Market research groups made up of a variety of different classes of sportbike riders chose the latter design of bike which was refined and adopted for production.
The newly developed engine was first tested on a dynamometer in May 2003. Final development combining styling, engine, chassis into a prototype quickly followed. Prototype testing started in late 2004.
The Daytona 675 was officially launched at the NEC International Motorcycle and Scooter Show in 2005. UK-based Bike was given an exclusive test ride prior to the official launch, impressing the magazine test rider. The magazine declared it "the best British sportsbike ever" and "possibly one of the greatest sportsbikes of all time".
The Daytona 675 won the Supersport category for the Masterbike 2006 (finishing third overall), and won again in 2007.
A 24-hour race track test by Performance Bikes Magazine in the February 2007 edition placed a Daytona 675 against a Suzuki GSX-R750 over a 24-hour period which did not yield a positive result for the Daytona. The Daytona 675 did not complete the race test due to a severe mechanical failure. Later analysis indicated that the engine had suffered a broken valve which is thought to have occurred due to incorrect servicing. Prior to the failure the Daytona had been consistently outpacing the Suzuki on the course, averaging 0.7 seconds a lap faster (despite lower engine capacity and power). The magazine concludes (as suggested by Triumph) that this appeared to be an isolated case attributable most likely to incorrect assembly during pre-race servicing.
Triumph intended to build only 4,000 Daytona 675 models for 2006, with 1,000 marked for the UK, 2,000 for the US, and 1,000 for the rest of the world. Production may have been increased slightly from these numbers due to demand.
Even before the initial launch, it was not unusual to see waiting lists of three months in the US and UK (many customers in the UK had to wait six months), and even longer in several other parts of the world. Several dealerships in the US started taking orders for the 2007 models (due September 2006) as early as July 2006.
When the Daytona 675 was initially launched there were no factory backed racing teams. This changed in 2008 when MAP Embassy Racing struck a deal with Triumph, and entered the 2008 British Supersport Championship. On 5 May 2008, Glen Richards scored the first win for a Triumph backed team since 2004 and scored three further wins on his way to the championship.
Before 2008 several privateers were racing the Triumph Daytona 675 without any official factory support.
During the development phase representations were made to the Isle of Man TT for a 675 triple to race in the 600 class. With a successful outcome, a Daytona was raced by New Zealander Paul Dobbs in the 2006 TT.
On 11 August 2006, The Triumph Daytona 675 was cleared for entry into the AMA Formula Xtreme class for 2007.
There is also a Daytona 675 one make series called Triumph Triple Challenge. This is run in conjunction with Bemsee Race Club and operated under the Motorcycle Racing Organisation (MRO) format. It is a series run over nine rounds and cost £12,000 to enter in 2007. This cost included ownership of a Daytona 675. The series was being run by T3 Racing.
The Triumph Daytona 675 faces a different set of rules and restrictions when it competes in American Motorcycle Racing events. Although Triumph NA has not sponsored any American teams in the last several decades, privateers began racing Triumphs in AMA races as early as 2002 when the Augusta Triumph/Ducati Racing Team fielded a TT 600. It was the first Triumph to make the top 20 when it finished 17th at Road Atlanta.
As the TT 600 morphed through the Daytona 600, 650, and finally the 675, it produced more interest and more privateers entered AMA and regional events.
In the same year (2007) that the Daytona 675 debuted in AMA events, Augusta Triumph/Ducati Racing Team members won regional titles at both the expert and novice levels in four racing categories. 2009 was a very good year for the Daytona 675. In May the Augusta Triumph/Ducati Racing Team had a podium finish in AMA. In their competition in Moto GT the team of Mark Crozier and Phil Caudill scored with a first place finish at Barber Motorsports Park. Their Daytona 675 was the first time the Triumph Daytona 675 took the pole in an AMA event. It led 19 of 40 laps and is the first time that the Daytona 675 has ever placed first in an AMA event. The Augusta Triumph team went on to win the AMA Pro Moto GT1 season championship with one race remaining on the calendar.
The ParkinGO Triumph BE1 Racing World Supersport team also had a good run in 2009, finishing fifth in the manufacturer's standings in the team's first year of competition. Team rider Garry McCoy earned two podium finishes during the season, the first at Donington and the second at Portimao.
In 2010, the Augusta Triumph/Ducati Racing Team fielded their 675 in the WERA Southeast and North Florida regions, winning a total of four championships, WERA SE Heavyweight Twins Superbike Expert and Heavyweight Twins Superstock Expert; WERA North Florida Heavyweight Twins Superbike Expert and Heavyweight Twins Superstock Expert. In October, rider Giovanni Rojas added a fifth title by winning the 2010 Grand National Heavyweight Twins Superstock Expert Championship at Road Atlanta which gave the team a national title.
The 2009 model of the Daytona has had over 50 technical improvements according to Triumph. While the only cosmetic changes were to the front fairing and turn signals, the new model is lighter, the ECU has been remapped to increase the rev limit and produce a power increase of 3 hp (2.2 kW), a taller first gear, and handling has improved through high and low speed dampers. In addition, the 2009 model's ECU is compatible with Triumph's OEM plug and play quickshifter.
The 2010 model year is virtually unchanged from the 2009 Daytona 675, apart from a redesigned instrument cluster. The new instruments have a different appearance, but do not offer any new functionality as compared to the older design.
Triumph offered a 2010 Special Edition Daytona 675 with Pearl White paint scheme on the bodywork and a Blue frame and swingarm. Unlike the standard version, the Special Edition did not include the updated 2010 instrument cluster.
The 2011 Daytona 675 Special Edition has the same Pearl White bodywork and Blue frame as the 2010 model, but also included as standard carbon fibre replacements for the cockpit infill panels, exhaust heat shield, exhaust cap, and rear hugger as well as Triumph's aftermarket adjustable levers. Unlike the 2010 SE, the 2011 SE also includes the updated gauge cluster first found in the standard 2010 model, as well as a new racing-inspired decal design.
2011 Daytona 675R
First offered in early 2011, but still part of the 2011 model year, Triumph debuted the Daytona 675R. The 675R did not feature any changes to the engine, instead Triumph's focus was on the standard inclusion of Brembo front brakes, Öhlins suspension, and Triumph's quickshifter. The 675R has carbon fibre front mudguard, rear hugger, exhaust cap, heat shield, and cockpit infill panels.
The 2013 triple motor is more compact and a little more powerful. The bike has a smaller, lighter and narrower frame. It has a bigger airbox, new swingarm, slipper clutch and lighter wheels. Other changes include a fuel gauge and a side mounted exhaust instead of the underseat setup from previous models. ABS is an option on the standard bike.
All specifications are manufacturer claimed and estimated unless otherwise noted:
|Engine||675 cc (41.2 cu in) Liquid-cooled, DOHC, in-line 3-cylinder|
|Bore × stroke||74.0 mm × 52.3 mm (2.91 in × 2.06 in)|
|Fuel system||Multipoint sequential electronic fuel injection with forced air induction|
|Ignition||Digital - inductive type - via electronic engine management system|
|Power||79.78 kW (106.99 bhp) @ 12500 rpm||92 kW (123 hp) @ 12,500 rpm[verification needed]||92 kW (123 hp) @ 12,500 rpm[verification needed]||92 kW (124 hp) @ 12,600 rpm[verification needed]|
|Torque||64.39 N·m (47.49 lb·ft) @ 9900 rpm||72.3 N·m (53.3 lbf·ft) @ 11,750 rpm[verification needed]||53.3 lbf·ft (72.3 N·m) @ 11.750 rpm[verification needed]||72 N·m (53 lbf·ft) @ 11,700 rpm[verification needed]|
|Drivetrain||Gear primary, multi-plate wet clutch, 6-speed, close ratio gearbox, O-ring chain|
|Frame||Aluminium beam twin spar|
|Swingarm||Braced, twin-sided, aluminium alloy with adjustable pivot position|
|Front wheel||Cast aluminium alloy 5-spoke, 17 in × 3.5 in (432 mm × 89 mm)|
|Rear wheel||Cast aluminium alloy 5-spoke, 17 in × 5.5 in (430 mm × 140 mm)|
|Front tyre||120/70 ZR 17|
|Rear tyre||180/55 ZR 17|
|Front suspension||41 mm (1.6 in) USD forks with adjustable pre-load, rebound and compression damping||41 mm (1.6 in) USD forks with adjustable preload, rebound and high/low speed compression damping, 120 mm travel||Öhlins 43mm upside down NIX30 forks with adjustable preload, rebound and compression damping, 110mm travel|
|Rear suspension||Monoshock with piggy back reservoir adjustable for pre-load, rebound and compression damping||Monoshock with piggy back reservoir adjustable for preload, rebound and high/low speed comporession damping, 130 mm rear wheel travel||Öhlins TTX36 twin tube monoshock with piggy back reservoir, adjustable, rebound and compression damping, 130mm rear wheel travel|
|Front brakes||Twin 308 mm (12.1 in) floating discs, 4 piston radial callipers with radial master cylinder||Twin 308 mm (12.1 in) floating discs, Nissin 4 piston radial monobloc calipers||Twin 308mm floating discs, Brembo 4-piston radial mono-block calipers|
|Rear brakes||Single 220 mm (8.7 in) disc, single piston calliper||Single 220 mm disc, Nissin single piston caliper|
|Length||2,010 mm (79 in)||2,020 mm (80 in)|
|Width||710 mm (28 in)|
|Height||1,109 mm (43.7 in)||1,105 mm (43.5 in)|
|Seat height||825 mm (32.5 in)||830 mm (33 in)|
|Wheelbase||1,392 mm (54.8 in)||1,415 mm (55.7 in)||1,395 mm (54.9 in)|
|Rake/Trail||23.5°/86.8 mm (3.42 in)||23.9º/89.1 mm (3.51 in)|
|Dry weight||176 kg (389 lb)||165.0 kg (363.7 lb)[verification needed]||165.0 kg (363.7 lb)[verification needed]||161 kg (356 lb)|
|Wet weight||189 kg (417 lb)||185 kg (407 lb)|
|Fuel tank capacity||17.4 L (3.8 imp gal; 4.6 US gal)|
|0 to 60 mph (0 to 97 km/h)||3.2 sec.|
|0 to 1⁄4 mi (0.00 to 0.40 km)||10.76 sec. @ 208.10 km/h (129.31 mph)|
|Top speed||249 km/h (155 mph)|
|Fuel economy||7.0 L/100 km; 40.5 mpg-imp (33.7 mpg-US)|
- Hutchison, Ken (2008-05-09). "2008 Supersport Shootout VI". MotorcycleUSA.com. Retrieved 2007-08-31.
- Bike, October 2005
- Performance Bikes Magazine(UK), February 2007
- BSS: Embassy secures Triumph link. | BSB News | Crash.Net
- Daytona 2009 Specifications
- "Sport bike data", Sport Rider, archived from the original on March 12, 2009
- Motorcycle performance data from Motorcyclist Online
- Waheed, Adam (2007-08-27). "2007 GSX-R750 vs Daytona 675". MotorcycleUSA.com. p. 4. Retrieved 2007-08-31.
- "2008 Triumph Daytona 675 Specifications". Triumph. Archived from the original on March 17, 2008. Retrieved 2007-10-06.
- "2009 Triumph Daytona 675 Specifications". Triumph. Archived from the original on April 30, 2009. Retrieved 2009-02-01.
- "2011 Triumph Daytona 675R Specifications". Triumph. Retrieved 2011-02-15.
- Canet, Don (July 2006), "Middleweight Greats", Cycle World (Newport Beach, California: Hachette Filipacchi Media U.S. – via Bondi Digital Publishing (subscription required)) 45 (7): 40–52, ISSN 0011-4286
- Triumph Daytona 675 review Road test of the Triumph Daytona 675
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