2004 Triumph Daytona 600

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Triumph Daytona 600

Triumph Daytona 600


April 6th, 2003

Spanish road pace.

antibiotics, hook loop and washing machines; Motorcycles are the best product of the industrialized That said, it seems a that they are produced in limited quantities and in relatively few In the US we are, for all intents and purposes, to the output of the USA, Japan, Germany and sometimes Austria. will only consider the of Japan and, in a very few Italy.

As we have found in Superbike, homogeneity, although can also be boring.

We have while the rest of the world’s manufacturers have follow Sun advice to … where the is not and have created new classes of rather than challenging the engineering barriers that INC have erected around markets. Even the nimble and Aprilia would rather with Ducati over than risk famine at the table of the 600cc sportbikes.

for Triumph. Straying far from successful nostalgia market and further from the modular of their original resurrection, are trying to build a bike in the most cut throat sector of bike market. A market costs are severely curtailed consumers demand bleeding technology and purebred race

The strong are worshipped and the weak all on the basis of a few bhp and a couple of pounds. All Adam Smith and the invisible

This isn’t Marlon’s

These motorcycles take a to design and even longer to set up forgings and bodywork which to a dynamic, not unlike the computer industry, where all the currently products are obsolete when you buy because a better one is already designed before you can get the one you just out of the box.

This lag leads to a complex calculus when the have to predict where the will be in two or three years in of weight and power while chicken with the other on price. Each pound off the of the bike, each additional 100 each additional sensor for the injection adds to the cost.

year the 600s were so that even the mighty got it wrong. They misjudged how far and Yamaha would go and Honda up with a bike that was more expensive and, for all and purposes, unavailable.

If Honda’s actuarial engineers can how fast the 600s are evolving, so can I am a devout “diversity is the spice of kind of guy and I feel that the would be a better place an additional manufacturer producing sportbikes. Because I want to stay in the game I am almost to overlook a few sins that I happily condemn in a Japanese

However, it is my sworn duty to the TRUTH and, in a class every pound counts and of a second covers first sixth place, this can best be summed up as a contender, but not a

Yellow bike pictured optional Mediterranean bay.

A part of this conclusion is on the fact that Triumph is this bike as a Supersport not a “street bike with day potential” as they did with the They are claiming that bike is ready to go toe to toe with the on race tracks around the and backing up that claim by a factory backed race in the English National Supersport (which has rules closer to Superbike than Supersport). team, in its first outing, was to place ninth and thirteenth Honda, Ducati and Yamaha notably, ahead of Kawasaki and

Sam checks the excellent mirror to see if the is still there.

The old TT 600 has a few strengths and chassis) and a few weaknesses (fuel weight, power, transmission, Triumph has attempted to preserve the while addressing the latter.

of the excuses your friends be making at the next track

The Daytona just might a class-leading frame. The conventional aluminum black twin frame has two ribs (down three on the TT) which connect the two of the spar internally dividing the into three channels. trick makes for an exceptionally frame which should be very durable.

Eliminating one of the braces lightens the Daytona by 685 grams while preserving its and strength.

In addition to the frame took the TT on an aggressive weight plan and lightened the following

Crankshaft 700 grams

Starter 420 grams

Clutch sound plate 120 grams

Aluminum-wrap 600 grams

Magnesium cam cover 450

Bolt-on subframe 200 grams

Wiring harness 670 grams

sets 130 grams

Shift 50 grams

Front fork grams

Front Brake 170 grams

Apparently the designer of the only had straightedge to work

These weight savings the dry weight to 363, only pounds heavier than the leading Kawasaki and nine lighter than the Honda. of these weight savings gained in interesting ways. The harness was lightened by moving all the and control boxes closer to shorten the wires running them.

The front brake were lightened by reducing the diameter of the rotors by 2mm; the 2mm were not being swept by the pads.

Presumably American will be shipped with the DOT reflectors.

Triumph boosted the output of the motor with a new new cams and new fuel injection unfortunately, kept the TT 600 short The TT 600 sported some of the highest cams in the class in its day, now the takes on that mantle a huge 9.2mm intake and a exhaust. For comparison the next cams in the class are the Suzuki a 8.6mm intake and the Yamaha a 7.6mm exhaust.

Although characteristics are extremely complicated, a high lift cam will better low-end power a lower lift and increased cam will deliver more top end High lift cams are tough on valves and springs might explain, to some why the Triumph has the lowest redline in the at 14,000rpm. The other big engine axiom is the … of the motor strokes = higher piston = ring flutter and/or rod but the Triumph has the shortest … in the leaving its low redline still a bit of a

Old school tach with old redline.

The short … for a bigger bore (while under 600cc) which more room in the combustion for valves. The Triumph takes of the extra real estate in the CNC combustion chamber by packing in the valves in its class with intakes and 22.8mm exhausts. valves help with across the board but are also which, when coupled lumpy cams, might be a contributing factor to the lower

Feels so good.

The short on the Triumph has the oldest technology on the The crankcases are still not stacked so the and the transmission shafts are all aligned on one and case seam. This for a long engine while all the 600s sport stacked to compact the powerplant.

The Triumph engine looks than the other 600s as Within those crankcases a transmission which requires a rider and a stiff boot to gears.

Inline engine increase length. Note 4-2.

Sitting on top of the newly head is a bank of Keihin butterfly fuel injection bodies. The 32 bit processor in the ECM uses from the throttle body Manifold Air Pressure sensor a barometric pressure sensor ambient air pressure which with weather and altitude), the position, wheel speed, and the in the airbox and coolant. Unusual in a FI system is the Lambda sensor in the pipe which provides time feedback to the ECU about the or weakness of the mixture being fed to the

All the relays are closer together to weight of wires.

The other of the head mates to a 4-2-1 steel exhaust system an aluminum muffler with internals.

That’s a race accessory muffler on there.

have had a long history of hot. The new Daytona sports a which would make a pick-up proud. It is massive. The does not run hot anymore.

Here is how do it on the other Island.

The whole is wrapped in some love it or it aggressive bodywork with a air intake right in the snout. on the bike it feels race high in the back with a reach to the narrow and acutely clip-ons. The gas tank bulges out both knees and the fairing is and generous in its coverage.

The seat is comfy and the mirrors actually out far enough to see behind you.

Triumph Daytona 600

An air that would make a proud.

Not surprisingly, the choices the Triumph engineers made are in the riding experience. We were to spend the afternoon riding the on a spirited romp around the roads of rural Spain in the before spending two hours the bike on the Cartegena race Although usually quick to the Triumph took a few minutes to run from cold.

This may be due to the sensor in the fuel injection typically do not operate very until they are up to temperature.

This should do it.

The clutch is very light (much than on the TT600) but the transmission has a big cog when dropped into gear. The new lighter shift also has a bit of flex to it which, coupled with the force to shift gears, makes a run through the gears a determined

The high lift cams and deliver a vast expanse of torque and power. This the bike pull wonderful lifts in the lower gears coupled with the right of crests in the road, the capacity to in fourth gear. The old TT 600 had a bad flat right off idle which it challenging to perform slow parking lot maneuvers.

The Daytona to have eliminated that The customary Triumph stainless brake lines provide a brake feel on the road. At Spanish highway speed or so, following our local Spanish we determined that the highway like long distance numbers, have an assumed “1” in of the printed integers- so, just the phone number 909-245-6411 actually be dialed 1-909-245-6411 the limits in Spain represented by on the high way of 70 (kilometer) are actually at least, that is how it appeared our guide was interpreting them and who we to question local customs) the provided decent coverage.

The futuristic styling seemed to a large amount of attention we parked them.

On the track the strengths and weaknesses became apparent. The power delivery felt smooth and ample on the seemed a little more and muted on the track. The transition off to on throttle mid-turn was pretty and it seemed that in certain in very slow corners there was a certain amount of lag in the response which made the over steer until the caught up with the throttle.

On the where bottom end power is used, the top end power seemed to be a bit This could be that the is so smooth that the power is deceptive, or, more likely, the is missing a bit on top. Although the peak power is made at the engine pulls cleanly to the limiter at 14,000rpm.

In addition to bracing, Triumph frame uses a large cross as well. Dual butterfly FI bodies, in cap coils.

The transmission was clunky. Although I missed an upshift, a couple the bike would just instead of dropping into gear. This usually when I was depending on the engine to help me make a turn and led to a few of consternation and doubt.

Some of could have been they had set the shifter lever low giving my ankle plenty of for upshifts but making me really for downshifts. The shift lever is a connection to the shift shaft small adjustments impossible.

weight forged item utilizes graceful Roman

The rest of the bike was thoroughly The brakes faded after hard laps but this was just the fluid being as the pads, calipers and lines are all of top The Kayaba fork and frame complimented the brakes and Pirelli to encourage knee down braking.

Although the Triumph has a absence of trail in its geometry the feel was stable and responsive.

brake lines connected to branded Japanese calipers new lightweight 308mm discs.

The in is light and neutral. The high end allowed for easy mid-corner and the bike never felt it was running wide as the exits of

The clutch action was light and Although it took some to make sure the downshift it was then a pretty simple to initiate a rear wheel by feeding in clutch. The clutch this abuse admirably.

ships with color rear hugger.

In fast where it was easy to keep the up the motor felt strong and with crisp fueling. was one tight awkward left-hander revealed a weakness in the FI system. At low at low RPM, the bike was hesitant the off to on throttle enough to cause the to start falling into the before the power would

I was able to get around this by a late apex and getting on the really early but it did seem maybe Triumph needs to a little more time the FI system.

Coming out of the turns the picks up quickly and, the upshifts require a little attention than I would liked, I never missed The rear tire did an admirable job of the torque from the motor forward momentum. A couple of the gear corners overtaxed the tire but the chassis and shock for picturesque, arcing, not violent and slides out of the corners.

The ergonomics, just about for the street, were a little too sit up and beg for the The footpegs could have A. higher and B. further back. The which felt about on the street, were a little too for comfort on the track.

These are shared with almost all of the 600s as well.

Triumph has a new purchase policy this in the US whereby a dealership can purchase a or two from Triumph at a steep if the dealership can prove that the is being used in competition. very few dealerships actively racing this is probably not an that is going to podium motorcycles like, say, $2,000 a win would encourage races. This dynamic that, in the coming year at any very few Triumphs are likely to be seriously in the US and most of their miles will be turned in the of track day series around the

In a track day environment the Triumph shine. Not only will pilots be able to lord it their friends when shove their Daytona their friend’s R-6 (and these bikes only a edge in riding talent allow for the above occurrence) but will get to wear all the natty branded leathers and helmet lots of Union Jacks.

To I offer encouragement. Your are really good and getting all the time. Start now on a 345 pound 112 wheel) bhp motorcycle with a transmission delivered in November for under $9,000 backed up by a contingency program and you will be everyone into turn

Triumph Daytona 600

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