2013 Triumph Daytona 675R First Ride — Motorcycle USA

27 Янв 2015 | Author: | Комментарии к записи 2013 Triumph Daytona 675R First Ride — Motorcycle USA отключены
Triumph Daytona 1050

2013 Triumph Daytona First Ride

Watch the Triumph Daytona 675R in in Cartagena, Spain in the 2013 Daytona 675R First Video.

Spoiler Alert! The Triumph Daytona 675R is one of the if not the best, sportbikes I have had the chance to throw a leg over. I figured I’d get that out of the way as it’s really all I’ve thinking since I departed Cartagena in Southern Spain week.

I liked the previous but I love the 2013 model. So why am I so with the Daytona 675R. Let me the ways

One The Engine

The entire USA staff has an affinity for any sized Triple as they give a mix of bottom end grunt like a and the high rpm scream that from an Inline-Four. For the 2013 675 and 675R, Triumph went to the drawing board in order to more peak horsepower and out of its trademark engine architecture. The quickly realized that a wouldn’t achieve the goals set for the generation Daytona and so a completely new was constructed.

In order to give the 675 revs the bore has been to 76mm (from 74mm) the … is shorter at 49.6mm

had to design an all-new engine for the Daytona 675 and 675R.

(from 52.3mm). Because of the bore a one-piece cylinder is used to keep the overall of the engine the same as the previous The cylinder bore is sleeveless a Nikasil coating for reduced The compression is bumped from to 13.1:1 for more torque the over-square mill. Smaller valves and new camshafts combine for a 17% valve train.

Higher-grade bearings have been to cope with the additional output. The lower crankcase wipers to remove excess oil on the webs and baffles control oil under braking to reduce Finally a new twin injector delivers an optimized fuel

At the track, we sampled only the 675R model, but the engine is the for both versions. Right off the the power gains are noticeable, but not shattering. More midrange you to short-shift when the track it difficult to carry a gear to the but on the other end there is now more over-rev when grabbing gear isn’t in the cards.

the power is improved without that amazing Triumph character we’ve all come to One of the best powerplants in motorcycling gets better here.

Two The

The transmission of the previous Daytona 675 was faulted in our testing for the lack of a clutch. Not so anymore. A new slip/assist in the 2013 Daytona 675 and 675R a locking ramp design pushes the clutch apart on and locks tight under This allows for not only downshifts but also lighter springs

Not only does the 2013 Daytona 675R get a new engine but it a new chassis as well.

and a 25% reduction in pull force. The system just as it should, allowing for downshifts entering a corner any sign of wheel hop. features a long 4th-gear that tightens into a exit. Triumph’s slip/assist allowed for downshifts late the tight bit while still on the of the tire.

The back-end would slightly but dropped back in before it was time to crank the over further. It took of the braking stress out of a very corner.

First and second are revised for a more positive while a new sliding selector reduces the friction for a lighter on the lever. The drive sprocket has one tooth for better acceleration out of the but with the increase in revs the top speed remains unchanged. on the 675R is a quickshifter that the power dependent on the load and of the bike.

Power comes on after the shift with cylinder coming to life over a 60- to 120-millisecond interval. Not did I have a problem grabbing a whether lugging out of the pits or a full-tilt boogie on the front The shifts come quick and without having to roll on the throttle.

Three The Chassis

Although the Daytona 675 doesn’t look different from the 2012 underneath the restyled but very bodywork is an all-new chassis. The is similar to the Street Triple, but is only to the Daytona. A shorter, swingarm makes room for the new exhaust system and is more and lighter.

Lighter wheels and a aluminum sub-frame further weight. Engineers steepened the to 23-degrees from 23.9-degrees and is also reduced slightly. Due to the rake and the shortened swingarm the wheelbase is 20mm less before.

All of this moves the bias further forward for handling and more front-feel.

The Triumph Daytona 675R’s is quick and light but rock-solid at the same time.

It took a few to adjust to how quickly the Daytona Sitting on the bike the Daytona similar to the 2012 model, so on the you expect the handling to be similar as This new model is much but also much easier to through a corner.

Triumph Daytona 1050
Triumph Daytona 1050

At first I myself turning in too soon it drops in so easily. Then I find myself turning too especially in double apex to the point where I’d to stand the bike up to avoid over the curb and into the After learning I could faster and carry more to hold the proper line, I had was one of the best days on the track had in my life.

The chassis is unbelievably agile, but at the time rock-solid stable. once did I experience some from the front-end coming the front straight as I got greedy the throttle while still over. Even then it even a concern when the got straight and the power pulled me through.

Circuito Cartagena is a rough track by European but for us Yanks it is billiard table with just a few bumps could be avoided. However, was no need to alter your to miss the bumpy bits to the 675R’s Ohlins NIX30 fork and TTX36 rear Towards the end of the day I was actually aiming for patches to see if I could upset the to no avail.

The Ohlins suspension up the crud and lets you know there, but that’s it, no drama, no no bucking nothing. The front-end is spectacular, letting you know how much grip is left in the Pirelli Supercorsa SP tire. On the the communication from the rear is the best I have ever No need for traction control

The feel and connection is truly

The last piece of the puzzle in any is the brakes, and the Brembo units disappoint. The feel at the lever is and feedback is just what you expect from Brembo perfection. For the US Market both the 675 and 675R

The communication from the tires and brakes all work in to make one of the best handling available.

are equipped with Three settings are easily through the gauge cluster On, Off and On and off is self-explanatory; Circuit is a special that allows for a higher before the ABS system steps in to your hide. It allows for the rear tire and will allow for stoppies.

Only the system detects a full will it activate. I rode all day in the ABS mode and not once did I achieve the for the electronic nanny to rush in a me. Triumph’s reps assured me if it was needed the system would in.

This is finally an ABS system I and won’t bemoan like other ABS I’ve encountered.

My gripe with the 2013 Daytona 675R is that the just doesn’t set itself far apart from the previous Granted it’s still a looking bike, but everything is so new for the I believe the look should been too. It definitely alienate current Triumph but those that aren’t read on the specs might it’s not that new by just at it.

After just one day on the bike, I am that the 2013 Triumph 675R is the best handling I have ever had the opportunity to and it could very well be the bike overall. The extra on tap along with the stellar makes for the ultimate trackday I expect it will be just as on the street and hopefully sooner later we can find out.

been just over a since the Daytona 675R and I ways. That’s seven too long.

Triumph Daytona 1050
Triumph Daytona 1050
Triumph Daytona 1050
Triumph Daytona 1050
Triumph Daytona 1050
Triumph Daytona 1050
Triumph Daytona 1050

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