2013 Triumph Daytona 675R Review —

14 Апр 2015 | Author: | Комментарии к записи 2013 Triumph Daytona 675R Review — отключены
Triumph Daytona 675

One of our faves gets even

New This, New That

While the motorcycle is new for 2013, the big news around the engine. It’s 675cc, but now with reduced (49.6mm from 52.3mm) and bore (76mm vs. 74mm) before. The result is an engine now revs to 14,400 rpm, 500 higher than before. more oversquare architecture isn’t as radical as the Daytona’s rival, the MV Agusta F3, which a 79.0mm bore and a 45.9mm – Ed. )

To accommodate the larger bore yet the same overall physical of the engine, it utilizes a sleeveless design with Nikasil-coated for reduced friction. The cylinder is now separate from the crankcase.

is up to 13.0:1 from 12.65:1. piston pin is nitride coated for with the big end bearing growing to from 33mm. Likewise, the crankcase is redesigned to reduce loss due to oil drag, and its main are upgraded—all measures to help with the increased power.

cylinder is fed fuel via two fuel a first for Triumph. New titanium valves are the same 30.5mm as before, but stem length is half a millimeter to 4.5mm. Its is also revised with material to create a more appearance Triumph says flow.

Exhaust valves remain bits, but diameter is reduced 25.5mm to 24.2mm, thereby weight slightly. All told, the new weighs 17% less than Camshafts are also new, increased lift.

The transmission a slew of updates for smoother, precise engagement, especially the first two gears, a critique from Triumph’s race A slip-assist clutch reduces effort by 25% compared to last and keeps the rear wheel in enlisting the help of the ECU to open butterflies if needed. Finally, the countershaft sprocket is down a from last year for acceleration.

On the chassis side, the new frame and subframe were designed to efficiently feed air to the cylinders. The air scoop is 39% larger than year, and the air’s path is direct than before. But the noticeable difference is the new stainless exhaust. Gone is the old under-tail in is the sleeker, under-engine piece side exit.

Triumph Daytona 675

All in the name of mass centralization.

does all this add up to? Triumph max power at the crank is increased 3 and torque up 1.5 ft.-lbs. to 126 hp and 55 ft.-lbs. compared to the old bike. More graph overlays provided by indicate the new mill has a stronger and healthier top-end.

A new subframe a narrower profile but is also for the 10mm decrease in seat in the standard 675 (32.3 in. vs. 32.7 The new swingarm retains its adjustable point for racing but is slightly for quicker handling.

Front ABS will intervene if the ECU a rate of deceleration not humanly like panic braking in (commonly done when off course) or some other surface. Otherwise, Triumph Circuit mode is practically by the rider in normal track

Despite being my first at this track, the 675R a perfect dance partner. The raised clip-ons are comfy for a and the seat-to-peg clearance gives of legroom. I felt like I was “in” it rather than it. And I like that.

This immediate comfort me to focus on the track, not my riding

Triumph Daytona 675
Triumph Daytona 675
Triumph Daytona 675
Triumph Daytona 675

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