Triumph Daytona 675R 2013 review Ash On Bikes

15 Мар 2015 | Author: | Комментарии к записи Triumph Daytona 675R 2013 review Ash On Bikes отключены

Triumph Daytona 675R review

Pictures: Alessio

There wasn’t a pressing to do more than facelift the but Triumph did do more. A lot more, and in the might just have 2013’s bike of the year.

The 675 first appeared in 2006 and became the benchmark bike in the contested supersport class. For it shed some weight, some power and retained its as class leader, and since the has imploded in sales terms, from other manufacturers has or stopped altogether, so a few more would have kept the 675 at the

You are missing some Flash that should appear Perhaps your browser display it, or maybe it did not initialize

Instead we’ve been an all new bike. The list of carry-over is remarkably small, amounting to the mudguard, footrests, brake switchgear and an assortment of minor everything else, including the itself, is new.

According to product manager Simon the previous engine couldn’t been developed further compromising either road durability or both, so a clean was given to the design team only the outline 675cc, specification to stick to. The result is a making an additional 3bhp, revs 500rpm higher and 2Nm more torque. More the dip in the old engine’s torque curve at has moved right down to over 4,000rpm, and output has boosted across almost all the rev

The changes are substantial. The bore and have been revised 74mm x 52.3mm to 76mm x more oversquare dimensions to let the engine rev higher. This has more room in the roof of the chamber for bigger valves, but hasn’t gone for this option and instead has been subtle.

The exhaust valves in have been reduced in from 25.5mm to 24.2mm, their weight by 7 per cent and in allowing increased lift, has gone up by 0.2mm to 8.7mm. The gas has increased anyway as the outer of the valves are less shrouded by the walls than before as a bigger gap due to the larger bore.

The inlet valve material has changed to titanium, a first on a Triumph, and the weight reduction came with this was so it allowed Triumph to add material to the of the valve (titanium one on left in left) to improve its shape and aid gas The diameter remains the same at while the stem diameter has but weight is still 4g less at so as with the exhaust valves the has been increased, up 0.15mm to

The valve timing has been with slightly reduced for the inlets, an increase on the exhaust and similar overlap. The engine’s rev has increased to 14,400rpm, and thanks to the compression ratio, average pressures have increased by 10 per This demanded a significant in construction as the previous cylinders, with the upper crankcase, quite strong enough to with that.

So the new all-aluminium block is cast separately and has bores in place of the previous wet liners, so the cylinder centres have to moved further and it can withstand the higher pressures.

are now two fuel injectors per cylinder, a usually associated with power, as the injector sited in the points straight down the of the intake, while the other is conventionally, closer to the inlet at an angle to the intake duct. But found the finer control the allowed also boosted low and power.

Other changes improved oil cooling jets at the undersides of the pistons, higher-rated bearings, larger big end bearings and an aluminium oil cooler at the front of the The lower crankcase now has oil scrapers to oil from the crank webs, oil drag, and baffling to prevent in severe braking, both coming from Triumph’s experience with the Daytona. The assembly has reduced inertia with the old one, as does the for a quicker throttle response and acceleration.

A slip-assist clutch has been which has angled ramps the inner and outer housings pull the clutch plates under load and push apart on the overrun to allow to slip. Because the new bike has a forward weight distribution before, the slipper action is by engine management electronics open the secondary throttle under heavy braking to the engine braking effect.

The has been updated with a if improvements to the gear selection designed to resolve the heavy upchanges which could be a in track use, while the themselves have been to improve engagement. The final ratio has been reduced the fitment of a 15 tooth front in place of the previous 16 tooth

The air intake path has been as it was found that the previous was restricted around the headstock This has been enlarged and out, with an increase of 40 per cent in the cross-sectional area.

The is one of the most visible changes as moved from the previous location to beneath the engine, weight forward and centralising the mass. The programme of mass has been central to Triumph’s to the Daytona, allowing the designers to the steering geometry at the same as improving stability.

The chassis is new too. The frame is the same as the Street Triple’s (click for review). matched to a lightweight aluminium rear subframe, the swingarm is a new asymmetric design to room for the silencer, with stiffness and reduced weight. shorter than the previous one to the overall wheelbase, and the pivot is adjustable, as before.

At the front of the Daytona 675, a pair of KYB cartridge’ forks are used, are lighter than conventional with improved response these are KYB’s (formerly version of the Showa ‘Big forks. At the rear a new KYB shock is adjustable for preload, rebound and high and low speed compression

On the 675R, as tested here, equipment is used. The forks are units as on last year’s but recalibrated and with increased up 10mm to 120mm, while at the a new TTX36 shock is used. has a lighter spring as there’s weight at the back of the bike. The R has Brembo Monobloc callipers at the with all-Brembo hydraulic (the previous version some Nissin ones).

The bike has Brembo discs to Nissin brakes.

ABS is an option on the 675 and on the 675R, and is switchable between track and off. In track it intervenes later, no longer in when there’s a possibility of wheel lift, and allowing the wheel to spin 40 per cent than the front so it’s to drift the bike into The whole system adds 1.5kg to the bike.

The changes all the wheelbase is 20mm less at weight distribution is now 52.9 per on the front (was 51.8 per and the seat height of the standard is reduced by 10mm, although the is unchanged. The handlebars are repositioned to a little weight off the wrists, are now around 5mm higher.

The bodywork is completely new, including the which are reflector units in of the old projector ones, which admits didn’t perform The reflector ones are claimed to a much better throw of and as a bonus they weight too. The rest of the styling is an of the old bike’s with a more look and leaner rear and a host of pleasing details.

You can for quickly remove the number hanger and indicator assembly by three bolts and a block while the fairing infill now all the wiring and bracketry. On the 675R in polished carbon fibre and especially good. The R also a red subframe, pinstriped wheels and carbon fibre components.

Even the engine mounting are machined.

You are missing some content that should here! Perhaps your cannot display it, or maybe it did not correctly.

All of which sounds but just wait until you it, this bike is phenomenal! It better the moment the engine up, not only because the signature triple sound is louder before — just to it in the lap of the Cartagena circuit where the launch took place in the above — but you get it from revs too. There’s of leg room even for a taller like myself (6’3/1.92m), and the position is a little less than before.

So, into release the very light and the bike fires forward no supersport machine has a right to.

Triumph Daytona 675

The pulls with immense even from 5,000rpm, it really kicks in at 9,000rpm, and it feels punchier and more than the old model whatever asking it to do. As it should: the gearing’s the crank inertia is reduced and more power pretty everywhere. What’s at least as as the new over-rev facility.

On the Cartagena where I rode the bike it was to hang on to gears in between where you’d be bouncing the rev limiter on the old model, a useful on its own. The revised quickshifter is too, giving you smooth, changes at a touch of the lever, this was set a little low for me and I found upchanges difficult as I couldn’t get my toe That should be easy to adjust out though.

Yet for all the improvements the engine, it’s the chassis will blow you away. never ridden a production before with such an combination of agility and stability. the front lever in and the Daytona hunkers down on corner with barely a shimmy off line, even with the wheel barely skimming the and at Cartagena, a series of bumps and at the end of the start-finish straight pummelling the

Bang down through the at the same time, slipper working overtime, and still the just sits on line, back a new level of tactility as you to lean it in and release the brake Front end feel is significantly then you get the bike right toe and footrest grazing the ground, and it as natural, easy and responsive as this side of a race Whatever you’re doing the will change direction at a of bar pressure, or sit solid and unflappable on the you’ve set it, all entirely your

Driving out of corners it’s astonishing. Some might the lack of traction control, but really not needed on this at this power level, the is so astonishingly good. Grip in is phenomenal, with no small played by the new Pirelli Diablo SP tyres fitted as standard.

have a new bi-compound balance 23 per cent more of the race edge, and a 24 per cent larger shoulder area, so grip is improved, and it was hardly lacking But the bike makes full with superb wheel and once again, sublime while firing out of a turn, yet the to adjust line instantly and at the nudge of a handlebar to fine your trajectory back the straight.

This could be the perfect bike for learning a new but for the majority of track day riders going to be their quickest way a circuit, pretty much any except maybe the very while the race versions and a race kit is also available are going to clean up the supersport in 2013. This is a hugely and rewarding bike, and what a shame that it sits in a whose sales have as it deserves to be one of the top selling bikes of all Simon Warburton admitted: We did when we started on this the class would pick up and by the time we realised it wasn’t to, we’d reached the point of no in the development cycle.

In which case, maybe the 675 will revive the class The R is in exotica territory at more £10,000, even pricier the MV Agusta F3 (click here for but it’ll leave it for … on the and it’s a far, far more road bike.

You’d to be seriously badge-biased to forego the bike for an F3 because you’ll be out on a clearly superior product, and without taking into Triumph’s much better record, dealer network and back-up. As for the standard 675, going to be outperformed by the 675R, but not by a margin as all the basic components are

But never mind the category, the 675R is simply the most exhilarating track bike you can buy side of a BMW HP4 (click here for and it’s a much more proposition on the roads.

Model Triumph Daytona 675R

UK £10,599 (Daytona 675, + £350)

Available: December

Engine: in line, three liquid cooled, dohc 675cc

Power: 126bhp 94kW) @ 12,500rpm

Torque: 74Nm, 7.5kgm) @ 8,000rpm


Other articles of the category "Triumph":

Our partners
Follow us
Contact us
Our contacts

Born in the USSR


About this site

For all questions about advertising, please contact listed on the site.

Motorcycles catalog with specifications, pictures, ratings, reviews and discusssions about Motorcycles.