As soon as I found my way on the Triumph Daytona 675 I kept saying myself “stick with the plan” which meant testing the riding position and the bike’s road abilities. But the Triumph is so enjoyable and tempting that you immediately get caught by its magic and only after swinging your leg off of it you reality strikes you again.
The seat is leaned foreword and the handlebars aren’t quite at quick reach, factors which lead to the relatively uncomfortable riding position. It is just a matter of getting used to it because this supersport is destined for both the track and the road and the balance between these two environments always results in performance concessions. Even so the Daytona 675 can be ridden without any problems for approximately 200 miles and that is just when you test ride it, and not get the best out of it every weekend.
Wind protection is excellent considering the small screen and the narrowness given by the compact engine and chassis really contribute at the way you handle the machine. With a dry weight of only 363 lbs, the Daytona is easily maneuverable and sharp cornering.
The 675cc, liquid-cooled, DOHC, in-line three-cylinder engine proves able to deal with every four-cylinder engine out there as Triumph slightly increased the displacement so that it would compensate for the “missing” cylinder. 123bhp at 12,500 rpm are more than sufficient for the small, narrow, and sharp-looking Triumph while the 72Nm (53ft.lbf) at 11,750rpm define the engine’s pulling capabilities which aren’t modest at all.
A fast motorcycle doesn’t rely only on its engine, but the transmission has much to do with the numbers on the dyno, two. In this case, a six-speed gearbox works efficiently and doesn’t quite let you miss the gears even though I experienced some of these issues during my test ride. I could say it was an isolated case as it happened when I exaggerated with the throttle and the shifts. Clutch is smooth operating and efficient no matter what.
I definitely appreciate the suspension units as the bike gave me a ride a bit on the soft side and still firm in corners. Triumph made the right choice with 41mm USD forks with adjustable preload, rebound and compression damping in the front and Monoshock with piggy back reservoir adjustable for preload, rebound and compression damping. If I was to keep the bike I would have kept the suspensions setting as it was because it fitted me perfectly.
But what goes fast must stop fast and the Daytona 675 properly completes this task with the help of twin 308mm floating discs on which are applied 4 piston radial calipers with radial master cylinder. The suspensions are nice and steady when the brake lever is strongly applied and the rear end doesn’t tend to loose grip. If you also apply the single 220mm disc, single piston caliper you will come to a complete safe stop and live to fight another day and who knows, maybe write your opinion on this bike.
Triumph has built the Daytona 675 to fight with the best of the class and its product couldn’t have been less competitive (it proved it isn’t) and the suggested retail price had to be kept even lower than the Japanese options.
In 2008, riders are offered the same kind of Daytona fun in different packaging and different retail prices. The simple version comes with an MSRP of $8,999 and the Special Edition is marketed for as low as $9,399.
The Triumph Daytona 675 proves with good looks, power, and refinement that three cylinders are just as good as four as this bike is comparable with anything in its class. You will find the 123bhp reassuring and the compact, sharp chassis one of the best ever to see its way to a production motorcycle. If you consider the fact that instead of the usual Japanese 600cc supersport bike, you can get your hand on a Triumph Daytona 675 Special Edition, it is more likely to go for the second option and be not just another one in the crowd.