In one of the most contested classes, 600cc super sport, there wasn’t anything else seen despite four cylinders inline or high-revving V-twins. But things were about to change together with Triumph’s presentation of the Daytona 675. Uniqueness was the key and the results were fabulous.
With the launch of the Daytona 675 Triumph has brought to the scene an impressive new motorcycle to be elected instead of the Japanese and Italian motorcycles. Triumph has taken the best of both worlds and created a three-cylinder powered supersport motorcycle featuring an extremely sharp chassis.
The motorcycling public had long expected a new option and the occasion didn’t slip through their fingers.
The days of which I’m speaking aren’t long gone as the Daytona 675 was first produced and sold in 2006. Its purpose was to replace the already popular and great performing Daytona 650 and it proved that Triumph was going up against the Japanese championship-winners.
People were anxious to form an impression of the bike that caught their attention a year earlier when Triumph first unveiled it and there was a single way to do that: buy the think. Daytona 675 sold like no other and I could never hear somebody complaining about it.
2007 model year didn’t bring any changes and for 2008 the Triumph Daytona 675 comes in a Special Edition, selling in parallel with the normal version.
It was Triumph’s decision to go against the best in the business and although the Daytona 675 is competitive and looks like a real racer, it isn’t quicker around the track. Triumph knows best how to produce three-cylinder engines, but the Japanese rule when it comes to four inline.
The Honda CBR600RR is a supersport bike with a lot of heritage coming from its 599cc liquid-cooled inline four-cylinder and high-performance chassis. Equipped with MotoGP-bred tech such as Dual Stage Fuel Injection, Pro-Link rear suspension, and HESD electronic steering damper, the Honda CBR600RR is a great representative of the Japanese supersport 600s.
For 2008, the Yamaha YZF-R6 is equipped with a brand new chassis and its 599cc liquid-cooled inline 4-cylinder; DOHC, 16 titanium valves is fed through a fuel injection system with YCC-T and YCC-I. It gives a hard time to the CBR600RR, not to mention the Triumph.
It wouldn’t be nice not to mention the 2008 Suzuki GSX-R600 which is totally revised and delivered as a compact combination of chassis and engine (599cc, 4-stroke, four-cylinder, liquid-cooled, DOHC, 16-valve), fitted with race-inspired technology such as advanced electronics, effective suspension, and radial-mount brakes.
Kawasaki uses the same recipe and fits the Japanese routine perfectly as it is fitted with an ultra-light 599cc four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline four. This one is also a sharp handler and a very popular 600cc motorcycle around the country.
It looks great when seen from two blocks away and things keep getting better and better as you come near it. Triumph is dedicated to the fact that motorcycles should not only perform, but look true to their abilities also. You will find the Daytona 675 completing with the English manufacturer requirement with ease.
If I was to compare it with a Japanese bike in the same class, I would name the CBR600RR, and I bet you’ll agree with me on this one.
Razor sharp looking and implying an aggressive riding position, the rider gets a piece of the action even before it starts the motor. No matter the color of the bike (Yellow, Red or Graphite), the matte black frame gives it a nice, aggressive note (in case it needed it) and the 17 inch alloy wheels featuring five spokes each, further enhance that look.
The 2008 Special Edition is purely aesthetic improved and it has all the chances to make the difference for those very demanding riders. Phantom Black painted and featuring gold finished wheels and gold colored decals, the Daytona 675 Special is a true step further for this model.
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.
Engine and Transmission
Type: Liquid-cooled, DOHC, in-line 3-cylinder
Bore/Stroke: 74.0 x 52.3mm
Compression Ratio: 12.65:1
Fuel System: Multipoint sequential electronic fuel injection with forced air induction
Gearbox: 6-speed, close-ratio
Final Drive: O ring chain
Clutch: Wet, multi-plate
Chassis and Dimensions
Frame: Aluminum beam twin spar
Swingarm: Braced, twin-sided, aluminum alloy with adjustable pivot position
Front Wheel: Alloy 5-spoke, 17 x 3.5in
Rear Wheel: Alloy 5-spoke, 17 x 5.5in
Front Tyre: 120/70 ZR 17
Rear Tyre: 180/55 ZR 17
Front Suspension: 41mm USD forks with adjustable preload, rebound and compression damping
Rear Suspension: Monoshock with piggy back reservoir adjustable for preload, rebound and compression damping
Front Brakes: Twin 308mm floating discs, 4 piston radial calipers with radial master cylinder
Rear Brakes: Single 220mm disc, single piston caliper
Length: 2010mm (79.1in)
Width (Handlebars): 710mm (28in)
Height: 1109mm (43.7in)
Seat Height: 825mm (32.5in)
Wheelbase: 1392mm (54.8in)
Rake/Trail: 23.5 degree/86.8mm
Weight (Dry): 363 lbs
Fuel Tank Capacity: 4.6 gal
Maximum Power: 125PS (123bhp) at 12,500 rpm
Maximum Torque: 72 (53ft.lbf) at 11,750 rpm
Colors: Scorched Yellow, Tornado Red, Graphite
The 675cc, water-cooled, three cylinder, 12-valve power unit is extremely compact, featuring a Keihin fuel injection system and a stacked six-speed close ratio gearbox. Peak power of 123bhp is delivered at 12500rpm, with 53ft.lbf torque at 11750rpm. While the Daytona 675’s engine is refined, the triple’s innate character remains with typical Triumph toughness engineered all the way through.
The Daytona 675’s aluminum frame is fabricated with open-back cast spars which wrap over the top of the motor, accentuating the benefits of the narrow three-cylinder design. The lightest frame in its class, it weighs in at a mere 19.18lb
The Daytona 675’s suspension consists of top quality, fully adjustable Kayaba 41mm upside down forks and a fully adjustable piggyback reservoir rear shock. This track-bred suspension gives razor sharp handling and can be tuned by the rider to suit their own style. The Daytona 675 turns at the speed of thought, is glued to the road and stunningly agile.
The Daytona 675’s digital instrument console has all the usual trip functions as well as displaying average fuel economy. Also featured is a sophisticated lap timer – useful for comparing successive lap times on a circuit as well as average and maximum speed for each lap.
Radial calipers and master cylinder on floating 308mm discs give the best brakes in the business.
Special Edition Features
Gold wheels contrast with the all black paint for a classic, race-inspired look.
Gold decals add a sophisticated touch to the Phantom Black paintwork.
Black engine covers enhance the sleek overall look of the Daytona 675 SE.
A gold-colored steering stem nut adds a subtle yet complimentary touch.