Like the majority of models in the SuperSport category, the Daytona 675 will not pass the year 2016. Euro4 standards and low sales volume have sounded the death knell. It’s time to pass the torch to a new generation of machines … and displacement ? Until then, let’s not forget the one that shook the Japanese. A real scarecrow for the Japanese in the category, the Triumph 675 Daytona is one of those machines that we appreciate for its performance (high level), its originality (3 cylinders) and its personality. Excellent tracker, even more in its R version, it could still rest on its laurels, even if the MV-Agusta F3 came to tickle it on its ground. And given the face of the sports market, is the investment of an evolution worth it ?
For Hinckley, the answer is clearly a big yes. Out of the question to change only a retro or a toe clip; the Daytona has evolved (a while ago now) on all fronts: chassis, engine, aesthetics, everything goes.
From the muzzle to the buttocks, the dressing is completely revised. Taut lines, protruding edges, tapered back, the Englishwoman has eaten the knife. Too much perhaps, its silhouette letting escape a taste of Japonisation. Always attractive, she is today more impertinent as much as less mischievous. The eyes are angulated, mirrored, and now end in plastic corners (not the most beautiful effect). But the design is not there only to seduce; it announces a host of modifications, from the engine to the chassis.
As on the majority of its machines, Triumph renews its confidence in the 3 cylinders … and splits a new engine to get some watts and more speed. This block is more super-square, with a bore going from 74 to 76 mm for a stroke reducing from 52.3 to 49.6 mm. The boiler is now blocked at 14,400 revs, or 500 revs of additional speed. The valves are now titanium, while the cylinder block is separated from the upper crankcase to better withstand power and internal pressures. The two injectors per cylinder, an improved fuel intake, an optimized air flow and a retouched injection make it possible to reduce consumption, strengthen the power curves, and gain 3 horsepower. The Dayto now spits 128 hp at 12,600 rpm. A small gain in torque allows it to peak at 7.6 mkg. What to run with enthusiasm and growl with conviction against its designated rival, the MV-Agusta F3 675. And shamelessly provoke the R6 and sisters. The 3-cylinder knows how to please with its sound and especially its availability. Filled and available well before the 4 legs, it does not lag to propel the Daytona into the dimension of sport. Especially since the featherweight of this sports car facilitates the work of the thruster, even more with this generation which loses 1.5 kilos.
And there, we had to look for them. Because the Dayto was already part of the clan of the lightest sports. Most of the diet took place on the rims, each losing 500 gr. Hinckley also grapples on the new frame, made up of 8 sections instead of 11. Let’s take the opportunity to review the geometry and make it more agile. The column retracts 1 °, going from 23.9 ° to 22.9 °, and the trail is reduced from 89.1 to 87.2 mm. The wheelbase is shortened and Triumph has provided for an adjustment of the swingarm pivot. Here it is, it is new too, and asymmetrical in shape. This is because room had to be made to house the low-type exhaust. Ah yes, here is an element that will make you cough. For many, the muffler under the seat was part of the identity of the Daytona 675. Gone are those days. Sacrificed on the altar of efficiency, the exhaust migrates under the engine. We like it or not, but the centralization of the masses and the agility gain their weight in efficiency.
You who found the Daytona agile and responsive like a young lady in the face of sales, get ready for the second markdown because the tracker has obviously improved everything that could make it more dynamic.
The suspensions are entrusted to KYB, recalibrated and fully adjustable, with the addition of a compression adjustment for high and low speeds. Braking is signed Nissin at the front, Brembo at the rear, with 310 mm discs fitted with radial-mounted 4-piston calipers. Rarely convincing, the rear brake defends itself with a 220 mm track where only a piston acts. ABS is there as an option; The only electronic assistance of the Daytona, it is disconnectable and has a circuit mode to play with the drift of the rear wheel. A new clutch with anti-dribble will also prevent jostling from the stern. Engine management is also involved.
Because the 675 Daytona loves the track. It is built for, and its driving position will quickly show you. It is not its seat lowered by 10 mm that will change much to the (relative) comfort. Under the saddle, a new aluminum rear buckle refines the aesthetic. A trip to the improvised circuit at the last minute? The Dayto has thought about it, and offers you to transfer the plate / taillight assembly quickly.
Already very successful, did the Daytona 675 need to evolve? Is the stake worth the candle in the current market? Triumph does not seem to have asked itself these questions. Besides, is it not by constantly evolving that we keep our steps ahead? Top to bottom review, the 675 Daytona "phase 3" will only leave hungry for full technology enthusiasts who will want the assistance of traction control or multiple injection maps. Maybe for the next generation? By then, the English has some serious advantages, including an efficiency that many machines would envy..
What you must remember
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675 Daytona 2015
Model marketed in
approx. 260 km / h
The technical aspect
Triumph 675 Daytona 2016
- Tank: 17.4 liters
- Width: 695 mm
- Height: 1,112 mm
- Wheelbase: 1375 mm
- Weight in running order: 184 kg
- Train before
- Secondary chain transmission
- Rear axle
(76 x 49.6 mm)
at 12,600 rpm
at 11,900 rpm