Triumph Daytona 675 (2005+)

Introduction
Fine tuning allowed engineers to squeeze 124bhp at 12600 rpm and 53 ft lbs at 11700 rpm out of it. That’s great if we consider the 407 lbs wet weight and the Daytona’s affinity for fast cornering.

The front and rear suspensions (Kayaba 41mm upside down forks and Kayaba monoshock with piggy back reservoir) are fully adjustable, apparently, in a fancy kind of way because the rider is allowed to adjust high and low speed compression damping according to the way it plans to exploit his two-wheeled machinery. So riders will soften the suspensions to suit their tastes and preferences during daily exploiting or regular, low speed riding and harden them before going to spend some quality time on the race track. That’s nice!

But performance riding also implies some serious braking rounds and the 2010 Triumph Daytona provides the best of it thanks to a front monobloc radial caliper and radial master cylinder working with a 308mm floating disc. The rear end also backs the bike up with a single 220mm disc and a single piston caliper.

Despite being powered by a three-cylinder engine instead of a four-cylinder one like the majority of middleweight supersport bikes, especially the Japanese ones, the Daytona 675 is up for the challenge with great performance figures as well as chassis capabilities and marvelous design. An additional great feature of this bike is the recalibrated engine management system accepting Triumph’s quick-shifter, one of those cool accessories that riders simply must have for these bikes.

Although the list of updates on the 2010 Triumph Daytona is scarce – new instruments, a new color scheme and decals –, Triumph can brag (and it does) about offering US customers the Daytona 675 Special Edition, which is mechanically identical to the 2010 model year, meaning that it was born on the race track. So it has advanced chassis features such as the aluminum frame and adjustable suspensions as well as Nissin brakes working closely together with the Pirelli SuperCorsa SP tires. The bike is available in a very special color combination, but we’ll get on to that in a second. Also, a whole bunch of carbon fiber parts and Arrow accessories are available for it in the attempt to make the best better.

Competition

Honda is pretty confident about their CBR600RR’s abilities to rule the 600cc supersport class and they have plenty of reasons to do so as they provide a 599cc, liquid-cooled, inline four-cylinder, dual-stage fuel-injected with 40mm throttle bodies and Denso 12-hole injectors engine with DOHC and four valves per cylinder powered motorcycle. Of course you get a six-speed gearbox and goodies such as the 41mm inverted HMAS cartridge fork and unit Pro-Link HMAS single shock, but this model is also known for the Combined ABS system which can be optionally fitted on the bike. Wet weight is 410 pounds and the MSRP starts at $11,199.

Like the previous mentioned Triumph and Honda motorcycles, the Yamaha YZF-R6 was created for the track, but can do as well on the streets too. It’s all about the 599cc, liquid-cooled, inline four-cylinder; DOHC, 16 titanium valves powerplant that is fuel injected and gets all the benefits of Yamaha’s Chip Controlled Throttle and Chip Controlled Intake. Wet weight is 417 lbs and the MSRP starts at $10,490.

The Suzuki GSX-R600 isn’t out of the question either. This motorcycle weighs 432 lbs with all fluids in it and the power source is a high-revving and fuel-injected 599cc, liquid-cooled, four-stroke, DOHC motor which time proved is both reliable and competitive.

Kawasaki sells the ZX-10R for a base MSRP of $10,499 and although visually the bike isn’t that impressive, technically it is up for the challenge. There is a 599cc, liquid-cooled, four-stroke, DOHC, four-valves per cylinder engine that is also fuel-injected and has a curb weight of 421.2 lbs, less than Suzuki’s, but not that good compared to the Triumph, Honda or Yamaha.

Exterior
Daytona’s engine may “run in three pistons” and still keep up with the competition, but when it comes to appearance it’s easy to spot the difference. It is long been said that Italian styling is the sweetest, but getting a glimpse at the 2010 Triumph Daytona 675 / Special Edition model, we reckon that the British aren’t bad with the crayon either.

The bike features an extremely aggressive design that doesn’t imply sharp lines. This stands for complexity and finesse, but what’s really important is that seat being positioned at 32.7 inches from the ground and the very low handlebars and screen. The riding position practically invites the rider to tuck itself under the small fairing and screen while keeping the knees and elbows as close to the narrow and also low positioned gas tank.

At front, the headlights blend in with the fairing beautifully while the centrally positioned air intake adds another aggressive note to the racing look of this bike. The mirrors are actually very well positioned so that the rider can actually see the traffic behind and not his elbows.

The black frame and swingarm give a clue on the bike’s cornering abilities while the underseat exhaust stands for symmetry. This bike rides on a pair of alloy five-spoke 17-inch gold wheels positioned 55.7 inches apart, which also enhances the sporty look.

No doubt about it, the Triumph Daytona 675 stands out from the crowd and the 2010 color schemes and decals contribute significantly. Either Caspian Blue Tornado Red or Phantom Black painted, it stands as a sublime contribution to a continuously developing industry.

The 2010 Triumph Daytona SE is more of a demonstration of power with its cool new Pearl White paintjob and the Sparkle Blue paint on the frame, swing arm and subframe.

Conclusion
We really have to give the Daytona credit for still managing to stay among the favorites in its class despite the preponderance of Japanese bikes. It’s something about the combination of a refined aspect and an enormously capable engine, riding position and handling, all under a more than decent price tag.



Engine and Transmission
Type: Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder
Capacity: 675cc
Bore/Stroke: 74 x 52.3 mm
Compression Ratio: 12.65:1
Fuel System: Multipoint sequential electronic fuel injection with forced air induction and SAI
Final Drive: O ring chain
Clutch: Wet, multi-plate
Gearbox: 6-speed, close ratio

Chassis and Dimensions
Frame: Aluminum beam twin spar
Swingarm: Braced, twin-sided, aluminum alloy with adjustable pivot position
Front Wheel: Cast aluminum alloy 5-spoke, 17 x 3.5in
Rear Wheel: Cast aluminum alloy 5-spoke, 17 x 5.5in
Front Tyre: 120/70 ZR 17
Rear Tyre: 180/55 ZR 17
Front Suspension: Kayaba 41mm upside down forks with adjustable preload, rebound and high/low speed compression damping, 130mm rear wheel travel
Rear Suspension: Kayaba monoshock with piggy back reservoir adjustable for preload, rebound and high/low speed compression damping, 130mm rear wheel travel
Front Brakes: Twin 308mm floating discs, Nissin 4-piston radial mono-block calipers
Rear Brakes: Single 220mm disc, Nissin single piston caliper
Length: 79.5 in
Width (Handlebars): 27.9 in
Height: 43.5 in
Seat Height: 32.7 in
Wheelbase: 55.7 in
Rake/Trail: 23.9 degree / 89.1 mm
Wet Weight: 407 lbs
Fuel Tank Capacity: 4.6 US gals