![\"Triumph](\"https:\/\/www.conquestcarbon.com\/wp-content\/uploads\/2013\/06\/daytona-675r-9_800x0w.jpg\")
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A multiple Supersport Shootout winner, the refurbished Triumph Daytona 675R looks to win over test riders with its bubbly Triple and R-spec performance. Watch the result in the 2013 Triumph Daytona 675R Supersport Street video.<\/p>\n
The Triumph Daytona 675R is no stranger to Supersport Shootout success, a three-time shootout victor since its 2006 model year debut. After some minor revamps, the 2013 model year features the first engine overhaul for the British bike\u2019s signature Inline Triple. The R-spec 675 also sources top-shelf components and electronics, making it a more potent package than ever before.<\/p>\n
Engineers tweaked Triumph\u2019s 675cc Inline Triple to be more oversquare, with a 76mm bore and 49.6mm stroke (from 74mm x 52.3). Compression is bumped and the valvetrain swapped for lighter parts. The new engine ran the dyno up to the tune of 113.68 horsepower and 49 lb-ft of torque. That\u2019s a modest 3 hp increase from the previous model and slight decrease in peak torque, but this Daytona sports a fatter torque curve in the bottom and mid-range. The 600s catch up start catching up to the Triumph on the top end, and the Kawasaki 636 actually does. But the British Triple is all about the torque down low, where it surges well above all but the Ducati and Gixxer 750.<\/p>\n
The translation on the street is an engine with plenty of pulling power across the entire powerband. Sporting the flattest torque curve in the test, the Triumph Triple makes for a practical and playful ride.<\/p>\n
\u201cPower from the 675R is perfect for the street,\u201d confirms Adey. \u201cIt has great mid-range for pulling away from traffic when needs be. And it has the top-end grunt to put a big smile on your face when the road is clear ahead for full-tuck assault.\u201d<\/p>\n
Brimming with street-friendly torque, the Triumph Triple is also one of the most grin-inducing engines in this class. That\u2019s old news for anyone who\u2019s read past shootouts with a Triumph in the mix, but in this case the British bike gets one-upped by the thrilling Triple from MV Agusta. The Italian mount sounds better on the pipe, though the Triumph isn\u2019t far behind.<\/p>\n
\u201cThe Triple\u2019s engine character, with its orgasmic throaty sound and smooth power delivery, made it most enjoyable to ride,\u201d says Adey.<\/p>\n
\u201cThe one thing that keeps bothering me when I ride a three-cylinder Triumph is the \u2018whistle\u2019 that can cover the exhaust and engine sound,\u201d notes a keen-earned Massimo, before allowing the Daytona mill \u201chas character and personality.\u201d<\/p>\n
The Triumph drivetrain makes huge gains in 2013 with its quickshifter and slipper clutch. While the gear lever actuation isn\u2019t quite as smooth as the Japanese rides, the Daytona\u2019s six-speed package is both forgiving and efficient. It stands out in this test as the only bike with both a quickshifter and slipper clutch, and each one performs well.<\/p>\n
\u201cThe slipper clutch on it specifically, man you can jam down the gears and it never chattered, never got you out of shape,\u201d says Nathon.<\/p>\n
Riding the well-sorted Japanese bikes, riders can be forgiven for questioning the value of a quickshifter. But the Triumph\u2019s bang-bang immediate upshifts will have them wishing every bike was provisioned so. The shifter proves valuable on the track, but just as convenient on the street. The electronic shifter also aided during performance testing, where Adam coaxed the Daytona to a second-fastest 0-60 at 3.5 seconds. In the quarter-mile the Daytona records the third-fastest time at 11.29 seconds.<\/p>\n
The Triumph trails only the Kawasaki in handling and braking performance, and by the slimmest of margins. And tweaks to the steering geometry, with a steeper rake, make for a sharper turning chassis.<\/p>\n
\u201cThe 675R felt solid all the way around in the handling department,\u201d says Adey. \u201cGiven it comes equipped with full Ohlins sus\u00acpension and Brembo brakes. I expected no less than what I felt \u2013 a 10 out of 10 for me.\u201d<\/p>\n
The Ohlins units are a fully-adjustable NIX30 fork and TTX36 shock and performance from both live up to their spec sheet billing. Where the Showa BPF units offer stability and a planted feel, the Triumph\u2019s Ohlins suspension package goes one step further. They damp out the inconsequential white noise coming up from the road, yet transmit immediate, precise feel. And while the Triumph turns so quick that a rider expects it to twitch and lift up front, instead transitions are smooth and controlled.<\/p>\n
The modulation and lever feel afforded by the Triumph braking package is the best of the Brembo monobloc units in this test. Only the Kawasaki\u2019s surprising Nissin setup rates higher \u2013 and, again, by an almost imperceptible margin.<\/p>\n
\u201cStopping power is immense due to its Brembo hardware. Lever feel is progressive upon initial pull, making for no-alarm braking,\u201d says Adey, with Massimo agreeing: \u201cTogether with the Ohlins, I think it was the best combination \u2013 with effortless breaking.\u201d<\/p>\n
ABS comes standard aboard the 675R, the only bike to do so. The system is switchable, with three settings: On, Off and Circuit. High-performance addicts will appreciate the second setting, insisting on their superior control and unhindered stoppie\/rear-slide shenanigans. The rest of us mortals will enjoy the safety cut-in, and Circuit mode allows for a generous degree of tire slip.<\/p>\n
Ergonomics on the Triumph haven\u2019t been the highlight of the Daytona in the past, particularly for the street. It\u2019s still not as comfy as the 600s, but this year it did seem improved in our tester\u2019s opinions.<\/p>\n
\u201cAlthough they gave this bike a full revamp it feels pretty similar to the old one behind the windscreen,\u201d admits Adam. \u201cIt still feels narrow, but it\u2019s less top heavy and the ergonomics feel more balanced and GSX-R like.\u201d<\/p>\n
Adey likes the riding position too, saying: \u201cErgos on the 675R felt like a perfect balance between go fast now… chill later.\u201d<\/p>\n
The Daytona\u2019s dash showcases all the necessary info in a concise space. The prominent right-side analog tach allows for programmable shift lights \u2013 a track-oriented feature to be sure, but another indication of the 675R\u2019s race-bike build quality. The Triumph hasn\u2019t always felt so top-shelf.<\/p>\n
\u201cThe Daytona 675R is a quality motorcycle, and the fit and finish appears on the same level of the Japanese machines, which is a big improvement for Triumph,\u201d says Adam. \u201cI also LOVE the way it looks in white.\u201d<\/p>\n
In the appearance rankings, only the F3 rates higher than the Daytona. This result, along with the MV stealing the Triumph\u2019s other usual gimmie on the scoresheet, engine character, may furrow some British brows\u2026 And it is ironic that the Triumph gains so much over on the Japanese because they are boringly similar, and yet it falls short in personality to the copy-cat MV. But the raw and ragged F3 has a long ways to go before it can displace the super refined Daytona.<\/p>\n
The Daytona eeks out another Supersport victory with its high-performance chassis and engaging personality. Triumph\u2019s Inline Triple continues to deliver, and the rest of the component package has improved as well \u2013 a shootout winning formula.<\/p>\n","protected":false},"excerpt":{"rendered":"
Triumph Daytona 675R A multiple Supersport Shootout winner, the refurbished Triumph Daytona 675R looks to win over test riders with its bubbly Triple and R-spec performance. Watch the result in the 2013 Triumph Daytona 675R Supersport Street video. The Triumph Daytona 675R is no stranger to Supersport Shootout success, a three-time shootout victor since<\/p>\n","protected":false},"author":3,"featured_media":5328,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[889],"tags":[895],"_links":{"self":[{"href":"https:\/\/conquestracingltd.com\/wp-json\/wp\/v2\/posts\/6806"}],"collection":[{"href":"https:\/\/conquestracingltd.com\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/conquestracingltd.com\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/conquestracingltd.com\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/conquestracingltd.com\/wp-json\/wp\/v2\/comments?post=6806"}],"version-history":[{"count":0,"href":"https:\/\/conquestracingltd.com\/wp-json\/wp\/v2\/posts\/6806\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/conquestracingltd.com\/wp-json\/wp\/v2\/media\/5328"}],"wp:attachment":[{"href":"https:\/\/conquestracingltd.com\/wp-json\/wp\/v2\/media?parent=6806"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/conquestracingltd.com\/wp-json\/wp\/v2\/categories?post=6806"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/conquestracingltd.com\/wp-json\/wp\/v2\/tags?post=6806"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}