2013 Triumph Daytona 675, 675RUp until the release of the 2006 Triumph Daytona 675, the conventional engine standard for mid-weight sportbikes was the inline four (Japanese Big Four) and the Twin (Ducati).
But the 2006 Daytona 675, which replaced the inline-four Daytona 650, changed this, the folks at Hinckley stuffing the machine with an inline-three to upset the standards.The new Triumph became popular on the race tracks in both pro and amateur racing series, but few updates followed. In 2009, Triumph updated a few technical features, but other than the release of the “R” model in 2011, the lineup remained relatively the same.This changes for 2013, though, Triumph making some significant revisions to its Daytona 675 and 675 R supersport motorcycles. Unveiled at the EICMA in Milan, the bikes receive an updated engine, a redesigned chassis with repositioned exhaust, switchable ABS with track mode, and sleeker bodywork.The Daytona 675 R model receives the changes mentioned above, and then some – Ohlins suspension front and rear, Brembo Monobloc brake calipers and a quick shifter. The R also receives carbon-fiber cockpit panels, a carbon fiber rear hugger, a red rear subframe and red wheel pinstripe.With all the changes, the Daytona 675 and 675 R are 3-lbs. lighter than the 2012 wet weight of 407 lbs., and have two extra base horsepower, bringing the max power up to 126 hp @ 12,600 rpm.Speaking of the new engine, Triumph says “the key change is the wider bore and shorter stroke dimensions, allowing a higher 14,400rpm rev limit to gain more power and a broader spread of usable revs. Facilitating this is the new block, separate from the upper crankcase and with ceramic coated aluminum bores so it can be made stronger to cope with the higher pressures. Power is up 2bhp to 126bhp, peaking earlier at 12,600rpm and revving on for longer. The torque maximum is 2ft.lbs higher at 55.3lb.ft, with an increase across the rev range.”Also aiding in this increased power are new twin injectors per cylinder, reshaped titanium valves that allow for higher revving, a larger intake that flows “air straight into the center of the bike, right through the headstock, and as a major bonus this increases the quality and volume of the signature three-cylinder snarling intake roar for the rider.”The engine is hooked to a six-speed transmission with a new slipper clutch that provides and lighter feeling at the lever, and prevents rear wheel hop under heaving braking. This prevention of rear hop is further aided by electronics, which open the throttle butterflies to reduce engine braking. The R model also receives a new quick shifter.To help centralize mass, Triumph also repositioned the 675’s exhaust, which now sits under the engine rather than under the rear seat. Triumph says “this is a consequence of the mission by Triumph’s engineers to centralize the bike’s mass as much as possible and move the weight forward, key factors in making the new Daytona even more agile and yet more stable at speed.”The 675’s frame was updated with fewer sections for a “cleaner, stronger design and has sharper geometry and a shorter wheelbase to make full use of the revised mass distribution.”On the standard model, front suspension duties are handled by the latest fixed-cartridge forks from KYB (formerly Kayaba) and revised rear shock. The 675 R arrives with Ohlins NIX30 front forks and TTX rear shock. Both models receive new lightweight wheels shod with Pirellie Supercrosa tires.Braking duties on the standard are handled by twin 310mm floating discs squeezed Nissin 4-piston radial Monobloc calipers up front, and a single 220mm disc squeezed by a Brembo single piston caliper out back. The R model receives Brembo 4-piston radial Monobloc calipers up front.And both the Daytona 675 and 675 R arrive with a new switchable ABS that weighs 3 lbs., and includes a late intervention track setting which allows rear wheel drift.Triumph also updated the ergonomics on the 2013 Daytona 675, which features a 10mm reduction in seat height (820mm, 32.3 inches), and a “little less weight placed on the wrists.” As for the 675 R, the more track-oriented bike retains its 830mm (32.7 inches) seat height.The changes didn’t stop there, though. Triumph also updated the bodywork on 675 and 675 R: “The new bodywork has a sharper, leaner look that also reflects the higher quality of the new bike. Features such as the deliberately split upper fairing add an air of class, while the attention to detail has moved to a new level and includes a highly attractive upper yoke, machined engine mounting bolts, plugged swingarm mounting plate, a revised cockpit area and quickly detachable number plate/tail-light unit for easy track day conversion.”Triumph finished the package with a multi-functional instrument pack, featuring a digital speedometer, fuel gauge, trip computer, analog tachometer, lap timer, gear position indicator, programmable gear change lights, and a clock. The unit is able to report tire pressures when Triumph’s accessory Tire Pressure Monitoring System (TPMS) is fitted, while switchable ABS (compatible models) can be easily configured via the display. And for added security, an electronic immobilizer is included as standard.Both bikes should arrive in dealerships in February 2013.Following are the highlights, specs, color options and MSRP for the 2013 Triumph Daytona 675 and 675R:2013 Triumph Daytona 675 and 675 R Highlights:
Brand new, higher-powered 675cc triple with 126bhp (+2bhp), 55ft.lbs. (+2ft.lbs.) of torque and an increased 14,400 rpm red line
New chassis with improved weight distribution and repositioned exhaust
This week, Senior Editor Nic de Sena rides the all new Ducati Monster. Big changes have been made by Ducati–has the company ruined the considerable heritage of the iconic Monster–or are the changes worth it? In the second part of the show, we chat with Nick Ienatsch, Founder and Head Instructor at the Yamaha Champions Riding School. He says: “We aim to change your riding life by introducing you to Champions Habits: The techniques, approaches, skills, and the mindsets of the best riders in the world. These Champions Habits are the foundation of safety and consistency to whatever speed you ride, in any venue on any bike. Street riders, this is just as much for you as track riders. The best way to make safe riders is to make good riders.“ We hope you enjoy this episode!