Triumph Daytona 675 S.E.
Triumph Daytona 675 S.E. | |
Manufacturer | |
---|---|
Production | 2008 |
Engine | Four stroke, in-line 3-cylinder, DOHC, 4 valve per cylinder. |
Compression ratio | 12.65:1 |
Top Speed | 254.8 km/h / 154.3 mph |
Ignition | Digital - inductive type |
Transmission | 6 Speed |
Frame | Aluminum beam twin spar, swingarm braced twin sided, aluminum alloy with adjustable pivot position |
Suspension | Front: 41mm USD forks with adjustable preload, rebound and compression damping Rear: Monoshock with piggy back reservoir adjustable for preload, rebound and compression damping |
Brakes | Front: 2 x 308 mm Discs, 4 piston calipers Rear: Single 220 mm disc, 1 piston caliper |
Front Tire | 120/70 ZR 17 |
Rear Tire | 180/55 ZR 17 |
Wheelbase | 1395 mm / 54.9 in |
Seat Height | 830 mm / 32.7 in |
Weight | 166 kg / 365 lbs (dry), 185 kg / 407 lbs (wet) |
Oil Capacity | 3.6 Liters / 1.0 US gal / 0.8 Imp gal |
Fuel Capacity | 17.5 Liters / 4.6 US gal / 3.8 Imp gal |
Manuals | Service Manual |
It could reach a top speed of 254.8 km/h / 154.3 mph.
Engine[edit | edit source]
The engine was a Liquid-cooled cooled Four stroke, in-line 3-cylinder, DOHC, 4 valve per cylinder.. The engine featured a 12.65:1 compression ratio.
Drive[edit | edit source]
Power was moderated via the Wet, multi-plate.
Chassis[edit | edit source]
It came with a 120/70 ZR 17 front tire and a 180/55 ZR 17 rear tire. Stopping was achieved via 2 x 308 mm Discs, 4 piston calipers in the front and a Single 220 mm disc, 1 piston caliper in the rear. The front suspension was a 41mm USD forks with adjustable preload, rebound and compression damping while the rear was equipped with a Monoshock with piggy back reservoir adjustable for preload, rebound and compression damping. The Daytona 675 S.E. was fitted with a 17.5 Liters / 4.6 US gal / 3.8 Imp gal fuel tank. The bike weighed just 166 kg / 365 lbs. The wheelbase was 1395 mm / 54.9 in long.
Photos[edit | edit source]
Overview[edit | edit source]
Triumph Daytona 675 SE
For 2008, Triumph is offering a Special Edition version of
the awesome Daytona 675. This model features a sultry Phantom Black paint
scheme offset stunningly by gold finished wheels and gold colored decals.
Completing the picture for a sleek overall look are black engine covers.
The Urban Sports Range - The 675cc and 1050cc triple engines that
power Triumphs stunning sports bikes are renowned for their strength and
flexibility from tickover to redline. The range includes Streetfighters,
Supersports, Adventure Sports and Sports Touring bikes all with unique
character, real world performance and a distinctive triple roar.
Bodywork Gold wheels contrast with the all black paint for a classic, race-inspired look.
Engine Covers Gold decals add a sophisticated touch to the Phantom Black paintwork.
Steering Nut A gold-colored steering stem nut adds a subtle yet complimentary touch.
Review
Since Triumph decided that its middle-weight
sportbike should be called the Daytona (rather than 'TT'), Hinckley has
tried three times. First came a four-cylinder model in 600cc displacement,
then a four-cylinder 650cc, and now the three-cylinder 675. All good things
come in threes these days for Triumph, and it has been decided in the
highest places that exclusivity will be connected with the make. So has
Triumph got it right this time?
Over the last three years, I have ridden both the in-line four Daytona 600 and 650 and now the 675 triple. Triumph have tried and tried, but it is no longer a game. Succeed or disappear is the challenge that the designers at Triumph have set themselves. To assert the brand's place as a strong competitor to the Japanese manufacturers, the 675 was designed to have approximately equal performance to their 600cc sportbikes. Triumph has achieved this with a powerful triple engine, combined with very low weight. The engine reaches its 123 (claimed - presumably at the crank and not the rear wheel)peak horsepower at a low (relative to others in this class) 12,500 rpm, and has torque that is the best in its class, with a claimed 53lb-ft at 11,750rpms. None of its Japanese competitors can deliver this much torque and power at such low revs. Triumph has achieved this by designing an all-new three-cylinder 675 which is equivalent (or better) to a 600cc four-cylinder engine in performance. The larger overall displacement, as well as the bigger size of each individual cylinder, help the power come in at much lower RPM than a 600 four.
When I hold in the clutch and press the starter button it is immediately apparent that the new 675 triple has a different tone from the previous Daytona four-cylinder. At speed the engine takes on that metallic tone unique to a triple. Another box ticked for the exclusivity that a European bike should have.
The engine is the central feature around which everything else is built and designed. By 62MPH in the highest gear the dial shows 4,500rpm. From these rpm the acceleration is smooth. At 8,000rpm we start to feel the class-beating midrange, and from here it really begins to get going. The engine comes properly to life and rips through the dial right up to the redline at an indicated 14,000rpm. The fuel injection is nearly perfect and tolerates off-on throttle transitions without a jerky response. The clutch is light and precise, but the gearbox is still not up to the standard set by the rest of the running gear. The problem is that when up-shifting there is a little more resistance than you want. Instead of a progressive upward migration of the gears it feels as if there is ever so slight hindrance to your foot. A stiff feel in other words. Downshifts have good sensitivity, on a par with better gearboxes. The only reason this becomes prominent is that there is almost nothing else about the 675 to criticise.
Into the bends it feels that a little extra push on the handlebars must be
made before the 675 can lean completely on the edges of its tires. As soon
as it bites, the 675 is just as sure and stable in the middle of bends as
the Ducati 749. The standard tires on the Daytona 675 are the absolute best
road tire that Pirelli has, namely the Dragon Supercorsa Pro. With the
launch at the Sepang circuit in Malaysia there was no point for the Pirelli
technicians to take any special track tires. The Supercorsa Pro tires have
no tread on the extreme outsides, and thus work like a racing slick at
maximum lean. It is up for speculation whether Triumph chose this tire to
gain an advantage in various comparison tests on the track. Regardless, you
get a good set of tires as standard. In the rain, however, these tires are
no picnic, and so you had best stay as upright as you can on the wet stuff.
When I was riding in the wet, there was a fair amount of grip on the treaded
part of the tires, so I just tried to avoid leaning over onto the slick
sidewall
The seat height is high and the foot pegs are set to a sporty height for good Ground Clearance. The ergonomics were not a problem for a six-footer like me, and the fuel tank is shaped to provide enough knee-grip to take the weight off my arms. The Daytona 675 is almost petite, with a slender, narrow build and underseat exhaust.
The brakes (along with the instruments) descend from last years Speed Triple. The radial Nissin brakes suit the lightweight Daytona well. The bike stops immediately and without applying much force.. The chassis is brand new, and the frame is a double oval aluminum construction that follows the lines of the 955i and S3 frame, but specially designed for the 675. The swingarm is also new, with rounded edges which are claimed to be designed for aerodynamic purposes, but have the side effect of being quite attractive. The swingarm pivot is two-position adjustable, showing that the designers had racing in mind, even though Triumph might not admit to it. Suspension is fully adjustable, and both the forks and rear shock have a rather hard standard setting. The new Daytona also packs a steering damper up front.
The fairing sides have got a clean surface with triangle shapes here and there to mirror the triple design. From the front ,the Daytona 675 looks like an aggressive shark. Finish has got a high overall quality feel to it and not much has been left untouched. Triumph definitely means business with this machine.
Triumph's Danish marketing director, together with John Bloor, has decided that Triumph as a trademark has to appear as totally unique. That is why we have seen the launch of Rocket III and the demise of all four cylinder engines. The Daytona 675, with its three-cylinder engine, stands out as unique in a class where you previously only chose which color you liked best. Along with Yamaha's R6, the 675 sticks out as something special this year. The only thing left for Triumph now is to sort that bothersome gearbox to bring it up to standard with the rest of the bike. Their has been a lot of hype surrounding this bike the last few months, for a good reason - the 675 is a very exciting motorcycle.
Source
Make Model | Triumph Daytona 675 |
---|---|
Year | 2008 |
Engine Type | Four stroke, in-line 3-cylinder, DOHC, 4 valve per cylinder. |
Displacement | 675 cc / 41.2 cu in |
Bore X Stroke | 76 x 49.6 mm |
Cooling System | Liquid-cooled |
Compression | 12.65:1 |
Lubrication | Wet sump |
Oil Capacity | 3.6 Liters / 1.0 US gal / 0.8 Imp gal |
Induction | Multipoint sequential electronic fuel injection with forced air induction |
Exhaust | Stainless steel 3 into 1 system with valve in secondary and under seat silencer |
Ignition | Digital - inductive type |
Starting | Electric |
Max Power | 92 kW / 123 hp @ 12500rpm |
Max Torque | 72 Nm / 7.3 kgf-m / 53 ft/lb @ 11750rpm |
Clutch | Wet, multi-plate |
Transmission | 6 Speed |
Final Drive | O ring chain |
Frame | Aluminum beam twin spar, swingarm braced twin sided, aluminum alloy with adjustable pivot position |
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 | 2 x 308 mm Discs, 4 piston calipers |
Rear Brakes | Single 220 mm disc, 1 piston caliper |
Front Tire | 120/70 ZR 17 |
Rear Tire | 180/55 ZR 17 |
Rake | 23.9º |
Trail | 89.1 mm / 3.5 in |
Dimensions | Length 2020 mm / 79.5 in Width (handlebars) 710 mm / 27.9 in Height without mirrors 1105 mm m / 43.5 in |
Wheelbase | 1395 mm / 54.9 in |
Seat Height | 830 mm / 32.7 in |
Dry Weight | 166 kg / 365 lbs |
Wet Weight | 185 kg / 407 lbs |
Fuel Capacity | 17.5 Liters / 4.6 US gal / 3.8 Imp gal |
Instruments | Display/Functions LCD multi-functional instrument pack with digital speedometer, trip computer, analogue tachometer, lap timer, gear position indicator and programmable gear change lights and clock |
Standing ¼ Mile | 11.1 sec |
Top Speed | 254.8 km/h / 154.3 mph |
Reviews | Motorcycle-USA Supersport Shootout / 1000ps.at / Motorcycle.com shootout / MC24.no / Motorcycle-USA / Yamaha R6 vs Triumph Daytona |
Videos[edit | edit source]
External Links[edit | edit source]
- http://www.1000ps.at/forum.asp?thema_id=1839617&id=1839617#view
- http://motorevue.com/site/yamaha-yzf-600-r6-triumph-daytona-triple-28807.html
- http://www.motorcycle-usa.com/Article_Page.aspx?ArticleID=5201&Page=1
- http://www.motorcycle-usa.com/Article_Page.aspx?ArticleID=3301&Page=1
- http://www.motorcycle.com/shoot-outs/2006-middleweight-supersport-shootout-3783.html
- http://www.motorcycledaily.com/27february06_daytona675.htm
- http://www.mc24.no/article.php?articleID=646&categoryID=116