Launch: 2013 Triumph Daytona 675

How time flies. The Triumph Daytona 675 has now been on sale for seven years, and during that time has not only won myriad of international and local awards, but has stunned a number of people along the journey. Wayne Gardner, Australia’s 1987 world 500 GP champion, was one of those -- he was left gobsmacked the first time he rode the triple around Eastern Creek in a supersport shootout, believing it would be cannon fodder for the four-cylinder Japanese opposition. He quickly changed his tune, and the bike was more than a contender – closer to a benchmark.

The Daytona 675 was eventually joined by a naked sibling, the Street Triple, and we also know how much of a success that has been. Both bikes originally shared the same feisty in-line triple, albeit in different states of tune, but now the Daytona 675 has moved on – in a big way.

We all knew the Daytona was earmarked for a substantial overhaul in 2013, as in 2009 Triumph only really made some bite-sized updates with a little more power, less weight and improvements to the suspension and brakes. But what we’ve now essentially got is an all-new bike, with only a small number of minor carry-over bits and pieces. In an era where supersport development has just about come to a halt (with apologies to MV Agusta), this is truly something to get excited about. It’s an exceptional bike.

>2013 Daytona 675 in Bike Showroom
>Daytona 675 accessories

The engine and chassis are all-new (the ‘old’ Daytona 675 engine now in the updated Street Triple) in what has been a clean sheet design exercise for Triumph’s engineers. And the new set-up has made the $14,290 Daytona 675 not only a sharper bike on the race track, but a far more tactile, comfortable road bike. It really is a quantum leap forward – but it might not have been if Triumph had realised at the start of the development cycle that this class was not really going to pick up in huge numbers post-GFC. But we’re glad we’ve got it -- it’s just a shame that more people probably won’t be a part of it.

Of course, the basic engine architecture – 675cc in-line triple – remains the same on the 2013 Daytona 675, but that’s about it. The updated power pack now has:

Substantial is the word, which is probably why this project first began way back in 2009! And it goes on. The inlet valves are now titanium, but they remain at the same 30.5mm diameter. And there’s now a 15-tooth front sprocket instead of a 16 (ie shorter gearing), and a slipper clutch has been fitted.

The end result is an extra 3hp and 2Nm (up to 128hp and 74Nm respectively), and it now revs to 14,400rpm, followed by a soft-ish 14,700 rev limiter. The mighty induction road is still there, and the aggressive snarl only gets better with an accessory Arrow pipe, fitted to a number of the launch bikes. The Arrow, made from titanium and stainless steel and with a carbon-fibre end cap, is 3.8kg lighter than the standard muffler and comes with a bespoke engine tune from the factory.

A number of units also had a quickshifter fitted, which is standard issue on the higher-spec Daytona 675R. The quickshifter is superb, offering smooth, faultless changes with the short stab of the gear lever as the bike moves up into another wedge of power.

Triumph has also managed to iron out a few dips in the old torque curve, particularly around the 7000rpm mark (although it has been replaced by another dip at the 4000rpm mark...). The hole filling has particularly opened the door for even more seamless acceleration, and you can feel that as soon as you release the light-action clutch and get to work. With the shorter gearing, less inertia, more power and a shorter stroke, the Daytona 675 offers even more animation than it did before, all with a crisp throttle response.

The flexible, involving and willing nature of the Daytona 675 engine is phenomenal – and that isn’t always the case in a mill where peak torque and power are so close together (only 600rpm apart on the Daytona 675). The bike does mellow so well – it purrs along in slow traffic at tickover with barely a groan from the drive train (with a fairly tall first gear as well). But when it’s asked to deliver some real buzz on a race track it doesn’t disappoint, all the way to the over-run facility which means you can hold the bike open just a little longer than before – and with more revs. But as we were told by Triumph Australia’s technical wizard, Cliff Stovall, the Daytona 675 basically stops producing power at 13,900rpm, but that didn’t appear to hold too many of us back...

A series of blue LEDs light up as you approach the rev limiter, so you can judge your shifts without needing to directly focus on the tacho. It's a nice touch and -- like the inclusion of a lap timer -- leaves you in no doubt this machine is focused on speed and outright performance.

Some people will bemoan the lack of traction control, but the Daytona 675 presents a solid case for not requiring it, as the feedback from the chassis is excellent and the throttle response is just so smooth and predictable. What also provided excellent traction on the launch was the new Pirelli Diablo Supercorsa SP tyre, particularly around our private testing facility. Sizes are 120/70 and 180/55, both 17-inch.

Our test bikes didn’t have anti-lock braking, but in future all Daytona 675s will be fitted with the technology, which is switchable between road, circuit and off.

At 100km/h in top gear, the Daytona turns over at 5800rpm, which equates to about 60Nm of torque. For road riding, that’s a nice spot to be in – great for overtaking and only a millisecond away from when the engine really kicks into life at 9000rpm.

The six-speed gearbox is sweet, and the slipper clutch gives a new meaning to settled deceleration. It does as it should: allowing you to concentrate on winding the power back and setting up for the next bend – as well as using the powerful Nissin radial stoppers to full effect.

As bountiful as the engine is, it’s the changes made to the chassis which do it for me. It’s all been revamped, from the frame to the swingarm, wheels, suspension, brakes, fuel tank, bodywork and lights. The geometry tells a big story: the wheelbase has been brought back by 20mm; rake has been reduced from 23.9 to 22.9 degrees; while trail has been increased from 85.6 to 87.mm to keep the whole plot on a more stable footing. The weight bias is now 52.8 per cent on the front end, up from 51.8.

In fast mode, that equates to one of the most unflappable bikes I’ve ever ridden. It’s tremendously agile, stable and responsive, and changes direction with only the slightest input from the rider. The front end is the show stopper, thanks in part to the KYB ‘centre-fixed cartridge’ fork. The rear suspension is a KYB piggyback unit, also fully adjustable like the forks.

Both the suspension and wheels are now lighter, reducing unsprung mass and making for more precise and pin-sharp changes of direction. The swingarm is now an asymmetrical design to allow for the fitment of the low-slung silencer, and it has an adjustable pivot as well.

Meanwhile, the seat height has now been reduced by 10mm, while the handlebars are 5mm higher. With less weight on the wrists, it’s made road riding a much more pleasurable experience. And with the footrest mounted low in the chassis there’s plenty of leg room – this is one sports bike which you can now churn out the kilometres on.

The instruments look great, and include a digital speedo, fuel gauge, two trip computers, analogue tacho, lap timer, gear position indicator, programmable gear change lights, and a clock. The unit is able to report tyre pressures when Triumph’s accessory system is fitted. The headlights are now reflector units instead of projector versions.

A wide range of factory accessories are available for the Daytona 675, including  engine, swingarm and frame protectors, a selection of CNC-machined components including brake levers and reservoirs, coloured dipsticks and oil filler caps.

The frame protector is particularly a nice touch, and is emblematic of Triumph’s increasing focus on attention to detail. It’s integrated nicely into the bodywork so it doesn’t look like it’s sticking out like a sore thumb – but it works.

Colours for the machine 675 are Diablo Red/Black, Phantom Black/Graphite or Crystal White/Blue.

The 2013 Daytona 675 is a thrilling bike. Perhaps Triumph didn’t need to do so much to keep ahead of the opposition, but what’s done is done – and the exhilaration is certainly appreciated. The chassis updates have made it a much better track and road bike, and that’s not something which is always a given. 2013 bike of the year? It’s a strong candidate indeed.

PERFORMANCE
Claimed maximum power: 128hp (94kW) at 12,500rpm
Claimed maximum torque: 74Nm at 11,900rpm

TRANSMISSION
Type: Six speed
Final drive: Chain
Clutch: Wet with mechanical drive

CHASSIS AND RUNNING GEAR
Frame: Front -- aluminium beam twin spar; rear – two-piece piece high-pressure diecast
Front suspension: KYB 41mm upside-down forks with adjustable preload, rebound and high/low speed compression damping, 110mm travel
Rear suspension: KYB monoshock with piggy back reservoir adjustable for preload, rebound and high/low speed compression damping, 130mm travel
Front brakes: Twin 308mm floating discs with Nissin four-piston radial monobloc calipers
Rear brake: 220mm disc with Nissin single-piston caliper
Wheels: Cast aluminium-alloy, front 3.50 x 17, rear 5.50 x 17
Tyres: Pirelli Diablo Supercorsa SP -- front 120/70-17, rear 180/55-17

DIMENSIONS AND CAPACITIES
Rake: 22.9 degrees
Trail: 87.2mm
Claimed wet weight: 184kg
Seat height: 820mm
Wheelbase: 1375mm
Fuel capacity: 17.4 litres