Road test of Triumph675 Daytona 2009 Sword versus sword

it was on the highly technical Cartagena circuit in southern Spain that I found myself riding the new 2009 Daytona 675. A historic moment, as Triumph is the only European manufacturer to play in the same league as the other big four (Suzuki, Yamaha, Honda, Ducati).
Discreet, because the new model offers only a minor evolution, but "historic" because with the Daytona 675, Triumph has firmly established itself in a lucrative segment. The Daytona 675 is one of the most affordable sports bikes ever produced.

the Hinckley-based brand took quite a gamble when it first produced the TT600, then the Daytona 600/650, to finally arrive at the Daytona 675 tested today. And it's no coincidence that the Dayto has become a benchmark in its field.
so what does the 2009 vintage of the D 675 have in store for us? Lightness, speed and style were the focus of Triumph's R&D department.
First of all, the 2009 model has more power, and more watts to exploit. A redesigned cylinder head and modified exhaust system boost horsepower from 125 to 128, without any loss of torque. In fact, the power curve has been reprogrammed, raising the maximum rpm from 13,500rpm to 13,900rpm.
In addition to the "standard" model, I had the privilege of riding a Daytona 675 equipped with a Triumph shifter and Arrow exhaust. A real revelation!

the suspension of the 2009 D 675 was revised to Kayaba's new compression-tuning specifications. The Cartagena circuit was Triumph's preferred venue for developing the new 675, so it's here that the new suspension should express its potential. The 2009 Daytona is fitted with a new rear rim that is 1 kg lighter. This brings the machine's total dry weight to 162kg, 3 kilos less than the previous model. A feather.

the first thing you feel when you get on the 675 is the sensation of lightness that comes from the narrowness of the machine. The 162kg dry weight is very noticeable, and the riding position has the ergonomics of a sports bike, although comfort is quite good for a bike in this class. With my legs tucked up against the machine, I could see that the area between my ankles and knees was ideally positioned and well integrated against the streamlined tank.

the wait was over, and it was time for the first laps of the track. My last experience on the track was when Itested the powerful 1198 in Portimao, and I was immediately struck by the 675's available mid- and high-rpm torque. Other features surprised me just as much in comparison with the Ducat' (and it's certain that the 675 will upset sales of the Ducati 848), such as the liveliness of the steering, which led me to find myself on the rope too early several times. So it was time to adapt my riding to the machine's extreme agility and fast curves.

a big acceleration in third out of a fast chicane into a long, tight right-hand corner allowed the chassis and tires to show what they're made of. Bottom of four, I pass fifth for a very short distance before slamming on the brakes and dropping 3 gears. Throttle in the corner in 3rd, I climb into 4th before dropping back into second again on a steep left.
On the standard bike, I often felt resistance when shifting from 2nd to 3rd, causing a few awkward upshifts. Later in the day, I was able to test the shifter included in Triumph's new racing kit. It's not the first time I've tested a shifter, but it's certainly my best experience on the track. On the Cartagena track, the shifter delivers a significant improvement in lap times. Imagine smoothly shifting gears at 12,000rpm without releasing the throttle! No loss. Just pure, hard acceleration that takes you from corner to corner in no time at all. Coupled with the sound of the Arrow exhaust, I had an intense time on the technical circuit. You definitely gain seconds per lap with this device. There's also a significant gain at full throttle thanks to the Arrow.

the 2009 model is pre-wired for easy connection of the Triumph shifter, as well as the TRACS system for modifying the shifter.tRACS system for modifying the power curve, whereas these two accessories require additional wiring to be fitted to the old D 675.

the chassis is identical to theold version, and that's not a bad thing by any means. The D 675 responds easily to all your demands. I did experience a few parasitic suspension movements, but only above 12,000 rpm and with standard settings. I think increasing the preload would have enabled better weight transfer. The Diablo Supercorsa SP tires fitted to the Daytona are 120/70-ZR17 at the front and 180/55-ZR17 at the rear. On the Cartagena track, the tires come under serious attack during acceleration in second gear on corner exits, and if the rear tire slips, it does so in a very controllable manner. At the front, the 41 mm forks and Nissin monobloc calipers ensure efficient braking and excellent feel.
On the straight line to the pits, I exceeded 200 kph, but I wasn't aiming for the top speed, which Triumph claims is 257 kph in favourable conditions. In terms of aerodynamics, it's impossible to protect the standard D 675 completely from the wind. With the optional double bubble on the "shifted" machine, I was able to effectively shelter myself from turbulence and gain in aerodynamics. The fork head has been slightly modified on this new edition.

at the presentation press conference, Simon Warburton (Project Manager) told us that the changes to this new model are the result of the success of the first model. Due to high demand, production had to be adapted in order to assemble the machine more quickly, such as an enlarged notch for easier mounting of the bubble. The bubble is still injection-molded, as on the previous model. The dashboard and headlights have also been revised for the same reason.
While the quality of manufacture and finish is generally declining on new models, Triumph is on the contrary doing better and better, even if you'll always find other manufacturers one notch above. In terms of price, the Daytona 675 is neither cheap, nor the most expensive.

we carried out a short road test, which frankly seemed bland after all that excitement on the track. However, it's fair to say that the D 675 excels where 4-cylinders often struggle. Like its mid-range torque, which gives us a real feeling without driving like a madman. On beautiful mountain roads close to the coast, the Dayto's agility means we don't tire too quickly, and can even envisage long trips on a sporty bike. A "gel" seat is available as an option to make the D675 even more welcoming.

conclusion

despite the fact that on paper the 2009 Daytona 675 appears to be only a minor evolution, Triumph has modified almost 50 parts. The main new features are more power and a reworked curve. The new suspension evolves logically and effectively accordingly.
I think the Dayto 675 is not only one of the best supersports bikes for road use, but also one of the fastest on the track. The 3 cylinders in its narrow chassis make this 675 so special. It really is a machine apart, just as Triumph intended it to be.

By Tor SAGEN - Photos: Milagro