Motorcycle specifications Triumph675 Daytona 2008 The 3rd option

in the Supersport category, there are 4-cylinder 600 cm3 models and 750 cm3 twins. With Triumph comes the 3rd category: the 3-cylinder 675 cm3. At last, something new in this segment, which had been evolving with only 2 architectures, and which only Kawasaki had shaken up a little with the 636. The idea was an excellent one: to offer a 600 sport bike with a little more displacement and torque. The Daytona 675 goes much further.

triumph is THE three-legged specialist, and offers this type of engine in all cubic capacities and categories. By adopting 3 bowls in a small-displacement block, Triumph has created a sportbike that combines multiple assets: firstly, the charm of this type of mill, then its flexibility, far superior to that of a twin, and the surges in revs that tickle that of a 4-cylinder, all in a very narrow block. With 225 cm3 of unit displacement, the Britton boiler should offer far more feel and power in the low and mid-range than similar 4-cylinders. At 125 hp, it's on a par with the best Japanese 600 sports bikes, but its availability should be far superior. There's no need to wait for 10,000 rpm before it reacts.

this mechanical originality (which should be intoxicating) is served by a very modern chassis and dress, perfectly in tune... with the Japanese sauce. A pot under the seat, a fork head pierced by a ZX-6R-style forced-air intake, a reinforced swingarm copied from the R6, and a little too much sunrise in the design.
But this is no British Made In Japan. The Daytona 675's chassis features Hinckley components. A beautiful inverted fork with radial brake calipers (it seems to be the one used on the Speed Triple 1050) and a perimeter tubular frame. We can't wait to find out more.

at first glance, this bike is very exclusive in terms of the position it "inflicts" on its rider. The rear end is particularly high, so the body is tilted towards the front of the machine.
Ideal for time trials, this position has the opposite effect of destroying your wrists in town (the handlebars are very low) and doesn't make low-speed manoeuvring any easier.

Exclusive, too, in terms of the quality of the materials used - wow, this little Daytona is a real eye-catcher, as passers-by will tell you.

Contact: the first thing that jumps out at you, or rather your ears, is the sound emitted by the blunderbuss! If you've ever been in the presence of an '80s Porsche with a nice pot, well, it's the same noise.

Once underway, the bike is easy to ride, and almost seems to bend to your every move. Served by a very good gearbox (except for the dead point, which is hard to find), you can wind up and do everything in 3rd gear in town, thanks to this fabulous engine

And yes, it's time to talk about your guts, and this is one heavyweight. Forget all your 600 cm3 benchmarks, this engine is full of thrills and spills!

It picks up from the low revs with unprecedented vigor, pushing on to 12,000 rpm without stopping, and it won't hesitate to go for the remaining 2,000 rpm before the red zone without faltering. This bike will have you on the edge of your seat in no time, but above all, it'll give you sensations you've never experienced before (for its cubic capacity)
This engine really gives the impression of being fat and generous....

As soon as the pace picks up, the position takes on its full meaning: a series of fast or tight curves, the little Daytona swallows everything, and always with a feeling of ease. The suspension tuning is excellent, smoothing out the imperfections of the secondary road network and keeping the bike firmly planted on the road. Fortunately for your loins, it's not the pebble-padded seat that could have provided the slightest notion of comfort. The chassis is unobjectionable, whether you're cornering or popping the throttle, the feeling with the front end is excellent: you look and the bike follows

When it comes to pulling on the brakes, it's the same hyper-effective front braking is very well backed up by rear braking, which is easy to dose (very useful for correcting rear brake trajectories). You still need to pull hard on the lever to get a big bite, always this notion of never brutal ease.

Clearly, before buying a 600 sport made in Japan, go and try this European bike, because to try it is to adopt it, and it will open the doors to an unknown realm... Then, like me, you'll be driving round and round on the Paris ring road, listening to that magnificent soundtrack in the tunnels

M.B
(Tested by V2B - Internet photos)