Motorcycle specifications Triumph675 Daytona R 2014 Rare versus spicy

That hysterical growl, those cylinders clearing their throats as they storm the rev counter, that golden glow on the front end chased by a red needle under the seat. the rev counter, that golden glow on the front axle followed by a red needle under the seat... there's no doubt about it, this is a Triumph Daytona 675 R in its wildest mode. The model that gives Japanese Supersports the cold sweats is transformed into a Phase 3 in 2013. Are we to believe that the evolution is merely a touch of modernism in the trim, as has been fashionable since the crisis dictated the ardor of engineers? Not at Hinckley, where the Daytona is teeming with attention and improvements for its future adventures between the vibrators.

the fairing has been tweaked here and there, the headlight unit has been made more opulent there, and the rear end has been completely revamped - although the aesthetics have undergone a certain amount of work, the Daytona spirit is still there. It's immediately recognizable, and the design is disturbing enough to raise questions. A little too Japanese, with her taut, complicated features, her forced air intake in a sharp triangle, that predatory look? It's not that slimmed-down look that bends your eye. It's the belly that catches your eye. It's there, under the engine, where the exhaust has taken refuge. Displaced from its posterior, its migration is justified by the centralization of mass and the perpetual quest for efficiency. Visually, it will take a little time to adapt, a long time for fans of the under-seat muffler, and a short time for track riders who will appreciate the extra agility that comes in handy between the vibrators.

the Dayto's redesign plays on aesthetic approaches, asserting itself in technical areas. The 3-cylinder block, with its 675 cm3 of power, is looking for fury. The bore has been enlarged by 2 mm (76 in all), while the stroke has been reduced by 2.7 mm (49.6 instead of 52.3). This configuration is geared towards high revs, and the figures bear this out. The three-legged engine can rev 500 times more, to a maximum of 14,400 rpm, and gains 3 horsepower. That's 128 at 12,500 rpm. Even torque gets a boost. Not much, of course, but 0.3 mkg is still a bonus.
In working on the intake, there was no need to increase valve diameter. These are made of titanium, opening the way to gases that have passed through an enlarged intake duct and are fed by a new set of injectors, now 2 per cylinder. The compression ratio has been increased to 13.1. Let's end this tour of the engine casings with the new anti-dribble clutch, always handy when entering hard corners.

a Triumph R means a red frame buckle (new and lightened in 2013 on the sporty model); a Daytona R means Öhlins and beautiful Brembos. The NIX 30 fork and TTX36 adjustable shock absorber are retained, while the Italian monobloc calipers are lighter models. Chassis-wise, the changes are more pronounced. The aluminum frame has been extensively reworked, with fewer sections and greater rigidity. The wheelbase has been shortened by 20 mm, the rake has been reduced by 0.9° and the caster by 2 mm. Add to this lighter wheels and an overall weight down by 1 kilogram, and you get an even livelier bike. And to think that the previous Daytona already had nothing to learn in this respect...

the Englishwoman didn't want the services of a traction control system. It does, however, appreciate other electronic crutches. A shifter, set more flexibly, is standard, as is ABS. Its presence could not be more commendable. In addition to its predisposition to save you a bowlful on wet roads, it boasts a sport mode allowing you eccentricities on the track, is disconnectable, and weighs just 1.5 kilos.

on closer inspection, though, it's a shame to see that plastic appendage at the corner of your eyes. Styling? Bazarland tuning... Fortunately, the Daytona 675 R makes up for it with a carbon cockpit and mudguards, an 18 mm Brembo master cylinder, a coded key lock (not a moment too soon), a plate/flasher bracket that can be quickly removed for a track session, a new dashboard and original Pirelli Supercorsa SP tires.
A true tool for the track, the R didn't accept all the comfort concessions that the standard Daytona allowed itself for 2013. There's no question of lowering the seat height by 10 mm (820 mm), but it does allow itself 5 mm higher half-handlebars.

Lighter even though it comes with ABS? Nice move on Triumph's part. More powerful and more agile, equipped with Swedish suspension, the Daytona 675 R is a pleasure to ride. Granted, it's not the easiest bike to live with on a daily basis, and its price tag is starting to take its toll on a Supersport. But when you're the hottest of the bunch, you can afford to be the least affordable.

M.B - Manufacturer's photos