Read the magazine article right here.

The 675 Daytona has been a real success story for the British manufacturer winning accolades and racing championships all over the world. Early attempts at producing a supersport 600 met with very limited success until in 2006 the company decided to ditch one of the cylinders and add another 75 cubic capacities. The new bike was an instant hit with its stunning good looks and sublime chassis but the real success story is the unbelievably good triple motor.

To stay ahead in the supersport class though you need new models on a fairly regular basis. This year Triumph have updated the Daytona using the philosophy, if it ain’t broke don’t fix it – so although there are several changes, most of them are subtle.

The Daytona is well specced out of the box including items that are usually reserved for the aftermarket, like braided brake hoses and a lap timer. There’s even a trip computer although the buttons that operate it are a bit fiddly when you’re riding. On top of that, you get 126 horsepower, 3 more than the older model, 73Nm of twisting power as well as Monoblock brake callipers. Suspension has been upgraded as well, you still get Kayaba units but they have 2-speed compression damping and the bike has lost 3Kg weighing in at a mere 162Kg. So as you can see, this is a pretty special motorcycle and with the exchange rate fluctuations you won’t have to dig as deep in your pocket should you choose the Daytona over a Japanese 4 cylinder supersport machine.

The old model is about as attractive as you are going to get, well outside of Italy anyway, but that’s a subjective opinion. The new bike has had a couple of very minor styling changes around the front of the fairing and the engine and brake calipers are now black. Unfortunately those unique and distinctive colour options of the old model are no longer available with black and red as the only choice until the limited edition arrives. Triumph says that black was previously the number one seller so you can see their logic I suppose.

It’s all very well having a good looking bike with an impressive spec sheet, Ducati have got that with the 848 but most testers found it slightly lacking. No, it’s how it works on the road and track that really counts. Well, there are no worries there, the Daytona is every bit as good to ride as it is to look at.

The first thing you will notice when climbing aboard is that with its high seat and low bars, the riding position is very race orientated. Nevertheless there is plenty of room for a tall rider to sit comfortably. Thumb the starter and you will be treated to one of the best sounding engines in motorcycle history. Make sure you splash out on the more free flowing exhaust option because the noise of this bike is nothing short of aural pornography. And it just gets better and better the further the tacho needle moves around the dial.

Out on the road the 3 cylinder engine really is a gem pulling cleanly from 3000 RPM right up to the red line. Many people will tell you that it’s a compromise between the low down grunt of a twin and the screaming top end of a 4. I’m going to stick my neck out and say it’s no compromise at all, the torque feels stronger than a twin and yet the engine revs freely. Overtaking cars at around 80Km/h in top gear requires a small twist of the throttle without the need to stab the gear lever. When you’re in the mood for some more spirited riding, the engine will get you going like a scalded cat. All the time with aural pleasure that will have you deliberately leaving your iPod at home.

The race riding position is something you really appreciate when you start traversing mountain passes. The suspension is brilliant in all situations, stiff enough for some serious cornering and yet compliant enough to keep you comfortable on rough roads. The bike is narrow and that makes it a very easy job when the traffic starts to build up. It tucks neatly between the cars and the usability of the engine really shines forth, this is a bike that will have no problems taking you to work every day although some will find the riding position a little extreme.

The track is where the Daytona really comes alive and let’s be honest, the riding position demonstrates that is what the designers had in mind. I did make some suspension adjustments to cope with my excessive lardiness but average weight riders should find the factory settings adequate. Having said that, there wouldn’t be much point having fully adjustable suspension if you weren’t going to fiddle with it. The Daytona turns in quickly and holds its line through the corner without the suspension feeling unsettled, giving you confidence to take greater lean angles. The high seat does mean that you skim your knee slider along the tarmac rather than grinding it to oblivion.

I would never claim to be the fastest track rider but I did manage to pass a Fireblade between Clubhouse corner and the first Ess on Kyalami thanks to the corner speed I was able to carry. The torque is a real benefit allowing you to carry one gear higher into Wesbank eliminating the need to scrabble for another gear at maximum lean. And powering out of Wesbank just lifts the front wheel off the tarmac, or the rumble strip in my case.

Regular track riders will appreciate the plug and play quick shifter option offered by Triumph. A set of Arrow rear sets and a race screen are also items on the options list so you can ride a really trick bike right out of the showroom. I would have liked to have a USB interface as an option so that you could download the lap timer data but sadly Triumph seems not to agree.

There is a set of throw over soft panniers available for those that are likely to travel longer distances. The engine is quite high revving though so it does get a little bit tiring after a couple of hours of motorway cruising.

The Daytona really is a do it all sports bike. It has amazing ability on the track and is a pleasure to ride through the traffic on the way home. You get European exclusivity for less than Japanese money and to top it all it doesn’t leave you convalescing from open wallet surgery when it goes in for a service. What a bike in fact, bugger it, I think I’ll go and buy one myself!

-Steve Allison

Liked

The Triple is just such a fantastic engine

Riding position

Suspension

Disliked

Nothing really

Vital Stats

Engine

Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder

Capacity

675cc

Fuel System

Gearbox

6-speed, close ratio

Front Tyre

120/70 ZR 17

Rear Tyre

180/55 ZR 17

Front Suspension

41mm upside down forks with adjustable preload, rebound and high/low speed compression damping, 120mm travel

Rear Suspension

Monoshock with piggy back reservoir adjustable for preload, rebound and high/low speed comporession damping, 130mm rear wheel travel

Front Brakes

Twin 308mm floating discs, Nissin 4 piston radial monobloc calipers

Rear Brakes

Single 220mm disc, Nissin single piston caliper

Dimensions

Length

2,010mm (79.1in)

Width (Handlebars)

700mm (27.5in)

Height

1,120mm (44.0in)

Seat Height

825mm (32.5in)

Wheelbase

1,395mm (54.9in)

Dry Weight

162kg (356lbs)

Fuel Tank Capacity

17.4 litres (3.8 gal)

Performance (Measured at crankshaft to DIN 70020)

Maximum Power

128PS / 126bhp / 94kW @ 12,600rpm

Maximum Torque

73Nm / 53ft.lbf @ 11,750 rpm

Price

R99 500

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I collected it and took it straight to Kyalami to put it through its paces. Slightly on edge since Arnold from KMSA said, as I left “Just don’t crash it”.

As any track rider will tell you, that’s the worst thing anyone can ever say to you.

Still, I made it home in one piece and the bike still intact. A good track day is one when you go faster than the time before. A great track day is one when you can still use the bike the next day!

Read the full road test in the next issue of Drive

A weapon on track

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