Numbers add up for the new Daytona 675 – Full review from The Post

This is the full review from ‘The Post’ – Written by Jon Bennett.

Thirteen may be an unlucky number for some, but certainly not for Triumph. Hot on the heels of their delectable 2013 Street Triple, Jon Bennett test rides the exquisite new-for-2013 Daytona 675.

EVER since its debut in 2006 the Daytona has consistently topped comparison tests, won awards around the world and even trounced high-spec superbikes in head-to-head shootouts. Race versions have taken titles around the world and seven years on it’s still a winner on the track, yet it’s the bike’s razor-sharp style and growling, muscle-packed character which has appealed just as much to its dedicated owners. Now for 2013 Triumph has unleashed an all-new Daytona 675 and Daytona 675R, with a brand new engine, new frame, fresh and sophisticated new bodywork and a host of other changes built on everything Triumph has learned from the enormously successful outgoing model. A few tweaks and modifications would have kept the 675 on the pace, but the 2013 Daytona is set to raise the bar once again. The result is a bike which is 1.5kg lighter than the old model, with more power, an extended rev range, greater precision, feel, and increased agility. It’s faster on the track, better on the road and even more satisfying to own.

So, how does the 675 go?

The heart of the new Daytona is its new engine, which brings more performance and a subtly new character, too. The key change is the wider bore and shorter stroke dimensions to gain more power and a broader spread of usable revs. Heading out from Fowlers and up the M32, these changes are immediately obvious. The new motor just wants to pull. Torque surges the 675 forward upwards of 3,000 rpm and the power just keeps on coming. The extra 3bhp peaks earlier at 12,600rpm, while the engine will rev on to a screaming 14,400 rpm redline. Because the 675 has such a rich mid-range, it’s surprisingly easy to ride. There’s no need to change down for swift overtakes, and the motor is more than forgiving if you find yourself in the wrong gear halfway round a tight bend. Spot an open stretch and wind on the throttle and you’ll find yourself hurtling towards the horizon as quickly as anything out there. Not only is the 675 terrific on the track, it’s a beauty to ride on the roads, too.

Is it well equipped?

As standard on the 675, the revised transmission features a new slipper clutch to provide a lighter lever action and help prevent the rear wheel hopping under heavy braking. This is aided by the engine management which opens the throttle butterflies to reduce engine braking. The demo model I tested from Fowlers was also fitted with Triumph’s excellent but optional quickshifter, which is worth every penny of its additional £260. Programmed with new software for 2013, it taps up through the gears with zero effort and without the need to dip the power or touch the clutch. Changes really are seamless, making this by far the best quickshift system I have used to date. The comprehensive LCD multifunctional instrument pack features handy extras like a lap timer, gear position indicator and programmable gear change lights. With Triumph’s tyre pressure monitoring system (TPMS) fitted, it can also report on tyre pressures, and the switchable ABS (on compatible models) can be easily be configured via the display.

How does it handle?

The suspension is new and includes the latest fixed cartridge forks from KYB (formerly Kayaba) and revised rear shock. High performance Pirelli Supercorsa tyres are fitted as standard and help you make the most of the narrow 675’s sensational cornering ability. With steering geometry more extreme than a Suzuki RGV250 and a more centralised mass, now that the underseat exhaust has moved underneath, the 675 flicks from side to side in the blink of an eye, carving through twisty A and B roads with serious aplomb. The new switchable ABS system, which weighs just 1.5kg, includes a late intervention setting which allows rear wheel drift for those truly confident in their skills.

What about the looks?

The new bodywork has a sharper, leaner look, featuring deliberately split upper fairing sides to add an air of class. Some serious attention to detail sees an attractive upper yoke, machined engine mounting bolts, a revised cockpit area and quickly detachable number plate/tail-light unit for easy track day conversion. The ergonomics are altered slightly, with a 10mm reduction in seat height and a little less weight placed on the wrists, but the riding position is still designed for the best control at high speed and on the track. Despite the front mudguard being about the only item that remains from the 2012 model, the exhaust system is the most obvious visual change as the compact and purposeful new unit now sits beneath the engine rather than under the rear seat to centralise the bike’s mass as much as possible. Coupled with new, larger air intakes, the familiar rasping noise under hard acceleration is better than ever, but what is surprising is how quietly the 675 will sit at around the 80mph mark, making distance work a more relaxing affair.

Is it value for money?

The new 675 series kicks off at a very reasonable £8,899, but there’s a list as long as your arm of official accessories, from Arrow pipes to moulded tail packs, which could push the price up. The great news though is that none of them is really necessary. Even in its most basic trim, the Daytona 675 is a phenomenal looking, sounding and handling sportsbike. An R version is also available for an additional £1,700, featuring race-inspired components like Ohlins suspension and Brembo Monobloc calipers. You also get the quick-shifter and ABS as standard on the R model, carbon fibre cockpit panels and a red rear subframe. And can have the 675R in any colour you like. As long as it’s white.

Call us on 0117 977 0466 to book a test ride.

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