Cycle News

FIRST RIDE P58 2013 TRIUMPH DAYTONA 675R SPECIFICATIONS The fast fourth-gear righthander at Cartagena tightens into a tight second-gear hairpin, and there the not-a-slipper clutch allows you to fan the clutch lever to backshift twice without blipping the throttle while still cranked over on the shoulder of the tire, as the Öhlins front suspension combats the substantial weight transfer delivered by those soeffective brakes. Lap after lap I'd feel the front end dive a little there, but still the fork kept eating up the vestigial car-induced ripples in the tarmac, without the Triumph deviating an inch from the path I'd chosen for it. And the brakes were super-effective in spite of having the stock switchable ABS hooked up. There's a choice of two modes for it if you do decide to leave it operational, Normal and Circuit. Circuit mode is calibrated for reduced intervention in dry track conditions, and overrides the normal mode's anti-stoppie control – so that only when the system detects a fully locked wheel will it kick in, and it isn't affected by the rear wheel lifting under heavy braking; or if you choose to back it into turns on the rear brake, if that's what you can or want to do. Yes, I did try. In best nannystate practice the setting defaults to Normal mode each time you switch the engine off, so after each stop in the pits you have to remember to redial Circuit mode via the switch on the left clip-on, which is a bit of a pain. However, while I'd like to tell you how the ABS behaves in this mode, I'm afraid the Pirelli tires were so grippy I couldn't get it to kick in at all, except at the rear in pit lane and then only by standing on the brake lever. I did get the front to work, but only in Normal mode, and again in pit lane, so at least I know it does function. According to Warburton, the relative speed differential between the wheels before the system kicks in is 40 percent. About the only criticism I can think of on a bike that set new personal standards for me in the way it performs in what amounted to track day use, is that the digital part of the dash is too faint and cluttered to be easily legible - especially the gear-selected readout number parked in the bottom left corner. It's simply impossible to decipher at a quick glance. No such problem for the analog tach, but in combining the two Triumph needs to take a look at any Aprilia dash to see how this should be done for maximum clarity at all times. But make no mistake about it, this new Triumph is a very, very good motorcycle – not just in terms of the Supersport market segment, but compared to any other sportbike in today's marketplace, whatever the capacity, and especially the price. And it's not just that flag on my helmet waving extra hard when I tell you this is almost certainly the best-handling motorcycle with lights and a horn that 2013 Triumph 675R Engine: .......................675cc Inline Triple Bore x Stroke: ....................76 x 49.6mm Compression: ................................... 13.1:1 Valvetrain: ...................... DOHC, 12-valve Final Drive Ratio: ............................ 15/47 Frame: .....................Twin spar aluminum Front Suspension: ..............Ohlins 43mm NIX30 3-way adjustable with 4.7 inch travel Rear Suspension: ..... Ohlins TTX36 Shock 3-way adjustable with 5.2 inch travel Brakes (Front): ....................Twin 310mm floating discs, 4-piston Brembo monobloc calipers, switchable ABS  Brakes (Rear): ........Single 220mm disc, Brembo single piston caliper, switchable ABS  Tires: .........Pirelli Diablo Supercorsa SP Wheelbase: ............................ 54.1 inches Rake/Trail: ..................23.0/3.46 inches Seat Height: ...........................32.7 inches Fuel Capacity: ........................4.6 gallons Dry Weight: ........ 405 pounds. (claimed)  MSRP: ..........................................$13,499 I can ever remember riding. And it's the most enjoyable and captivating – exhilarating, even - in track day use. It is literally sensational, and to my mind only the electronicsheavy 2013 Aprilia RSV4 Factory APRC with ABS (costing twice the price) runs close to it in overall real world riding satisfaction. The electronics-lite Triumph Daytona 675 is a very different package, but it has a valid claim to be the best sportbike of any kind that money can now buy. CN

• Cover