2021 TRIUMPH DAYTONA MOTO2 765 LIMITED EDITION
RIDE REVIEW
P76
There's further evidence of the
Daytona's exclusiveness in the
beautiful finish of the top triple
clamp with your specific model
number stamped just behind the key
barrel, the single seat unit emblazoned with the
Moto2 logo with zero provisions for a passenger,
and the neat stitching of the seat pad itself.
The carbon conceals a 128 horsepower,
765cc, inline three-cylinder motor developed as
the control engine for the Moto2 World Cham-
pionship. While it doesn't have quite the 150 or
so horsepower the Moto2 racers have at their
disposal, the street Daytona produces a near
perfect torque curve that starts from barely
2000 rpm onwards to the 12,250 rpm redline.
It's a special engine produced by Triumph.
Inside sit titanium inlet valves, redesigned pis-
tons, the same piston pins used in the Moto2
engines, revised camshaft profiles, intake trum-
pets and port, con-rods, crank and the cylinder
barrels themselves. Interestingly, the engine's
compression is down from 13.1:1 to 12.9:1.
Triumph has also increased the revs by 600
rpm to redline, which now stands at 13,250 rpm.
Unlike the Daytona's four-cylinder class coun-
terparts, the 765cc triple produces power pretty
much everywhere. It's a seriously flexible motor,
although there are still some race genes in there
that love to see revs north of 7000 rpm. This is the
happy spot for road riding, and right at the tip of the
performance iceberg for track riding. The Daytona
possesses five different riding modes–Rain, Road,
Rider Configurable, Sport and Track–and I settled
on the preset Sport mode for my
couple of weeks of street cruis-
Check out that
pipe! It's a work
of art just on its
own, and then
you hear it.
The abundant carbon-fiber hides a
machine equally at home in tight twisty
canyons as on the world's racetracks.
LIMITED
EDITION
