Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/150387
VOL. 50 ISSUE 32 AUGUST 13, 2013 P99 WHAT THEY SAID: JEN ROSS DUNSTAN, 25, Amateur Club Racer "The ergonomics are fantastic. The tank is nice and narrow. I had a lot of confidence to turn it into corners." COREY NEUER, 37, Test Rider and Expert-Level Club Racer "It feels more like a racebike. It gets over the bumps differently than the other bikes in the way [that] I like." JAKE ZEMKE, 37, AMA Formula Xtreme Champ "It flicks left and right very easily. It's also a very narrow bike and doesn't feel bulky or heavy." PAUL CARRUTHERS, 52, Long-time Test Rider and Cycle News Editor "The power is impressive and I thought it was pretty effortless to ride at a good clip. Having that extra grunt helps when you make a mistake." able at 13,000 rpm. This put the 675 in the ballpark of the slightly more powerful Ninja and MV, but well ahead of the Japanese 600s by between six and 13 hp. Compared to the GSX-R750 and Ducati, however, it is still down between seven and 12 ponies. Overrev is much improved with power staying online for another 1200 revs before the limiter cuts in. Its 49 lb-ft peak torque output placed it in third position ahead of everything except the GSX-R750 and 848 EVO. Looking at the torque graph shows how broad the engine's torque curve is, and how flat it is too. This pays big dividends by allowing the Daytona to fly out of corners with authority. Another feature working in its favor is the electronic quickshifter that makes the Triumph feel like it has one long, never ending gear. That, along with the fitment of a slipper clutch, resulted in the Triumph receiving maximum points in the Drivetrain category. "That thing has a lot of power—and its useable power everywhere," admits Pridmore." "It was one of my top-three bikes in the sense of being able to get right up to speed, fast [snaps finger]. Even when I went as fast as I did on it, I didn't feel like I was going that quickly. It didn't feel like it was that much effort. It's definitely one of those [bikes] that if I was thinking about racing 600s would jump to the top of my list." In spite of its potent mid-range power and quickshifter the Daytona didn't register as high of maximum acceleration force numbers as we had anticipated off turns 10 and 13. Curiously, it also had the slowest top speed down the Triumph Daytona 675R HIGHS •Strong mid-range, great over-rev •Quickshifter aids acceleration •Nimble chassis with excellent suspension LOWS •Needs more top-end power •Brakes could offer sharper feel Triumph Daytona 675R Settings Fork Preload: 11 (Turns out) Compression: 12 Rebound: 12 Shock Preload: 1.5 turns less than standard Compression: 6 Rebound: 8 Drivetrain ABS: Off back straightway but had a more competitive speed upon driving off the Bowl (turn 13). After riding the Triumph it's clear that engineers didn't stray too far from its winning formula. Due in part to its compact engine, the Daytona is highly flickable yet stable—especially during corner entry with its new slipper clutch. An improved powerband and more logical ergos made it easy to ride but it didn't net the lap time many had expected during Superpole. The 675 gave all the right vibes behind the handlebar but mid-pack scores in key performance categories means that it relinquishes the number one spot this year.