lhe
675..
lriplc ig
troncmissbn.
ghows
aom
The
(ulowqy
ir5
wirh
I
il
a
pit
lone.
675
heots
the
Ths
..-2
?
ll,
I
I
t
\,1,
4i
)
tl
J
^".\
.*r,_
t?,
,!
f,<
'"{F
torque
delivery exiting
some of the
tight cor-
ners
and, as
I meitioned above,
I abandoned
first for second
gear
in said
corne6-
The
other
clue
that was a solid
indiator
of the
engirE's
power
output was the
fact that
the
675 had
no
problem
bla5ting
riSlrt
through
fifth and
into sixth
gear
down
S€pqrE
s half.
mile-plus
long front sE-aiglt.
But I still
wasn't
able
(o
get
a
solid
grasp on where
(he
engine
stood in compdrison
to
the old 650 or even
some of the
competition.
The 675cc enSine
(e).actly 3/'k
of 900cc)
was
designed to
be as compact a5
Possible,
taking
ad\rantage
of the triple's
inherent
design adrantage.
The
three-cylinder
desiSn
in the 675
is brand-new and
desiSned
sp€cif-
ically
for this bike. The
head features
four
valves
per g/inder with 30.5mm
intake
valves
with CNC-machined
inlet
ports
and
25.5mm e"rhaust
vafues
with Nimo.ic
(nick-
el-based) 4mm
stems
for improved high-
temperature durability.
The included vafue
ansle is a tiglt
23-degrees
for a very compact
and efllcient
combust,on
chamber: Single
vafue springs
are
used for both the
intake and
exhaust
valves
for hiSh rpm durabiliq/.
The engine's
bore
and stroke measure-
mens are 74 x 52.3mm
respectivey,
featur-
ing
pistons with a DLC-
(Diamond Like
Coating)
coated
top ring for reduced
friction-
Nutless
connecting
rods helP
reduce reciP-
rocating rna5s
and improve
durability.
The
compression
ratio is 12.65:1.
The engine
look neat
and tidy as many
of the
external
water
and oil
prPes were eliminated
by using
a new combined
oil/water
Pump
with
inter-
nal
passageways.
Gone
are the da),s
of the original
TT600's
finiEl
