- Home
- TV Shows
-
TV Schedule
-
SPEED Showcase
-
- NASCAR
-
- Formula 1
- Auto Racing
- Moto Racing
- Cars
- Bikes
- Store
- Social
- Mobile
- Deals
- Videos
- Photos
New Models
BIKES: 2013 Triumph Daytona 675R First Ride
MotoUSA headed for Southern Spain to turn the first laps on the 2013 Triumph Daytona 675R...
The 2013 Triumph Daytona 675R has more weight towards the front of the bike for excellent front-end feel. (Photo: MotorcycleUSA.com)
Spoiler Alert! The 2013 Triumph Daytona 675R is one of the best, if not the best, sportbikes I have ever had the chance to throw a leg over. I just figured I’d get that out of the way first, as it’s really all I’ve been thinking since I departed Circuito Cartagena in Southern Spain last week. I liked the previous version, but I love the 2013 model. So why am I so enamored with the Daytona 675R. Let me count the ways…
One – The Engine
The entire Motorcycle USA staff has an affinity for any sized Triumph Triple as they give a wonderful mix of bottom end grunt like a V-Twin and the high rpm scream that comes from an Inline-Four. For the 2013 Daytona 675 and 675R, Triumph went back to the drawing board in order to extract more peak horsepower and revs out of its trademark engine architecture. The engineers quickly realized that a redesign wouldn’t achieve the goals set for the next generation Daytona and so a completely new engine was constructed.
In order to give the 675 more revs the bore has been increased to 76mm (from 74mm) while the stroke is shorter at 49.6mm (from 52.3mm). Because of the larger bore a one-piece cylinder block is used to keep the overall width of the engine the same as the previous model. The cylinder bore is sleeveless with a Nikasil coating for reduced friction. The compression is bumped from 12.65:1 to 13.1:1 for more torque from the over-square mill. Smaller exhaust valves and new camshafts combine for a 17% lighter valve train. Higher-grade main bearings have been used to cope with the additional power output. The lower crankcase features wipers to remove excess oil on the crankshaft webs and baffles control oil surge under braking to reduce drag. Finally a new twin injector set-up delivers an optimized fuel charge.
At the track, we sampled only the Daytona 675R model, but the engine is the same for both versions. Right off the bat, the power gains are noticeable, but not earth shattering. More midrange allows you to short-shift when the track makes it difficult to carry a gear to the redline, but on the other end there is now more usable over-rev when grabbing another gear isn’t in the cards. Overall the power is improved without losing that amazing Triumph Triple character we’ve all come to love. One of the best powerplants in motorcycling just gets better here.
Two – The Drivetrain
The transmission of the previous Daytona 675 was always faulted in our testing for the lack of a slipper clutch. Not so anymore. A new slip/assist clutch in the 2013 Daytona 675 and 675R features a locking ramp design that pushes the clutch apart on decel and locks tight under acceleration. This allows for not only aggressive downshifts but also lighter clutch springs and a 25% reduction in clutch pull force. The system works just as it should, allowing for aggressive downshifts entering a corner without any sign of wheel hop. Cartagena features a long 4th-gear right that tightens into a 2nd-gear exit. Triumph’s slip/assist clutch allowed for downshifts late into the tight bit while still on the side of the tire. The back-end would step-out slightly but dropped back in line before it was time to crank the bike over further. It took most of the braking stress out of a very tricky corner.
First and second gears are revised for a more positive engagement, while a new sliding selector fork reduces the friction for a lighter feel on the lever. The drive sprocket has lost one tooth for better acceleration out of the corners, but with the increase in revs the overall top speed remains unchanged. Standard on the 675R is a quickshifter that cuts the power dependent on the load and speed of the bike. Power comes back on after the shift with each cylinder coming to life one-by-one over a 60- to 120-millisecond interval. Not once did I have a problem grabbing a gear whether lugging out of the pits or doing a full-tilt boogie on the front straight. The shifts come quick and solid without having to roll back on the throttle.
For the rest of this article please visit MotorcycleUSA.com
One – The Engine
The entire Motorcycle USA staff has an affinity for any sized Triumph Triple as they give a wonderful mix of bottom end grunt like a V-Twin and the high rpm scream that comes from an Inline-Four. For the 2013 Daytona 675 and 675R, Triumph went back to the drawing board in order to extract more peak horsepower and revs out of its trademark engine architecture. The engineers quickly realized that a redesign wouldn’t achieve the goals set for the next generation Daytona and so a completely new engine was constructed.
In order to give the 675 more revs the bore has been increased to 76mm (from 74mm) while the stroke is shorter at 49.6mm (from 52.3mm). Because of the larger bore a one-piece cylinder block is used to keep the overall width of the engine the same as the previous model. The cylinder bore is sleeveless with a Nikasil coating for reduced friction. The compression is bumped from 12.65:1 to 13.1:1 for more torque from the over-square mill. Smaller exhaust valves and new camshafts combine for a 17% lighter valve train. Higher-grade main bearings have been used to cope with the additional power output. The lower crankcase features wipers to remove excess oil on the crankshaft webs and baffles control oil surge under braking to reduce drag. Finally a new twin injector set-up delivers an optimized fuel charge.
At the track, we sampled only the Daytona 675R model, but the engine is the same for both versions. Right off the bat, the power gains are noticeable, but not earth shattering. More midrange allows you to short-shift when the track makes it difficult to carry a gear to the redline, but on the other end there is now more usable over-rev when grabbing another gear isn’t in the cards. Overall the power is improved without losing that amazing Triumph Triple character we’ve all come to love. One of the best powerplants in motorcycling just gets better here.
Two – The Drivetrain
The transmission of the previous Daytona 675 was always faulted in our testing for the lack of a slipper clutch. Not so anymore. A new slip/assist clutch in the 2013 Daytona 675 and 675R features a locking ramp design that pushes the clutch apart on decel and locks tight under acceleration. This allows for not only aggressive downshifts but also lighter clutch springs and a 25% reduction in clutch pull force. The system works just as it should, allowing for aggressive downshifts entering a corner without any sign of wheel hop. Cartagena features a long 4th-gear right that tightens into a 2nd-gear exit. Triumph’s slip/assist clutch allowed for downshifts late into the tight bit while still on the side of the tire. The back-end would step-out slightly but dropped back in line before it was time to crank the bike over further. It took most of the braking stress out of a very tricky corner.
First and second gears are revised for a more positive engagement, while a new sliding selector fork reduces the friction for a lighter feel on the lever. The drive sprocket has lost one tooth for better acceleration out of the corners, but with the increase in revs the overall top speed remains unchanged. Standard on the 675R is a quickshifter that cuts the power dependent on the load and speed of the bike. Power comes back on after the shift with each cylinder coming to life one-by-one over a 60- to 120-millisecond interval. Not once did I have a problem grabbing a gear whether lugging out of the pits or doing a full-tilt boogie on the front straight. The shifts come quick and solid without having to roll back on the throttle.
For the rest of this article please visit MotorcycleUSA.com
LATEST HEADLINES: MOTORCYCLING
-
GEARBAG: SS Gear 'Run With The Bulls' Moto Boots
Ken "Hawkeye" Glassman finds out if these boots are made for ridin'...… -
GEARBAG: SS Gear 'Rage With The Machine' Jeans
Ken "Hawkeye" Glassman suits up with some riding jeans from SS Gear...… -
GEARBAG: Schumacher SP2 Battery Extender
After sitting idle all winter, when the first warm spring day came… -
BIKES: Monday Is Ride To Work Day
This year’s annual Motorcycle and Scooter Ride to Work Day… -
BIKES: 2013 Ducati Hypermotard First Ride
Ducati has redesigned the 2013 Hypermotard from the ground up to… -
BIKES: 2013 Star V Star 1300 Deluxe First Ride
Star Motorcycles wants to capture motorcyclists with its latest bagger,… -
BIKES: Moto Guzzi USA Offers $0 Down Spring Financing on all V7 models…
It has never been easier to own an Italian original - More News
