2011 Triumph Daytona 675R Review

Triumph is also guilty of not updating its supersport machine, Daytona 675, for a while. Introduced in 2006, five years later and the bike is basically the same. Yes, she had some minor improvements in 2009, but hardly enough to call it a great renewal. Honestly, we do not complain too much. The era of constant updates kept us on our heels trying to keep up to date on any changes. And really, the Daytona 675 is a damn good bike.

But there is always room for improvement. Enter the 2011 Triumph Daytona 675R. Take a page from the book of Ducati when they decide to upgrade the base 675 by adding the letter "R" at the end, the boys in Hinckley added a touch of exclusivity, turning to Ohlins for some components of the suspension plateau.

Instead of 41 mm Kayaba motor units in the standard 43mm fork NIX30 his way in the investigation - the same unit used by many teams in the AMA. Ohlins sit "top-of-the-line TTX36 shock, itself a unit similar to that used by a large number of WADA and international teams of career. Until now this was a level of suspension technology was beginning to flow literbikes Italian exotic.

 

To go further, the win also has beaten Brembo to ensure that the new bike stops as well as it looks. Four pots of society monoblock calipers, which are becoming the gold standard in technology to stop, are mounted radially and bite on 308 mm discs. A Brembo radial-mount Nissin master cylinder replaces the standard unit and has a diameter of 18 mm (less than 1 mm Nissin) for a better idea of ​​the high brackets.

In addition to the 675R does not vary too much of the standard model. The same 675cc, liquid-cooled, DOHC 12-valve three-cylinder engine remains, even if small changes to improve the supply EFI. And 'combined in the same six-speed gearbox close relationship, but now the R is equipped with a factory shifter (The alternative to the basic model).

Other changes are purely cosmetic. Carbon fiber adorn the front fenders, the rear frame is powder red wheels with red stripes, and the body gets a paint kit and a new dynamic graphics card. We always thought that the standard 675 was one of the most aesthetically pleasing medium, and the R is eye candy to another level.

 

Manners Street

If you were paying attention to lately, you'll remember that next Triumph Speed ​​Triple introduced new Daytona 675R in the hills of Idyllwild, California, as part of a two-day journey to see us spend another day at the Chuckwalla Valley Raceway. We used equal amounts of time on both bikes in the street and on track.

There really is no point beating around the bush here: the 675R is really stressful on the street unless the front door opens on a road in the canyon. This bike is hard to track, and ergonomics will punish you for something else. The tail is at the top, while the clip-ons are small. The seat height is on the large side for a sport of 32.7 inches, and to make matters worse, there is no padding to find much, either. Head straight for any length of time and dolls to curse the day you were born.

 

That's not to say that riding on the road was useless to try, anyway. As in past years, we enjoyed the class-leading torque motor 675. Triumph claims 124 hp and 53 Nm of torque is a crank, and use that power is so perfect as ever. Fuel delivery is strong, especially when you apply the gas is the tail, and now e-shifter, which manages more than 2400 revolutions per minute, slamming through the gears is made by a simple flick of a finger of his left foot. Up to speed on the road. There is no need to touch the clutch or throttle blip. Notchy broadcasts are one of the few complaints we had with the Triumph in the past. Not anymore.

A track-oriented suspension is best suited for the smoothness of the track, which is created by Triumph, straddling SoCal terrible roads maintained is another challenge for the health of my joints. Attenuation rates were on the steep side, causing the buttons in the street to be felt through the bars. We wished we had time and tools to soften the suspension fully adjustable for improved bump absorption. That said, the 675R is eager to bend over and do it with just a simple thought.

We toured the streets has never given the opportunity to really test the brakes. Our initial reaction is that strong, but not a big step above the stock units Nissin. A proper evaluation would have to wait for the race track.

 

Going right to

Chuckwalla Valley Raceway turned out to be the perfect place to put the 675R with its speed. Tight and technical course suited to the forces of cycling, which is never completely upright for very long.

From the beginning, aggressive ergos that were claimed in the winding street in his element on the track. The pilot sits in a position to attack, get ready for total knee in a moment.

The sweet symphony 675R from the exhaust when the throttle is twisted is really exciting, and the advantage over the competition 600cc torque is an advantage when leaving the low-speed corners, of which there is more to this track . The rapid change was impressive even on the street was on the track. No change up or lost accidentally.

 

A slipper clutch is not included on the 675R as a test pilot Triumph did not feel it is necessary, but it is optional. Personally, I do not feel the need either. Although there were no other 600s on hand to make a direct comparison, relatively speaking, makes the trumpet seems out of breath near the red zone. It's something we noticed before, and it is particularly noteworthy because of its Japanese counterparts to come off that.

But the real test would 675R Ohlins how its belts and caps Brembo perform their intended environment. Most did not disappoint. We had the opportunity to try a standard 675 back-to-back with the 675R, and both are 98% identical. Overall, the depreciation rate of the basic model is softer than the Ohlins bits of the enhanced version. What is shocking to say, since the standard bike is a very capable performer.

 

The advantage of the Ohlins fork NIX30 compared to conventional forks is that a leg is dedicated to the compression damping, while the rebound is in charge, each with one leg only 30 mm cartridge. At the rear, the TTX Technology (Twin Tube) discharge completely isolated from the compression and rebound circuits for fine adjustments. Piston Shim-designs - which are visible in almost any other OEM suspension - a joint bleeding in the rebound circuit, which means that changes in one may affect another.

On the track the difference is minimal, but noticeable. Suddenly, the small imperfection on the track that there was no standard on the bike were felt in the model of R. A tour with the agility greedy, and thanks to the Ohlins bits that can control the bike with razor sharp precision. Obviously, they are a notch above stock units already impressive in the standard 675.

 

The only complaint I had, which was shared by a number of newspapers on the intro, it was a problem from the front end chatter under hard braking. Ohlins has sent two of their master technicians to help us adjust the setup and initial preload called back two turns. All this has helped the tribe has never completely disappeared. Of course, your experience may vary depending on a variety of conditions.

But this brings us to chat in September First of all: the brakes. So far, Brembo monoblocks are synonymous to stop a penny. We were impressed with the Nissin standard wheel, but there is no doubt Brembos offer more bite and power. Lever feel and modulation are also great as you might expect.

 

The big question is whether he deserves it. And I would say ... Not. Perhaps a national caliber runner could feel the difference and use it to shave fractions of a second, but my pace is a non-issue. That said, the victory would have been ridiculous, not to get high plateau of the brakes in order to complete the suspension of exclusivity.

A track-mind

To be honest, if you plan to buy a 675 and plans to keep it on the street or do the occasional trackday, we could make the case for a standard model and save some $ 1500 - it is still an excellent package. But if you're a track junkie looking for the best three-cylinder middleweight, look no further than the 675R (at least until the MV Agusta F3 comes out, anyway).

 

For further beautify the 675R, the accessories include a Triumph Arrow exhaust, race kit factory adjustable rear-sets of billet, anodized billet machined components (red or black), and a gel seat. All come with a two-year warranty with unlimited mileage.

As news Speed ​​Triple, Daytona 675R will be in dealerships this summer. The price is $ 11 999.