Pure supersport seating stance of high seat and clip-ons but isn’t uncomfortable, more intimidating at first and the screen is typically low for hard speed riding. The ride is exemplary thanks to new suspension that features high and low speed compression damping front and rear, which makes the gap between road and track use easier to cross. Although quick steering the Triumph Daytona 675 is a stable beast but was fitted with a steering damper to keep back road scratchers out of trouble. Ground clearance is not an issue on the Daytona 675, which is good because it can carry big corner speed with ease.
Race team feedback led to many internal changes on the 2009 model to net an extra 3bhp, 1ftlb of torque and an extra 400rpm (max revs 13,900rpm) to play with. Forget about peak power, though. It’s the legendary flat but fat torque curve coupled with a midrange horsepower increase that makes the Triumph Daytona 675 a breeze to ride day-in, day out without working up a sweat. If you want to rip it up then the Triumph 675 will easily pump your adrenaline – especially on a trackday – simply by working the throttle harder. Gearbox mods have banished the sticky-shift feel of the previous model.
Chassis components are no different to Japanese counterparts. This leaves the powertrain open to discussion, of which there are few web-based grumbles about the previous model.
Triumph’s Daytona 675 is perfectly poised to run with the Japanese pack, if not up front because of the way the engine doesn’t need to be worked so hard on the road.
Insurance group: 16 of 17 – compare motorcycle insurance quotes now.
Although updated running gear features throughout, the Triumph Daytona 675 doesn’t wear anything majorly different to the rest of the supersport class. Triumph offered a large range of accessories when new from a plug-in quick shifter, computer adjustable ECU, Arrow exhausts and rearsets and more…