TRIUMPH DAYTONA MOTO2 765 (2020 - on) Review
At a glance
|Owners' reliability rating:|
|Annual servicing cost:||£320|
Overall ratingNext up: Ride & brakes
The Triumph Daytona Moto2 765 Limited Edition is everything we hoped it would be: a rev-hungry flyweight that excites, grips and flatters, with an extra dose of midrange grunt and flexibility that’ll make it easier to live with than a mad, bad 600.
It’ll flatter you on a trackday and just like a rarefied slice of exotica is loaded with tasty parts and packed full of electronics. But its looks are dated, the attention to detail in places is lacking and its measured 152mph top speed is disappointing.
- Related: Triumph Daytona Moto2 765 Limited Edition engine tech explained
- Related: The history of the Triumph Daytona range
Should Triumph make a full production version? Yes. Are they going to when the demand for supersport bikes is almost non-existent? Probably not.
Ride quality & brakesNext up: Engine
Of course, despite its name the Triumph isn’t a 'proper' Moto2 replica, but the Daytona 765 is better than the real thing on the road. A Suter or Speed-Up would shake your fillings out over a bumpy back lane, but there’s no such roughness here.
The Öhlins suspended, Brembo-braked 675R-derived chassis pulls off the neat trick of being friendly, stable and full of feel with a limit so high it’s impossible for mere mortals to reach, even on the track.
That shouldn’t come as a surprise as the Daytona 675R has won countless supersport races at world and domestic level and TTs. It was also used, virtually unchanged, as Triumph’s Moto2 development mule, ragged to the moon and back by test riders and Grand Prix racers. Proof that this incredible chassis is more than capable of handling a few more ponies.
Not only is the Daytona 765’s steering light and crisp, its new Brembo Stylema calipers are strong and ground clearance seemingly limitless. Pirelli Supercorsa SP tyres offer the last word in grip on the road, are as near as dammit as quick as race rubber on the track and they’re surprisingly sure-footed in the rain.
Like the Daytona 675, the 765 is a racer with lights, with a firm ride, low bars and high pegs. Its riding position isn’t as squashed or extreme as many of its supersport or superbike rivals, either. The seat is surprisingly plush and it’s fine for short blasts, but riding for extended periods, especially if you’re tall, will eventually take its toll on wrists, knees and neck – a timely reminder of why sportsbikes aren’t big sellers they used to be, as we riders are getting older and less flexible.
EngineNext up: Reliability
Using Triumph’s Street Triple RS motor as a starting point, the 765cc inline three cylinder gets new titanium inlet valves, high compression pistons, DLC-coated gudgeon pins, hairier cams, new intake trumpets, modified con rods, intake ports, crank and barrels. Power rises from 121bhp@11,750rpm to 128bhp@12,250rpm and torque is reduced by just a foot-pound.
First and second gear ratios are the same as the 675’s (first is 4% taller than the Street Triple RS’s), but second/third gear are 4% higher and fifth/sixth gear 8% higher. Strangely the 765 only tops-out at 152mph in sixth gear on our test track – slower than we’ve seen from 675s in the past.
It feels and sounds just like a rasping 675, but the motor’s extra cubes give the 765 more oomph without having to dance on the gear lever, but not so much it will get you into trouble like on a 200bhp-plus superbike. It doesn’t really need its electronic rider aids to keep it in check, although they’re there, just in case.
It might do a standing quarter in less than 11 seconds, wheelie off the throttle in second, clutch up in third and yell its lungs out, but it’s well behaved in traffic, is perfectly fuelled and because you don’t need to thrash the living daylights out of it to get going, it’s frugal on the road, too. Returning 50mpg, it will get you a theoretical 189 miles between fill-ups, but on track (Cadwell Park) the reserve light comes on at 60 miles.
Five rider modes let you choose your levels of power, traction control and ABS, but with so much grip and poise, even in the wet you’re best setting the power high and the electronics low.
A brilliant up/down quickshifter is a joy to use at any speed, but the TC is too intrusive on the track and pulls you back too much when you want to get going. Happily, you can turn it off, but not the party-pooping ABS, which chimes in and releases pressure in the calipers under very hard braking.
Reliability & build qualityNext up: Value
Check out our owners’ reviews section of the Daytona 675R and Street Triple RS (the two machines that go to make up this bike) and you’ll find a mixed bag of experiences, but they’re generally dependable, so things should be no different here.
Although the Daytona 765 is built with lots of mouth-watering parts, it isn’t finished to the same level of Triumph’s latest-generation offerings. Things like the blanks on the left switchgear and the wiring loom going into it – coiled-up because it’s too long, isn’t befitting of a fifteen-grand motorcycle.
Value vs rivalsNext up: Equipment
In terms of exclusivity the Triumph is worth a premium, but the ticket price is on the steep side, especially when you compare it to its nearest rival: Ducati’s Panigale V2, which has a far more luxurious build and feel. To run, the Triumph won’t break the bank, but insurance premiums will reflect its high value.
Costing an eye-watering £15,765 (see what they did there?), only 765 are being built for the US and Canada and another 765 for the UK, Europe, Asia and the rest of the world.
Happily, for the price the 765 is more than just a Daytona 675R with a fast engine. It’s a smorgasbord of Hinckley-built tastiness (no it isn’t made in Thailand), from its carbon fairing, single seat unit, front mudguard and hugger, to its machined and numbered (our test bike is 74/765) ali top yoke, colour dash (with a Moto2 start-up logo), new switchgear, riding modes, electronic rider aids and a very quiet (just 92db on Cadwell Park’s noise meter) titanium Arrow end can.
But it’s a shame the 765 looks just like a Daytona 675R. You can forgive Triumph for not going to the huge expense of creating tooling for new bodywork for such a small production run, but its long, overhanging tail and protruding nose look dated, especially when you compare it with the squat, stubby styling and evil-eyed looks of the latest sportsbikes, like the Yamaha R1 and Ducati Panigale V4.
|Engine type||12v inline three cylinder|
|Frame type||Cast ali twin spar|
|Fuel capacity||17.4 litres|
|Front suspension||43mm Öhlins forks, fully adjustable|
|Rear suspension||Single Öhlins shock, fully adjustable|
|Front brake||2 x 310mm discs with four-piston Brembo calipers. ABS|
|Rear brake||220mm rear disc with single piston caliper. ABS|
|Front tyre size||120/70 x 17|
|Rear tyre size||180/55 x 17|
Mpg, costs & insurance
|Average fuel consumption||50 mpg|
|Annual road tax||£96|
|Annual service cost||£320|
|Used price||£13,500 - £15,000|
How much to insure?
|Warranty term||Two years|
Top speed & performance
|Max power||126 bhp|
|Max torque||58.6 ft-lb|
|Top speed||152 mph|
|1/4 mile acceleration||10.92 secs|
|Tank range||189 miles|
Model history & versions
2020 – Model introduced. Daytona 675R chassis fitted with tuned Street Triple RS engine, machined ali top yoke, electronic rider aids, carbon bodywork and colour dash. Limited production run.
Owners' reviews for the TRIUMPH DAYTONA MOTO2 765 (2020 - on)
4 owners have reviewed their TRIUMPH DAYTONA MOTO2 765 (2020 - on) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.
Summary of owners' reviews
|Ride quality & brakes:|
|Reliability & build quality:|
|Value vs rivals:|
|Annual servicing cost:||£320|
Annual servicing cost: £150
I HAVE A 675R AS WELL AND HAD A SPECIAL TOP YOKE MADE BY PROMACH ENGINEERING SO I COULD FIT HANDLEBARS WHICH RAISE THE BAR HEIGHT BY NEARLY 4 INCHES. HAD THE SAME DONE FOR THE 765 PLUS SW MOTOTECH TAMK BAG AND VENTURA REAR RACK AND BAG. DOING THIS TRANSFORMS DAYTONAS INTO ALL DAY RIDING WITH NO PROBLEMS WHATSOEVER COMFORT WISE. THE NEW 765 HAS A FANTASTIC ENGINE, GEARBOX RIDE AND BRAKES. I HAVE RIDDEN A LOT OF BIKES BUT IN MY OPINION YOU WILL FIND THIS ONE HARD TO BEAT FOR ROAD RIDING AND TOURING.
I CANNOT BELIEVE HOW GOOD THE RIDE IS ON ALL SURFACES. BRAKES ARE OUT OF THIS WORLD.
LOADS OF TORQUE, INSTANT POWER AND VERY QUICK RESPONSE ALL ROUND.
I DON'T USE THE MODES AND ELECTRONIC BITS AND LEAVE IT IN SPORT MODE
WHEN IT WAS BRAND NEW I HAD QUITE A FEW EXTRAS FITTED BY THE DEALER THEN TOOK IT TO AN INDEPENDENT MECHANIC FOR A TOTAL STRIP DOWN AND GO T EVRYTHING GREASED WITH RED RACING GREASE (SWING ARM REAR LINKS, WHEEL BEARINGS HEAD RACES AND ALL PIVOTS AND LINKS).
MORE THINGS THAN YOU REALLY NEED.
Buying experience: I FOUND THEM HELPFUL AND EFFICIENT BUT VERY EXPENSE (LABOUR CHARGES).a HAD MANYT EXTRAS FITTED BUT THEY WOULD NOT COMPROMISE MUCH ON LABOUR CHARGES UNLIKE OTHER DEALERS I HAVE BOUGHT NEW BIKES FROM IN THE PAST.
This is to update my earlier review of the Triumph, which is a ho-hum street bike that really comes alive on the track. Is superior to the Yamaha R6 is almost every category. More flickable, great grunt, comfort and speed. Exceptionally easy and intuitive to ride on race or track days. There are some downsides. Despite being branded as a Moto2, there are no real race bits - factory or otherwise - avail able for the machine. Removing the mirrors requires extensive modification, as does race exhaust and so much more. Even rear sets are a pain in the butt. But all the fabrication and fiddling is worth it once you hit the track. A superstar for sure.
Annual servicing cost: £500
Lazy styling on the nose could have done better, especially the headlights, I like the rest. But I would have liked a Black frame. Worst for me was the very disappointing aftercare, when I had the ignition issues not one person at Triumph HQ was interested. I called and left messages about 5 times and sent numerous emails copied in to various department heads. It was a potential safety issue and nobody gave a dam. Eventually a local Aftercare Manager emailed and he wasn’t bothered really either. More interested in trying to find a reason that it was my fault. I have bought 2 brand new Triumph bikes, which I still have, in 12 months, so it’s left a bad taste in my mouth.
Excellent Brakes and suspension are the stars of the show. Just these components alone make the bike worth the money. I’m fat (98kgs), old (50), and broken but I have no problem riding tight twisties and mixed roads over 150klms on a Sunday morning. Yes, I feel knackered afterwards but it’s still comfortable and forgiving.
Lovely, responsive and torquey
As mentioned by previous reviewer. Disappointed with fit and finish particularly fairings. Also I had the ignition cutting/wheel locking problem on my bike so it was off the road in the dealers for nearly 3 months as I refused to collect it until Triumph had recognized the issue and come up with a fix
500 would be service and new tyres as the Super grippy Corsa SP’s don’t last long! Great tyre though IMHO.
Buying experience: Dealer, paid full sticker €17,990
This bike is slick and exclusive, but as the original review here notes suffers odd fitment/refinement issues for a $20,000 machine. All the Japanese brand, Harley and Ducati do much much much better in this price range, which is stupid expensive for what it is. I find the engine boring and a bit of a disappointment. This bike will get spanked by my 2016 R6, which gives up more than 100 cos in displacement. No very impressed to tell the truth. Think my $20K was misspent. I would not recommend to a friend - or an enemy. The bike ain't all that and there's no aftermarket support to make it fit better.
Very sharp handling. A+++ on this. Good brakes!
Surprisingly a bit of a yawn.
Too early to tell running costs. But I'd spend the purchase price on another machine.
Buying experience: Buying experience was acceptable - but not as friendly as U.S. brands (Harley/Indian). Paid full sticker. No discount.