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What would a Daytona 675 cost to insure against other similar models?

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At a time where supersport 600s don’t seem to make sense anymore, the Daytona 675 is a white and blue wave of pure clarity. Since its creation in 2006, that three-cylinder 675cc engine has provided road riders with a stunning mix of drive and revs, and this 2013 incarnation gives yet more still. The shorter stroke design featuring a separate cylinder block with new Nikasil-coated bores delivers more top-end rpm and improved mid-range, while one-tooth-shorter gearing adds to the supersport excitement.

Sure, the majority of the 675’s power is still at the top end but getting to it isn’t a chore. Spurred on by that plump torque and giddying induction howl, you hang on to the throttle until all six police-siren-blue shift lights are illuminated on the dash. Yet you don’t need to ride the Daytona especially fast to enjoy yourself, just darting through traffic is a joy thanks to the mass-centralised packaging.


As someone who spent 9000 blissful miles with a Daytona 675 in 2013, this feels like coming home. The chassis, although incredibly slim, is extremely roomy, and there’s something uncanny about the feel feeding back through bum and hands via the fully adjustable KYB suspension, which on this bike has been perfectly set-up to strike the ideal balance between comfort and composure. The new-wave Race ABS that was ushered in for this model update (although not fitted to this machine) is excellent too, especially reassuring when the weather turns foul, and it’s brilliant in perfect conditions on track too, allowing just a small amount of rear wheel lift under hard braking.

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