TEST DRIVE: Triumph Daytona 675 (2009) – Second attempt

British motorcycle
Triumph Speed ​​Four

Triumph Speed ​​Four

is a standard or street motorcycle made by Triumph from 2002 to 2006 as the naked, or non-streamlined brother of the TT600 sport bike introduced in 1999.

Design[edit]

The Speed ​​Four has dual round headlights similar to the Speed ​​Triple, but with a different frame and a different engine. The Speed ​​Four has the clip-on handlebars of the TT600, rather than the handlebars of the Speed ​​Triple and other motocross-style streetfighters.

The Speed ​​Four is mechanically similar to its TT600 predecessor, with the exception of cam profiles, ignition and fuel injection mapping, front spring rate, and other minor concessions to street fighter styling; The frame and fully adjustable suspension are ready to race.

The engine is a 599cc inline-four. See which is used in the TT600. The bike has a top speed of 135 mph (217 km/h) and accelerates from 0 to 97 km/h in 4.5 seconds. [1] Motorcyclist

tested the 2002 Speed ​​Four's 0 to 1 ⁄4 mile (0.00 to 0.40 km) time at 11.65 seconds at 114.9 mph (184.9 km/h) and from 0 up to 60 mph (0 to 97 km/h). by 3.71 seconds. [2]

TEST DRIVE: Triumph Daytona 675 (2009) – Second attempt

This is truly an unusual moment in the history of motor sports: in the wake of a general recession, Triumph looks invigorated, expanding its sales market and looking overseas. The moment also became unusual because, in fact, the “second edition” is not a completely updated Daytona, but only a slightly modernized one. What makes the moment historic is that Triumph is throwing its motorcycles into the thick of things, where just yesterday Japanese “metric” bikes dominated. At the same time, the D675 remains the most affordable sportbike in the niche.

MOTOGONKI.RU, September 23, 2009 — Throughout the entire test, I remembered this and tried to draw some conclusions. But, with each new circle passed around Cartagena, my thoughts smoothly switched to other horizons. Triumph has had a hard time outdoing itself since the TT600 was born. The legendary model was replaced by the Daytona 600 and 650, but did not achieve much success. It was only with the advent of the D675 that the world began to talk again about the return of the British sportbike.

So what do we have in 2009? A light, fast and stylish bike - these are the main goals set for the R&D department in 2007. First of all, the 2009 model is much faster: having received an updated engine that spins 500 rpm faster, the motorcycle rides much better on top. The entire engine was redesigned, especially the cylinder head and exhaust manifold. This made it possible to extract an additional 3 hp. and increase peak power to 128 hp. At the same time, there is no loss of torque, and the electronic limiter has been moved to 13900 rpm. During the test, in addition to everything else, I got a slightly tuned version, equipped with the original Triumph Quickshifter system and Arrow direct exhaust. The new bike was a real discovery for me!

More about the new products that catch your eye when you quickly scroll through the specifications for 2009: high-speed Kayaba suspension with a full range of adjustments and powerful, monoblock Nissin. At Cartagena, the guys from Triumph spent a lot of time during preliminary tests, which is why the presentation of the new product took place here: we were able to fully experience all the delights of a properly tuned sports motorcycle.

Triumph is proud of the new wheels, which have saved 1 kilogram each - that's a third of the total lift: a new dry weight of 162 kg. It’s great when a manufacturer is happy when they announce a reduction in “dry” weight, but the end consumer is always more interested in what the motorcycle equipped for the trip will be like. Surprisingly, this “six hundred” steered and felt exactly its weight. Mainly because of ergonomics. Of course, this is a sportbike, and the seating position in the saddle is close to racing, but much more comfortable than in the saddle of a Yamaha R6. With my height of two meters, I found a lot of free legroom. He quickly found a comfortable position and hooked his knees onto the embossed tank.

After a long break since the official launch of the Ducati 1198 in Portimão, I had not experienced any sports bikes, so some tactile-muscular memories of the Duca remained, so I was impressed by the torque of the D675 in the middle of the rev counter. Another thing that is clearly imprinted on my brain is excellent handling. And again, in parallel with Ducati: it is no secret that the Daytona is in some ways a competitor to the 848, the mid-sized superbike from Italy. More than once I started to take turns too early, remembering the Duka’s somewhat inertia! Having gotten used to the ease of steering, I immediately improved my lap time.

As I rolled off the throttle in third gear, exiting a fast chicane followed by an almost straight, long right-hander, I gave the entire chassis and tires a serious jolt. Fourth gear seems too short on a track like this - you give it fifth! Then, brutal deep braking, three gears down and entering a tight right-hander at the top of the hill. Full throttle, third, fourth... and again two gears down before the very narrow left hairpin. On a standard bike not equipped with a Quickshifter, I noticed a couple of unpleasant moments when quickly clicking the foot - if these happened at the wrong moment, and... The Qucikshifter is included in the Triumph racing kit, it can be ordered or bought in the showroom - it solves a lot of problems! Installed on the D675, Quickshifter allows lap times to improve quickly, especially noticeably in Cartagena. Imagine shifting up and down at close to 12,000 rpm, without a clutch or even the slightest twist of the throttle! No loss, no risk, just clearly visible acceleration that pulls you out of the corner at the right moment.

The 2009 model is prepared for the installation of this equipment without interfering with the electronic circuit: just plug the connector into the desired connector, the ECU software will automatically recognize the original accessory. The motorcycle will not work with older Quickshifter models. Triumph also offers its riders a quick firmware replacement scheme - TRACS. You can replace the entire unit or upload the required software through the service connector. The chassis is the same as its predecessor - overall, not a bad thing. Some changes in the suspension settings: at the “tops” the motorcycle rides very smoothly, even at 12,000 rpm. I like an active ride with a lot of side-to-side movement, so I found the D675 to be a bit harsh. I preferred the “soft” rear shock setting, just tightening the preload slightly for better weight distribution.

Pirelli Diablo Supercorsa SP - factory equipped motorcycle: 120/70-ZR17 on the front, 180/55-ZR17 on the rear wheel. The tires are clearly not designed for our climate, but they are ideal for driving on the dry, well-heated asphalt of a Spanish race track. In general, SP are slicks with a small groove of 2/3 of the tire: in the rain, they do not guarantee good grip. In Cartagena, both cylinders withstood all the abuse at the lowest angle with throttle changes in second gear. Even when the rear wheel began to slip off the path, this was controlled by a slight change in the position of the right hand. The front end worked just perfectly: tires, 41 mm forks and Nissin monoblocks - this is a very well selected and tested set. We were so excited about high-speed steering that at the end of the first day of testing we were quite surprised that we managed to save the middle part of the tread - for the road test!

The “bottoms” are poorly readable, so all the engine’s work is in the second half of the tachometer scale. The main straight of Spanish Cartagena runs at 200 km/h - close to the red zone. As for me, I didn’t disdain the power wheelie at maximum speed. Triumph says the Daytona 675 is capable of reaching 257 km/h. Not sure. On a standard bike, it was difficult for me to completely hide behind the small standard windshield. But with the tuning double bubble, which is again offered as a racing accessory, it became possible to raise the head a little. I got the idea that the factory should slightly change the front fairing for next season.

At the press conference, Triumph product manager Simon Warburton told us a little about the Daytona's success on the world stage and how it compares to previous models. I came to the key phrase that warmed my soul: he said that the company had done everything to facilitate the installation of tuning windshields on the motorcycle. Original accessories and plastic seats are equipped with special clips. This became available only in 2009. Among the differences from previous models: the dashboard, windshield and headlight. Redesign is not the main activity of the plant, which deliberately improves the quality of engine assembly. Compared to the first D675 model, the quality standard of finishing has almost doubled. Daytona occupies a middle position in the niche of sports 600 cc motorcycles, not trying to dump low prices, but not inflating them either.

The next day we were given the opportunity to do a short road test drive, which, to be completely honest, was a little disappointing. We quickly passed several picturesque mountain ranges, coastal highways and small serpentines. The Daytona 675 showed its full potential in tight road hairpins, but on fast highways, many of us complained of fatigue: the D675's seat is not conducive to long journeys. Some journalists took gel seat pads with them and kept quiet. But this is cheating!

Total

Although the 2009 Daytona 675 is said to be "only mildly redesigned," Triumph has made major changes to more than 50 parts. And it worked: the 2009 model is significantly different from the previous one - it is smoother in every way. The new suspension gives the bike a precise ride, making the 675 one of the best Supersport motorcycles money can buy. The three-cylinder engine is a great find and finds its home in a very narrow, rigid chassis. Of all the “triumphs,” this is my favorite.

Pros: + Engine is superb from mid-range to redline + Unrivaled handling + Lots of customization available to the average driver - lots of fun on track days

Cons: - Without Quickshifter: gearbox shifting up is not very clear

Tor Sagen, especially for MOTOGONKI.RU from Spain

Photo: Jason Critchell and Paul Barshon

Links[edit]

1. ^ ab Visordown: Triumph Speed ​​Four Specification
2. ^ abcde "Triumph Speed ​​Four: Strip for Success." (Road Test)", Motorcyclist
   , pp. 57+ - via General OneFile (subscription required), December 2002
3. "RiDER Power: The World's Best Handling Motorcycles Are Not Sportsbikes". Motorcycle News
   . Retrieved November 24, 2008.
4. Road Test: Middleweight Test, Wisordown