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2010 Triumph Daytona 675 Test and Update


by Marc Cantin ,

A winner from Day 1
As a corporate strategy, Triumph produces machines that are different from the mainstream, such as high performance triples, (very) large vertical twins, the huge 2300cc Rocket III, retro vertical twins, and a medium sportbike with an extra kick, the Daytona 675. Launched as a 2006 model, this bike has won every kind of comparison tests and awards since then, such as “Best Supersport” bike in the highly respected “Masterbike” events in 2006 and 2007. In fact, the 675-engined Daytona and Street Triple are the best selling models of the re-incarnated British manufacturer.

The Daytona 675 in its element - giving a lucky rider a maximum dose of fun and adrenalin during a Track Day. Note how hard this rider is cornering: the suspension is fully compressed and the left knee skimming the ground - Not something you should try on the street.

The 675 has seen many detail improvements and special models since then, and it remains to this day the most enjoyable medium weight sportbike on the market, at least for this writer. It possesses just the right mix of sporting abilities, power, and that ever so enjoyable torque, produced by the three-cylinder configuration and the extra 75cc over the four cylinder 600cc Japanese competitors.

Evolution for 2010

This year’s Daytona features new instruments, as well as different decals and paint schemes. In addition to the usual information, the new dashboard displays average fuel economy for one of the three available trip settings you choose. And here is the cherry for track day riders: an integrated lap timer – so you can see how much you are improving as your day goes on, or compare different lines to establish the quickest one over a lap.

The latest version of the three-cylinder motor delivers 124bhp at 12,600rpm (The red line is set at 13,900, plenty of stretch to save a shift between corners) and 53 lb-ft of torque at 11,700rpm. While these maximum figures are satisfying, the most impressive aspect of the motor’s performance remains the nice, fat and constant torque curve from 3500rpm right up the rev range. This means far less tap dancing on the shift lever than when riding a 600 four, and easier corner exits on the track as the engine pulls hard from lower in the rev range, with no hard-to-manage “Come alive” phase as you approach the red line.

The dial and instruments are easy to read. You can judge the revs from the white needle's position, while the exact speed shows up on the left digital display. Despite the odd placement on this picture, the brake liquid reservoir does not interfere with the rider's line of sight.

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