2006 Triumph Daytona 675 triple

I think its pretty freakin sweet and will actually be competitve in the mag shootouts.  Dry weight 363lbs and 123bhp at the crank, for comparison Yamaha listed their '05 R6 as having a 357lb dry weight and 123bhp at the crank...R6 seemed to be the lightest 600 for the past few years too.  MSRP as you can see in one of the pix is $8,999, same as the '05 CBR600RR and where people suspect Yamaha's MSRP will be for their '06 R6....and a good deal cheaper than a Ducati 749.
















Hey you shouldn't be on dial up anyway    

That's a nice looking bike!  

How in the world are they getting 120 hp out of a 675 three cylinder?  

Its a crank number just like the 123bhp quoted by Yamaha for their '05 R6.  So I guess it should have atleast 105rwhp and maybe as high as 110rwhp (as SR dynoed an '05 R6 that got 110rwhp), should have more midrange torque than the I4s too.  Will be interesting to see how it does when some mags test it.  

Yeah, but even so, those crank and rear wheel numbers are similar to the 1050cc triple engine, aren't they? My 885 triple only puts about 85 or 90 to the ground, I think. And 3 cylinders don't wrap like a 4, they redline around 10k. Mine redlines at 9500.

That thing looks BAD A$$. Kind of R1-ish. I like it. Quit showing me these bikes..... I had thought I had just decided on a new Speed Triple over the ZX6R and now you have to show me this 675.... turmoil!.....angst!......indecision! Oh well.. another test ride I'll have to do next year. Poor me!  

Well the 1050 triple was stroked out from 955, so when the englarged it they really went for more torque than more horsepower.  Plus in a Speed Triple or Sprint they'll tune it/design it for more midrange torque than uptop horsepower like I bet they did with this new Daytona 675.  According to a dynochart on Arrow's exhaust website their stock '05 Speed Triple laid down 120rwhp, didn't have a torque on the graph though.  They had 114rwhp for the previous model, but again no torque...and since they stroked the motor out I'm sure that changed even more than the horsepower figures.  Also the 675 spins up to 14k rpms, so that helps a little to close in the HP gap between the lower revving but bigger motor, but torque is where the bigger motor is really going to shine against the smaller 675.  

Very nice.  If I hadn't bought my 10R this year....  Hmmm, I wonder what kind of trade I might get...  


Chris  

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Also the 675 spins up to 14k rpms, so that helps a little to close in the HP gap between the lower revving but bigger motor, but torque is where the bigger motor is really going to shine against the smaller 675.

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OH... I got you now. That's all I needed to know. I didn't think a 3 cylinder could spin that fast. Did the older Daytona engines wrap that high?
I like the gold (bling).
AND the red.
CRAP!!!  

That is a pretty nice piece of machinery.  it looks to be much narrower than the Honda or Kaw pictured with it in the frontal shots;  I wonder how effective the fairing will be at defflecting wind.  

Hmm I dunno, I want to say the 955i Daytona spins up to an 11.5K redline, looks likle the new Speed Triple and Sprint's redline is at 10k.  

Additional text from motorcycledaily.com 9/24/05

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Although at first glance, in pictures, the styling may look somewhat generic and similar to a Kawasaki ZX-6R, for instance, in person the bike is stunning and evidences some new design directions taken by Triumph. Most notable would be the slender waist of the Daytona 675, which is genuinely reminiscent of sitting aboard a 250cc two-stroke. It is not just more slender than the Japanese 600s, it is dramatically more slender at the point where the rider's knees hug the machine.

To do this, it appears that Triumph took the already narrow three-cylinder design (inherently less wide than a four-cylinder), wrapped the perimeter frame over the top of the engine (rather than running it around the side as was the norm a few years ago) and, in addition, curved the frame toward the center line of the bike. It actually appears that your knees hug the tank in a position that is less wide than the cylinder head itself, for instance. This feature alone is enough to give the Daytona 675 its own character, but there is more.

The unique displacement of 675cc yields a per-cylinder displacement of 225cc. By contrast, a four-cylinder 600cc machine displaces 150cc per cylinder. The result is that, although the peak of 123 horsepower is delivered at a heady 12,500 rpm, usable torque is delivered from below 5,000 rpm, whereas a 600cc, four-cylinder machine can need 7 or 8 thousand rpm on the tachometer before punchy torque levels arise. Triumph claims the Daytona 675 provides as much torque at 5,000 rpm as most 600s provide at 10,000 rpm.

This type of power delivery can only make street riding easier and quicker. Despite the relative grunt down low, Triumph also says that a healthy top-end rush arrives above 10,000 rpm.

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In addition to the typical information, the new instrument cluster provides average fuel ecomony readings, as well as a 99 lap memory timer. Gear position indicator and gear change shift light are also included.

Consistent with Triumph's prior practice, several accessories will be available when the Daytona 675 reaches dealers here in the United States next Spring, including various carbon fibre bits and a titanium Arrow exhaust system that reduces weight by 13 pounds and adds 5 horsepower (for off-road use only, of course).

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Never been much of a fan of english engineering but that damn thing is sexy looking.  

Oh man... I was thinking of a dual sport ride for next summer... Dual sport? Daytona?... Dual sport??? Daytona????  

I was at Borders last night reading some mag, they test rode a 675 but didn't dyno it or weigh it or anything.  They brought along a R6 and 600RR though and said the 675 stomped both of them in roll ons.  IIRC the article said the new triple is a whole 2 inches narrower at the knees than the old Daytona 600/650.  The 675's new frame is 5.5lbs lighter than that of the Daytona 600/650's frame and the new wheels are another 5.5lbs lighter (I think 3.7lbs on the rear alone) than the wheels used on the Daytona 600/650.  They said the bike had good pull from as low as 2k rpms up to it's redline, with noticably more punch in the midrange than any 600 and that the triple had a pretty good top end hit too...they said Triumph got the sound of the motor/exhaust right too.  Man I can't wait to see this bike in the showroom and see what it does in magazine shootouts.