BioHazard
09-23-2005, 10:34 AM
More info on the 675 here: http://www.motorcycleusa.com/Article_Page.aspx?ArticleID=2519&Page=1.
Here are some highlights:
The 74.0 x 52.3mm engine is fed via a ram-air duct that funnels and pressurizes incoming air directly through the steering head area and through the electronically controlled flapper valve in the airbox's intake. Fuel is mixed with air by a trio of 44mm throttle bodies, each having 12-hole injectors for optimal atomization, and a 120-degree crankshaft has evenly spaced firings.
After being squeezed at a high 12.7:1 compression ratio, spent gasses are routed through a three-into-one underseat exhaust, which is equipped with a power valve to boost low-end and midrange power. .
In terms of power, Triumph is claiming a maximum of 123 crankshaft ponies at 12,500 rpm, with an extra 1500 rpm available before hitting the 14K rev limiter. But the real beauty of this Triple is its torque production. Clifford boldly states that it has more torque at 5000 rpm than some 600s make at 10,000. With a claimed 44 lb-ft at just 4000 rpm and 53 lb-ft at 11,750 rpm, this new Daytona is going to redefine what a middleweight's powerband can feel like.
The Daytona's steering geometry is a bit sharper than some of its middleweight competition, with a 23.5-degree rake and a stubby 87mm (3.4 inch) of trail. Its 54.8-inch wheelbase is about on par. Kayaba suspension components are used front and rear, and both ends are fully adjustable. Brakes are fully up to spec, with radial-mount front brake calipers and 308mm rotors up front actuated with a radial-pump master cylinder. Also of high specification are the 675's standard tires, Pirelli Dragon Super Corsa Pros.
Triumph says the new Daytona weighs just 363 pounds dry, which is a typically low number claimed for a middleweight that usually isn't much below 400 pounds in ready-to-ride form but with its tank empty. It's a game of optimism played by manufacturers, but in this case Clifford promised me the Daytona scales in lighter than any of the '05 middleweights.
Available in Scorched Yellow, Tornado Red or Graphite Gray, the new Daytona 675 retails for $8999, which isn't too shabby considering Honda's CBR600RR will cost the same and Yamaha's new R6 might even cost more. Triumph says it will crank out just 4000 units for 2006, a low number that is intended to keep demand high.
It is scheduled to begin hitting dealers near you this March, but you might want to consider putting in a deposit a fair bit sooner. Triumph is introducing its Priority Reservation Program in which those who put down a deposit will end up getting their bike before walk-in buyers.
Here are some highlights:
The 74.0 x 52.3mm engine is fed via a ram-air duct that funnels and pressurizes incoming air directly through the steering head area and through the electronically controlled flapper valve in the airbox's intake. Fuel is mixed with air by a trio of 44mm throttle bodies, each having 12-hole injectors for optimal atomization, and a 120-degree crankshaft has evenly spaced firings.
After being squeezed at a high 12.7:1 compression ratio, spent gasses are routed through a three-into-one underseat exhaust, which is equipped with a power valve to boost low-end and midrange power. .
In terms of power, Triumph is claiming a maximum of 123 crankshaft ponies at 12,500 rpm, with an extra 1500 rpm available before hitting the 14K rev limiter. But the real beauty of this Triple is its torque production. Clifford boldly states that it has more torque at 5000 rpm than some 600s make at 10,000. With a claimed 44 lb-ft at just 4000 rpm and 53 lb-ft at 11,750 rpm, this new Daytona is going to redefine what a middleweight's powerband can feel like.
The Daytona's steering geometry is a bit sharper than some of its middleweight competition, with a 23.5-degree rake and a stubby 87mm (3.4 inch) of trail. Its 54.8-inch wheelbase is about on par. Kayaba suspension components are used front and rear, and both ends are fully adjustable. Brakes are fully up to spec, with radial-mount front brake calipers and 308mm rotors up front actuated with a radial-pump master cylinder. Also of high specification are the 675's standard tires, Pirelli Dragon Super Corsa Pros.
Triumph says the new Daytona weighs just 363 pounds dry, which is a typically low number claimed for a middleweight that usually isn't much below 400 pounds in ready-to-ride form but with its tank empty. It's a game of optimism played by manufacturers, but in this case Clifford promised me the Daytona scales in lighter than any of the '05 middleweights.
Available in Scorched Yellow, Tornado Red or Graphite Gray, the new Daytona 675 retails for $8999, which isn't too shabby considering Honda's CBR600RR will cost the same and Yamaha's new R6 might even cost more. Triumph says it will crank out just 4000 units for 2006, a low number that is intended to keep demand high.
It is scheduled to begin hitting dealers near you this March, but you might want to consider putting in a deposit a fair bit sooner. Triumph is introducing its Priority Reservation Program in which those who put down a deposit will end up getting their bike before walk-in buyers.