2013 Triumph Daytona 675R
For the last decade, Triumph has created the world’s best middleweight supersports bike: a universally accepted, unquestionable statement that’s accurate across the globe. It was so good, so far ahead of the game, it was almost cheating, and MV Agusta decided to base their entire range on the triple configuration. So, after relative success in road-legal state and numerous racing titles, Triumph decided to kill the Daytona. For the moment. Unbelievable.
With an intoxicating blend of noise, unrivalled impetus, GP-esque handling and an intangible X factor that comes with opening its throttle, it’s no real shock that the Daytona 675R also tops this test. Other than a distinct lack of electronic rider aids that some pilots see as a necessity, there’s absolutely nothing we can fault in its dynamic performance. If we’re being pedantic, we could drop marks for its styling, which could have been transformed rather than muted.
It’s even relatively comfy with low pegs and acres of space to prance around, certainly in comparison with more focused rivals.
As with any Triumph, the Daytona’s centrepiece is that triple-treat motor. Dyno numbers aside, it feels the fastest, sounds the fastest, sounds the sexiest, feels the most rampant and does funny things to my willy. Bragging the widest working parameters and an enchanting spread of power, the Daytona doesn’t sacrifice a howling top-end that encourages mindless redline hunting and endless eargasms.
Of course, it still needs revving, but you can let the needle drop as low as 3,000rpm in top gear and still enjoy an engine that pulls cleanly without hesitation, with short gearing fuelling the frenzy. The way in which it spins internally and harvests energy leaves the conventional 600s – and the 636 – in a wake of Hinckley. Not only is the 675R devastatingly fast, it’s also the easiest to ride at a range of speeds and you’re rarely left wanting more.
Touching the 675R’s throttle is like gripping a dollop of butter that’s been left at room temperature, although thankfully less gloopy. It’s utterly butterly, smooth yet crisp and maintains a sweet connection that just amplifies the ride. Fuelling is class leading, something that was lost when ride- by-wire was introduced to the Street/ Speed range.
As well as an incredible base package designed in Hinckley, Triumph smothered the 675R in blue chip components in order to make it worthy of wearing that R badge. Brembo brakes offer endless stopping power and Öhlins suspension compliments the chassis like no other middleweight can. Occasionally, the stiff set- up can deter smaller riders but with the range of adjustment, there’s a setting in there somewhere.
The Trumpy will out- brake anything in sight with an uncanny knack of matching revs to corner entry like no other. It’s by far the smoothest, most fluid before hitting an apex and benefits from Triumph being first to debut proper race ABS: a switchable system that never intrudes.
As well as sliding and showboating, Garry McCoy will be best known for claiming the Triumph is the closest thing he’s ridden to a GP bike. In race trim, of course, but the base is there for you and me to relish. With the narrowest, sleekest
engine, it’s no surprise the 675 feels the most diminutive. The new R6 is the closest thing to challenge the 675’ s handling aptitude, but the Triumph’s all-round package warrants victory – and your purchase – by a clean streak. Even with a slightly badgered front tyre, this 675R felt incredible.