‘ The 12,000-mile ser­vice is cru­cial’

Motorcycle News (UK) - - Buying & Selling - CLIVE WOOD

“With a num­ber of years of pro­duc­tion be­hind it, there are plenty of used 675s to choose from, and byand-large own­ers have looked after them well. The pre­vi­ous mod­els are all ex­cel­lent, but the lat­est gen­er­a­tion, with Tri­umph’s su­perb ABS, is the cul­mi­na­tion of seven years’ re­fine­ment, and it shows. How­ever, you should be wary of any bikes that look as though they might’ve been raced or used as track bikes, as there are prob­a­bly just as many 675s cir­cu­lat­ing Bri­tain’s race­tracks as there are out on the roads, and most will have cartwheeled through the gravel at least once.

“The Day­tona 675’s lock stops are two me­tal tabs ma­chined in to ei­ther side of the head­stock, and snap­ping them in an ac­ci­dent is of­ten enough to write the bike off. Check to see if they are still present. Although they are eas­ily re­pairable, the ab­sence of lock stops does in­di­cate the bike has suf­fered a fairly hefty im­pact, and you should also do an HPI check to as­sess the bike’s sta­tus. You should also check the wheels for any signs of dam­age; the Day­tona has light­weight rims that can be eas­ily dam­aged if dropped. Avoid any bikes that

‘Own­ers of road-go­ing bikes take ex­cel­lent care of them’

show signs of wheel dam­age or ev­i­dence of re­pair.

“The own­ers of road-go­ing 675s gen­er­ally take ex­cel­lent care of them, and so the fin­ish is ad­e­quate enough. How­ever, Day­tonas that have not been as well looked after may see cor­ro­sion on things like the footrest hang­ers. The ex­haust header pipes and ex­haust valve servo mo­tor are also in the cor­ro­sion fir­ing line.

“The 12,000-mile ser­vice is mas­sively im­por­tant. It doesn’t mat­ter whether the bike you’re look­ing at has full ser­vice his­tory up un­til this point, or has the stamps for the two ser­vices ei­ther side of 12,000 miles – the 12k ser­vice is cru­cial and as a re­sult is very ex­pen­sive. This ser­vice goes through ev­ery­thing, from the sus­pen­sion link­age and head bear­ings, to the throt­tle bodies and valve clear­ances. It’s eas­ily a full day’s work for a dealer and so costs be­tween £600 and £800, which means many own­ers tend to skip it. If you’re look­ing at a bike with more than 12,000 on the clock, then you need to en­sure this ser­vice has been done.”

Look here Look here Check the lock­stops (top) for dam­age and link­ages for signs of cor­ro­sion

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