Triumph Daytona 675 (2013–2017): A Supersport Icon Reimagined

Introduction

The Triumph Daytona 675 isn’t just a motorcycle—it’s a statement. From its debut in 2006, this British supersport machine carved a niche with its unconventional three-cylinder engine, blending the raw aggression of a four-cylinder with the low-end grunt of a twin. The 2013–2017 generation refined this formula further, cementing its status as a track-day weapon and a road-riding marvel. Having spent time with this generation, it’s clear why the Daytona 675 remains a cult favorite. Let’s dissect what makes it tick—and why it still feels fresh today.

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Design & Aesthetics

The Daytona 675’s design is a masterclass in purposeful minimalism. The 2013 refresh sharpened its lines, giving it a leaner, more predatory stance. The split upper fairing isn’t just for show—it channels airflow efficiently while adding a touch of sophistication. Triumph’s attention to detail shines in components like the machined engine bolts and the asymmetrical swingarm, which accommodates the under-engine exhaust (a design choice that centralizes mass and improves agility).

At 820 mm (32.3 inches), the seat height is accessible for most riders, though the committed riding posture—slightly raised clip-ons and rearset pegs—leaves no doubt about its track intentions. The 17.5L (4.6 US gal) fuel tank is sculpted for knee grip, and the LCD dash (with lap timer and gear indicator) feels premium even by modern standards.

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Engine & Performance

The 675cc inline-three is the star here. With 126 hp @ 12,500 rpm and 74 Nm (55 lb-ft) of torque @ 11,900 rpm, it’s a riot of linear power. The 2013 update introduced titanium valves, a shorter stroke, and a sky-high 14,400 rpm redline. On the road, this translates to a broad powerband—pull from 8,000 rpm feels urgent, but even at 4,000 rpm, the engine avoids the lethargy of some four-cylinder rivals.

What truly sets it apart is the soundtrack. The redesigned intake duct channels air through the headstock, amplifying the triple’s signature snarl. It’s a mechanical symphony that crescendos into a metallic howl at full tilt—a visceral experience no spec sheet can capture.

The slip-assist clutch is a revelation. Heavy braking into corners? No rear-wheel hop. Commuting in traffic? Feather-light lever action. Triumph’s engineers nailed the balance between track readiness and daily usability.

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Handling & Dynamics

Weighing 184 kg (406 lbs) wet, the Daytona isn’t the lightest in its class, but its mass centralization is genius. Relocating the exhaust under the engine drops the center of gravity, making direction changes almost telepathic. The KYB suspension—41mm USD forks and a piggyback shock—offers adjustable high/low-speed compression damping, a rarity in this segment.

On twisty backroads, the Daytona carves with surgical precision. The Pirelli Supercorsa SP tires (120/70-17 front, 180/55-17 rear) offer grip for days, while the Nissin radial brakes (dual 308mm discs up front) deliver stoppie-friendly bite. Switchable ABS (with a track mode) adds safety without intruding on fun.

The adjustable swingarm pivot lets you tweak geometry—stiffen for track stability or soften for bumpy roads. It’s a level of customization usually reserved for race bikes.

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Technology & Features

Triumph packed the Daytona with tech that still impresses:
- Programmable shift lights: Set your ideal shift point (we recommend 13,500 rpm for maximum theatrics).
- Tire Pressure Monitoring System (TPMS): Optional but worth every penny for track-day warriors.
- Immobilizer security: Thwart thieves with the chipped-key system.

The lap timer and gear-position indicator are borderline obsessive—perfect for riders who live by tenths of a second.

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Competition

The Daytona 675 squared off against titans like the Yamaha YZF-R6, Honda CBR600RR, and Kawasaki Ninja ZX-6R. Here’s how it stacks up:

• Power Delivery: The Triumph’s triple serves up 20% more midrange torque than the R6’s peaky inline-four. You spend less time rowing the gearbox and more time exploiting corners.
• Sound: While the Honda and Kawasaki whine, the Daytona growls—a distinction that turns heads at every café stop.
• Weight: At 184 kg (406 lbs), it’s slightly portlier than the CBR600RR (179 kg / 395 lbs), but the centralized mass masks the difference.
• Tech: The Japanese quartet lacked adjustable swingarm pivots and high/low-speed damping adjustability in this era.

Where it lags? Top-end rush. The R6’s 16,000 rpm scream delivers more peak horsepower, but on real-world roads, the Daytona’s torque advantage is king.

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Maintenance

Owning a Daytona 675 is relatively painless, but a few quirks demand attention:

1. Oil Changes: Every 10,000 km (6,200 miles) with 3.6L of 10W-40/50 (API SH-rated). Opt for synthetic to protect the high-revving valvetrain.
2. Chain Adjustments: The O-ring chain stretches predictably—check slack every 1,000 km (620 miles). A DID 520 ERV3 chain (stock on the Eslick Edition) reduces maintenance.
3. Valve Checks: Every 20,000 km (12,400 miles). Titanium valves hold clearance better than steel, but don’t skip inspections.
4. Coolant: Replace every 2 years. The 2.1L system prefers ethylene glycol-based mixes.
5. Brake Pads: Nissin pads wear quickly under track use. Upgrade to sintered pads (Brembo SC pads are a popular swap).

MOTOPARTS.store Recommendations:
- Pirelli Diablo Rosso IV Tires: Stickier than the stock Supercorsas, with better wet grip.
- Brembo RCS19 Master Cylinder: Enhances brake feel for trail-braking addicts.
- Aftermarket Exhausts: An Arrow or SC Project slip-on sheds weight and uncorks the triple’s bark.

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Conclusion

The 2013–2017 Triumph Daytona 675 is a supersport anomaly—a bike that prioritizes rideability over raw numbers, yet still humiliates purer track tools. Its three-cylinder engine is a masterpiece, its chassis endlessly adaptable, and its design aging like fine wine. Whether you’re hunting apexes or Sunday morning coffee runs, this Daytona delivers thrills that transcend spec sheets.

For owners looking to sharpen its claws, MOTOPARTS.store offers everything from race-spec chains to carbon fiber body kits. Because even icons deserve a little customization.

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Specifikacijų lentelė

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