Andrew Harbron gives us an insight into his first-hand experience of the new Triumph Daytona 675 sportsbike. It's a much-anticipated new bike, with some saying it's genuinely the first British sportsbike for the masses who normally buy Japanese. Here's what Andrew had to say: Earlier this week I was offered the chance to borrow Jack Lilley's Triumph Daytona 675 demonstrator for an 'hour' this afternoon at 3.30pm. And needless to say I took them up on the offer. I ordered one of these way back in September after reading the now famous 'Bike' supplement and being won over by the opportunity to either own possibly the first really competitive, sorted British sports bike since the old days, or to perhaps make some money auctioning the bike prior to delivery.
Well, as time has gone by, and especially after sitting on it at the NEC, the idea of selling my place in the queue was going to be harder and harder. I couldn't use any excuse about comfort or riding position as it appeared to fit my 6ft frame really well. Then Jack Lilley's had an open evening in December where we could yet again throw a leg over it, which only firmed my resolve to see the purchase through.
Riding it, of course, would be the final test it must pass. To be honest, it wouldn't have to be that good to win me over, since it is simply drop dead beautiful. I could just look at it all day.
So to the ride First impressions as I wobbled out off the forecourt were;
a) Christ, I'm right over the front wheel,
b) Where is the biting point? Rrrrroooaaarrrr. Ah there it is,
c) Oh my, this is some noise. That 7,000 rpm running-in limit is going for a Burton.
The riding position is very long, I mean there is plenty of length to slide back and forth. Up to the tank for braking and low speed ambling, slide back for head down behind the low screen / bum back high speed runs. I know the run from Ashford to the Ace is not exactly Continent-hopping but it felt similar to the ZX7R in body weight distribution (if nothing else - you'd think). After a few miles and a couple of salt encrusted roundabouts I started moving about on it and it felt better and better.
The press has pointed out the narrow width of the bike, and it is quite a distinctive feature. On the road this width can't really effect the bike
that much, but it is noticeable as you move about. A little tentative hanging-off around the glorious M25 north to A40 eastbound slip saw my legs feeling closer together (?) as the left knee went out. The 'petrol tank' simply disappears - it ceases to be there as you move around. On the 7r I'm always conscious of that big red tank even if it doesn't intrude too much.
Counter-steering and simply changing direction is as effortless as I expected it to be on a 165 (dry) kilo sports bike. I found myself over-doing it and heading for curbs mid-bend for those first few miles. But since the roads were white with salt, and I was lagged up in winter gloves it wasn't really the time to push the corners. Ho hum.
Once the dimensions and handling characteristics have been explored and fade slightly into the background, the engine can take centre stage. It appears that at even 800miles into it's life there is plenty of power and torque for a winter's day in West London. The 7000 rpm limit imposed by Lilley's was occasionally and briefly exceeded a tad, but from around 5000rpm the motor really starts to pull in what felt like a very un-600cc kinda way. And the speed at which the 675cc triple span up, this early in it's life, was very exciting and hinted at the kind of response to expect 5000 miles in the future. It felt more eager than the 7r to spin up and seemed very comparable in terms of drive and torque characteristics up to that 7k limit (possibly about 9k on the 7r). From there to the red line only time, ownership and a clear road will tell. I will post up a dyno graph from both when I see one for the Daytona.
The brakes did their job, Chris was more impressed, but really they’re hard to judge until I can build up a decent rate of knots on a twisty road. Looked well trick being gold and radial mounted types.
The gearbox and clutch took the longest to acclimatise to. The clutch bit very earlier on the lever's travel, but it always takes a little getting used to and I didn't have time to fiddle with the lever settings. The box seemed, well, no better than the Kawasaki's on the way up and certainly more notchy and stiff on the way down. Dare say (with crossed fingers) that it is new-ness and it'll loosen up with a few more miles. The built in gear indicator display was useful but took a moment to register neutral and I found myself clock watching a little more than I'd like. The novelty will doubtless wear off though.
Noise. That's what people say is the most distinctive signature of the triple. This bike had the optional (£250) silencer fitted, and I'm glad I ordered it. It can be spotted by the single and much wider central aperture when compared to the standard three vent unit. Oh, and the very unique rasp as the revs rise. Apparently road legit, and unlike the £1200 Arrow system Triumph offer doesn't invalidate the warranty. A minor detail the brochure and road tests I've read fail to point out. But there is no significant power gain (the Arrow only adds 5bhp) so I guess the standard pipe work is pretty darn efficient. But will I resist the inevitable Akro system next year..... well it'll be hard.
The noise is simply amazing. A real hard edged rasp, not unlike the howl from Vinnie's Ferrari tuned MV Senna. Very different to the more throaty roar of the Akro'd 7r, and I've read the cliché about the noise being in-between a twin and a four, but it's as good a way of describing it as any. The movie clip might give you a reasonable idea. Talk to ChrisD, Shatter or Brooke and mebbe they can describe it better.
Conclusion So to sum up then. 100 minutes on salty slippery roads in West London is not enough to get more than a taste, a nibble at the potential of a sports bike. And I'm hardly a journalist with hours of experience on 600cc sports bikes to be able to much comparison. But guys you can all be glad Triumph have stopped trying to beat the Japanese at their game, and gone their own way with their own design.
It's British designed, British built, unique in many ways, and by Christ it ROCKS.
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