EICMA 2012: 2013 Triumph Daytona 675 and 675R Unveiled

Troy Siahaan
by Troy Siahaan

Today at EICMA 2012, Triumph has taken the wraps off the hotly anticipated Daytona 675 and 675R. We first broke the news of a new Daytona last month, but details were still largely unknown at the time. As we expected from the fresh, updated look of the 2013 model, the 675’s updates are more than just skin deep.

Starting at its heart, the 675cc Inline-Triple cylinder engine is all new. The key change is a bigger bore and shorter stroke, the more oversquare configuration resulting in a 14,400 rpm rev limit, slightly higher than before. Cylinders are ceramic coated for added strength.

The Triumph Daytona 675 now receives twin fuel injectors for improved fueling at all engine speeds. A larger section air intake at the nose of the bike flows air directly through the headstock and to the combustion chambers. This air is allowed into the cylinders via Titanium valves, a first for the 675, which also helps the engine achieve its higher rev limit. The combustion process is so efficient, Triumph says, that despite the larger cylinder bore, valve diameter hasn’t changed from last year.

Perhaps the biggest visual difference between the new model and its predecessor is the relocation of the exhaust. Gone is the undertail unit, ditched in favor of a unit which sits in the more traditional location under the engine and to the side. The obvious benefit being improved weight centralization.

All told, Triumph says peak power is up 2 hp (to 126 hp at the crank) and comes earlier at 12,600 rpm. Torque is also up 2 ft.-lbs., to 55.3, and overall weight is down 3 lbs to 404 lbs.

A new “slip-assist” clutch is said to lighten lever effort while reducing rear wheel hop under hard braking or aggressive downshifting. Triumph utilizes the engine management system to open the throttle butterflies to achieve the slipper effect, instead of equipping the bike with a true slipper-type clutch.

Another curious omission is traction control. The new model is already equipped with wheel-speed sensors for the new switchable ABS unit, which, Triumph says, includes a late intervention track setting which allows “rear wheel drift.” Still, with most of the pieces in place, we’re surprised not to see TC equipped. Especially in this competitive segment.

Moving on, revised suspension units from KYB come fitted to the standard 675, while uber-sticky Pirelli Supercorsa tires come fitted as standard equipment.

The new frame uses fewer sections for a cleaner, stronger design. Geometry is sharper and wheelbase is shortened, which should make the new 675 even more agile than the bike it replaces, itself a lithe machine. Ergonomics are changed slightly, with seat height dropping a little to 32.2 inches (from 32.7 inches) and bars rising slightly to place less weight on the wrists.

Bodywork is all new on the 2013 model, and resembles an evolution of the previous bike. It’s sharper, more angular and is a fresh new take on what was, essentially, a six-year-old design.

The racier 675R is similar to the standard 675 in many ways. However, instead of the KYB suspension pieces, R models come equipped with an Ohlins NIX30 fork and TTX rear shock. The result is a broader range of adjustment for more precise suspension tuning. Brembo monobloc calipers are also fitted for stronger braking power. Triumph’s accessory quickshifter is also standard equipment on the R model.

Further separating the base and R models is the latter coming equipped with cosmetic add-ons like carbon fiber panels and rear wheel hugger. A red subframe and red wheel pinstripes are further clues you might be staring at an R model.

Both the Daytona 675 and 675R will come with a two-year, unlimited mile warranty. Pricing is set at $11,599 for standard models, $13,499 for R units, and bikes will be in dealerships by February 2013.

Troy Siahaan
Troy Siahaan

Troy's been riding motorcycles and writing about them since 2006, getting his start at Rider Magazine. From there, he moved to Sport Rider Magazine before finally landing at Motorcycle.com in 2011. A lifelong gearhead who didn't fully immerse himself in motorcycles until his teenage years, Troy's interests have always been in technology, performance, and going fast. Naturally, racing was the perfect avenue to combine all three. Troy has been racing nearly as long as he's been riding and has competed at the AMA national level. He's also won multiple club races throughout the country, culminating in a Utah Sport Bike Association championship in 2011. He has been invited as a guest instructor for the Yamaha Champions Riding School, and when he's not out riding, he's either wrenching on bikes or watching MotoGP.

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