THREE CYLINDERS MAKE REALLY SWEET MUSIC

+ Click to Enlarge MEMORABLE OCCASION: The Triumph Daytona 675 took Johannesburg correspondent Denis Droppa around the Kyalami circuit faster than ever before on a 600-class machine. Image: Kerry Hughes

May 29, 2009
By Denis Droppa

Riding into the Kyalami pits after a hectic track session, senses buzzing, heart revving and arms painfully pumped, I couldn't decide what I liked more about the 2009 Triumph Daytona 675: that 1min59 lap time or its groovy engine sound.

I guess the lap time. It was, after all, the first time I'd broken the two-minute barrier on a 600cc-class machine. That kind of thing sticks in your mental repository of Grand Events, like your first kiss, your first bungee jump and your first 100kg bench press.

So the Daytona 675 will be the bike always etched in my memory as the middleweight machine on which that long-elusive lap-time dragon was slain.

I've been a fan of this three-cylinder British sports bike ever since riding the 2006 version, particularly for its poise and noise, so the reunion was sweet.

The changes aren't too radical but the bike, which has earned numerous accolades and won multiple magazine shoot-outs, has had a power boost and shed some weight to make it even quicker and more nimble.

A new exhaust, recalibrated fuel injection and a revised cylinder head with new valves and a modified combustion chamber have moved the engine's rev limit 450rpm higher to 13 950, increasing power by two kW to 94kW and torque by one Nm to 73Nm at 11 750rpm.

A new hydraulic cam-chain tensioner and taller first gear, previously extra-cost options, are now standard and a magnesium cam cover has helped the bike shed 3kg to tip the scales at 162kg without fluids.

The sophisticated suspension now has high and low-speed damping control of the fully-adjustable 41mm upside-down front forks and rear monoshock.

Braking is improved thanks to new radial-mount Nissin monobloc front callipers and lighter wheels improve handling by reducing unsprung weight.

Revised cosmetics include a new cockpit, headlight and screen and there are two colour options for 2009 - black and tornado red.

The price has risen to R99 500, but it's still the least expensive bike in its class (the Kawasaki ZX-6R, Yamaha R6 and Suzuki GSX-600 are all R110 000-plus) and this includes a two-year unlimited distance warranty and a two-year AA roadside assistance plan.

One thing I didn't get a chance to do with the previous model was a track session, which I duly redressed with this machine and what a momentous occasion it turned out to be. I expected it to be nimble and fast, but I didn't expect it to be quite as easy and forgiving.

KICK-IN-THE-PANTS ACCELERATION

The Daytona inspires complete rider confidence in the way it changes direction like a startled squirrel. It's capable of remarkable cornering speeds with its (standard) sticky Pirelli Corsa Diablo tyres.

Probably the biggest weapon in the Daytona's arsenal, however, is the gutsy torque delivery of its three-cylinder engine. The Triumph triple pulls with more authority at lower revs than its 600cc, Japanese four-cylinder rivalsc so fires out of tight corners more quickly.

It meant I could even get away with missing the odd downshift and exit a corner in a higher-than-ideal gear while still generating some kick-in-the-pants acceleration up the next straight.

So yes, that 1min59 was the day's headline act but I really dig the growl too. Those three cylinders make really intense music when the needle's tickling the red line. There's no shortage of vocal charisma at lower revs either, where the bike sounds like a radio-controlled model aircraft on steroids.

And one other thing: kudos to Triumph for the outward-pointing wheel valves that make setting tyre pressures so much easier.

OK, I lied about the 100kg bench press.

ENGINE
Cylinders: Three.
Capacity: 675cc.
Bore x stroke: 74.0 x 52.3mm.
Valvegear: DOHC with four overhead valves per cylinder.
Power: 94kW at 12 600rpm.
Torque: 73Nm at 11 750.
Induction:Electronic fuel-injection with three Keihin 44mm throttle bodies.
Ignition: Digital electronic.
Starting: Electric.
TRANSMISSION
Clutch: Cable-operated multiplate wet clutch.
Transmission: Six-speed constant-mesh gearbox with final drive by chain.
SUSPENSION
Front: 41mm Kayaba inverted cartridge forks adjustable for preload, high and low-speed compression and rebound damping.
Rear: Rising-rate linkage with remote-reservoir gas-filled monoshock adjustable for ride height, preload, high and low-speed compression and rebound damping.
BRAKES
Front: Dual 308mm discs with Nissin radial-mount four-pot opposed-piston callipers.
Rear: 220mm disc with Nissin single-piston floating calliper.
TYRES
Front: 120/70 - 17 tubeless.
Rear: 180/55 - 17 tubeless.
DIMENSIONS/WEIGHT
Wheelbase: 1395mm.
Seat height: 775mm.
Dry weight: 162kg.
FUEL TANK
17.4 litres.
MANUFACTURER SUPPORT
Two years unlimited distance warranty.
SERVICE INTERVALS
5000km.
PRICE
R99 500.
RIVALS
R109 950 – Yamaha R6
R109 999 – Honda CBR600RR
R110 850 – Suzuki GSX-R600
R124 995 - Kawasaki ZX-6R