Author: Jon Urry Posted: 13 May 2016
Why you want one:
When the Daytona 675 arrived in 2006 it managed what few thought Triumph could ever achieve - comprehensively outgunning the Japanese inline four supersport bikes. On the road at least, if not possibly the track. And it was mainly down to one factor – the inline triple engine.
Prior to the 675, Triumph had attempted to copy the Japanese with the Daytona 600 and 650. Hindsight is a wonderful thing, but looking back it is obvious that without the Japanese factory’s huge R&D budgets, Triumph were onto a hiding to nothing. What they needed to do was think outside the box and that’s where the Daytona 675 came into its own and why it was such an international success.
Triumph has always been able to build a great handling chassis, but the Daytona’s secret weapon was its triple motor. Blending the top end performance of an inline four and the grunt of a twin, in 2006 the Daytona’s triple was a revelation. Thanks to supersport rules allowing it to run an extra 75cc capacity, the 675 was leagues ahead of the competition when it came to ease of use and what it might have lacked in outright top end power to the inline fours, it more than made up for in drive out of bends. And this trait remains true to this day.
A used Daytona 675 is a great buy if you want a supersport bike that doesn’t need to be thrashed mercilessly everywhere. The engine not only sounds tremendous (especially with a race exhaust system) it has a wonderful midrange that gives way to a searing top end. The riding position is a bit cramped and your wrists take a bit of a battering, but when you are carving through the bends on this extremely capable British supersport bike that’s the last thing on your mind. A great used bike and well worth forking out the extra few quid on when compared to a run of the mill Japanese inline four.
What to look for:
The first generation of 675 gained a reputation for being a bit thirsty when it came to oil and as there is under 2.5-litres in the engine, this can lead to issues. Ensure the engine is cold and listen out for any rumbles or knocking sounds when it is ticking over or revved. While you are there, also check the exhaust butterfly is opening and shutting as like an EXUP valve, it likes to stick closed, robbing the bike of power. If the owner has an aftermarket exhaust fitted, check they have had the ECU re-mapped to suit. Some owners remove the cat (you can buy a de-cat link pipe) and this is a great, and cheap, way of releasing power. As with most Triumphs the 12,000-mile service includes getting the suspension linkage stripped and regreased, something that is absolutely necessary yet often skipped, so check the bike’s service history. If it doesn’t tick over well or has a snatchy throttle response then the chances are it hasn’t had its throttle bodies balanced for a while, hinting at a bike that hasn’t been serviced regularly and therefore may have seized suspension linkages. A few owners have experienced reg/recs overheating on Daytona models and the forums suggest various methods to sort this issue, including relocating it.
The original Daytona 675 was only updated once before its engine was completely altered for 2013 when it grew in bore and reduced in stroke. After the original bike was released in 2006, only its colours changed for 2007 and 2008, however a limited edition SE version was sold alongside the standard model in 2008. The SE simply gained gold coloured wheels, black engine cases and a black paint scheme and was essentially a marketing ploy to shift remaining stock. The 2009 Daytona 675 received over 50 technical improvements, the most noticeable of which is the altered nose fairing. The triple motor gained 3bhp through head changes as well as a taller first gear and lighter exhaust system while the Nissin monoblock brakes were new and the wheels lighter in weight. In 2011, Triumph released the Daytona 675R, which came with Ohlins suspension, Brembo brakes and carbon details.
What to pay:
Daytonas are very popular used bikes and as a result prices are a bit higher than an equivalent vintage Japanese inline four. A tidy early first generation bike will set you back around £3,800 from a dealer with a high mileage updated 2009 model going for roughly the same price. With a £4,000 price limit you should be able to secure a lovely first generation Daytona, but you will need an extra £1,000 at least to make it a 2009-updated model in good condition. Very late models go for the £5,500 area with the Daytona 675R’s prices starting at £6,000. The good news when it comes to buying a used 675 is the fact most Triumph owners tend to cherish their bike, meaning low mileages, pristine condition and a complete service history is common. If the bike you are looking at is lacking in any of these departments, walk away because it’s not hard to find one that isn’t.
Who to ask:
Engine: 12v dohc 675cc water-cooled inline triple
Power: 123bhp (126bhp-post 2009) @ 12,500rpm
Torque: 53ft.lb @ 11,750rpm
Weight: 165kg (162kg – post 2009)