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In an effort to keep up with the middleweight Joneses or maybe stay a step ahead, Triumph has completely overhauled its Daytona 675 and 675R, with an all-new higher-revving engine in a new frame, and a raft of improvements.

This new bike will send the already scared Japanese bikes like the Yamaha R6, the Suzuki GSXR600, new Kawasaki ZX-6R, CBR600RR, etc. looking for cover. This new supersport promises to take forward the legend of the original Daytona 675. It will also compete with the new Ducati 848 replacement, which, if its anything like its bigger brother the 1199 Panigale, promises to be a stunner.
Triumph says power is up by just 2 horses, to 126, and peaks earlier, at 12,600 rpm. But a wider bore and shorter stroke allow the Triple to howl on to 14,400—which we think means it could gain a lot more in modified form. Otherwise, Triumph went to a lot of trouble to gain just 2 hp, producing a new cylinder block that’s now separate from the upper crankcase and lined with ceramic-coated aluminum bores. Torque is also said to be 2 foot-pounds higher, at 55.3 ft.-lb., with an increase across the rev range.
Air now flows straight through the headstock and past two fuel injectors for each cylinder. Titanium valves (a first for Triumph) shaped for optimum flow but in the same sizes as before aid fueling accuracy and efficiency, and provide the new horsepower and torque. The most obvious change, obviously, is the new exhaust. As with the new Street Triple, a low-mount system replaces the old undertail cans, centralizing mass and helping the new frame shift weight more forward onto the front tire for sportier handling. Triumph claims a weight reduction of three pounds.


The six-speed transmission gains a slipper clutch, as well as new EFI programming that props the butterflies open a tad to prevent rear-wheel hop under heavy braking.
The bike’s shorter new frame appears to be the same one introduced a few weeks ago on the new Street Triple—a simpler, stronger design with slightly steeper steering geometry and a shorter wheelbase. A new die-cast aluminum subframe furthers the svelte theme that began with relocating the undertail exhaust—and the whole rear light/license plate assembly comes undone with the removal of three bolts. Though the bike is optimized for high-speed work, Triumph says the seat is 10mm lower than before, with less weight on the rider’s wrists.



The latest in fixed-cartridge forks from KYB and a new rear shock, new lightweight wheels and Pirelli Supercorsa tires are all standard. Switchable ABS includes a track setting.
Just as the new Street Triple bumped up a notch in terms of overall fit and quality, the new Daytona gets a tricky new ventilated upper triple clamp, machined engine mounting bolts, and instrumentation—and an overall cohesiveness that’s a step up from the previous bike. Yours for $11,599.


Daytona 675R






But why stop there? For a mere $1900 more—$13,499—you could be riding atop an Öhlins TTX rear shock and NIX30 inverted fork. The R also gets the latest in Brembo Monobloc brake calipers, and that new lightweight switchable ABS is also included in the package. Also the improved-for-’13 quickshifter, carbon-fiber cockpit panels, carbon-fiber rear hugger, red subframe, red wheel pinstripes, etc.
Both bikes (like all Triumphs) get an unlimited mileage, two-year factory warranty, and should be in dealers by February.