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| The upper class of England goes on about it all. Or at least at each over. |
By the end of the last decade the Supersport class has reached its peak and only a few manufacturers are investing now and then in the development of their models in this segment. No money means no money from the customer by the manufacturer, and in the worst case in the eternal immobilization as "discontinued model". Still, it's not that far, but about an update occur in some companies today no longer engineers and designers, but painter. New paint, new model, as simple as that.
New paint, new model?
More gratifying is that the enthusiastic English engineer tried to convince their CEO to several of them, in addition to the Daytona miss a few brush strokes and a new engine. 2006 Triumph Daytona has introduced the small, then still with aggressive and sometimes unpleasant for the driver geometry. The seat height of 825 mm and a low drive tipped much weight on the wrists, which could become a burden on longer journeys. In a 2009 update, however, the focus was on what is important to a motorcycle: more power, less weight, improved dampers and brakes. 2011 was followed by the 'R' version and marked the high point in the history of Daytona. Noble Carbon parts and an Öhlins Racing delivered real performance out of the box, not for little money.
With the update, three years ago, was the first one is already thinking about the next generation of models. Coming first - exactly - more power and torque. The packaging should the handling accordingly be even sharper and the last point is even a concession is the 'safety first' society.. ABS The muscle is certainly succeeded with 128 hp at 12,500 rev / min and 74 Nm at 11,900 rev / min guaranteed. New to the 3 hp and 2 Nm more than its predecessor. The implications of this approach in this class is enormous.
In order to achieve an enlargement of the bore, and a shortening of the stroke at constant dimensions, the entire engine case must be redesigned. The reinforced pistons measure now 76 instead of 74 mm, the stroke is only 49.6 instead of 52.3 mm long. Although more compact design, the cylinder could be strengthened, allowing a higher compression ratio of 13:1. Two injectors per cylinder were mounted min and the maximum speed to 14,400 U /. (13,900) alleged above. Order to prevent the coalescence of the oil in the crankcase during heavy braking, small barriers were formed. Many of these seemingly minor but important adjustments in truth are fed by the experiences of the British motorcycling.
ABS allows drifts and slides.
More power requires more braking power, so both models received new front Brembo discs with 310 mm diameter and 4.5 mm thickness (2012: 308 x 4.00), and a new 220 mm rear disc with Brembo piston calliper. Only the 'R' front 4-piston calipers in Brembo monobloc construction, in the normal Daytona comes Nissin used. The first time you will be supported on request of a disconnectable ABS, in the 'Circuit Mode' is very athletic and allows slides and drifts on the rear tire. The control unit is also supplied by Nissin, the entire system is only 1.5 pounds more weight. This rests between a wheelbase of 1375 mm to 52.9% on the front axle. The shrunken by 20 mm Wheelbase results from altered values in rake and trail and a new swingarm.
The asymmetrically shaped swingarm is lighter, stiffer and shorter, the pivot point is still adjustable. Finally, one also has the driver does not forget and does it with a higher handlebar and lower seat (unchanged R version!) The pain of the joints. But I have other problems as joint pain. I am here to test a new, not entirely effective motorcycle on an unfamiliar route, together with a couple of fast people, and after I hit less than a month before a deep notch in the Pannonian and asphalt in my Immaculate pretzel-Zählstab have.
After the start-finish two sharp turns, the screw is as slow worms on a hot stove, a chicane that is no, because you can durchämmern full before one gets on a long right into nothing accelerates until the road by 180 ° turns back and in an equally long links there, leads where you came. Then a left corner, which stands on a hill in a blind downhill left, after you have full tilt on the brakes in order not to miss the next right. Another left corner for carrying fire before it goes uphill in a double right, the ideal line should remain unknown to me until the end. Over another hill is on a straight line, which turns in the last third slightly left, taken pace. Full decelerate sharply to the left, back to the full gas and the last double-links that you have braking much later and much rounder go through that target. And here we are again on the short start-finish straight.
Lossless feedback.
Two positive things fall initially in irritating way. Although I am almost exclusively with the 600s on the Rennstrecked way, I have upset in the first turns the feeling that Daytona would simply from the unstable side position, it is so handy and agile. Naturally, the new Pirelli Diablo Supercorsa SP their remaining, the front in the dimensions 120/70-17 and 180/55-17 rear and do their aggressive Lightning profile British fit perfectly. The 'Slick' share in the shoulder area has been increased by 24%, 23% more in the rubber racing mixture.
Also makes for some confusion, the new clutch that helps the driver to engaging and disengaging and reduces the force on the lever by 25%. Feels like a highly sensitive trigger. Sensitive within the meaning of sensitive simultaneously is the key word to describe the character of the 675 R fundamentally. The motorcycle is information without losses from the interface between the tire surface and asphalt. Nothing is blurred, distorted or lost. A loss free leader who translated the current dynamic state of 1:1 and transmitted to the driver.
The distinction is usually a structured for dedicated service on the track bike from the original out of the box. In the Daytona 675 R, this difference is limited only to the vehicle lighting. As mentioned above, the other can be very good. But the triumph is a step further, for me not only the unique alternative to all the 600s, but also to the thousands who have long represented about themselves and the running characteristics of 99% of all A-certificate owner outgrown. Yes, we are the 99%, but that we are to blame. The 675 R is for many people who have the money for a 1000, be the step in the right direction. Crazy handling, European geometry V2 Feeling down, four-cylinder hysteria above, intervening unmatched triple Molto Forte.
To win or to the cafe.
The Daytona has beaten all others before they have even played their last two trumps. The sound from the compulsory and to please open-bearing Arrow-pipe is probably the lewd, which made my ears vibrate each and eggs. The growling, screaming and banging from the baton is called Quickshift masterfully directed. Standard equipment on the 'R', easy to install on the standard version without interfering with the electronics. New is that the three cylinders in a gear change sequence start at intervals of 60 to 120 milliseconds again, which makes for a smoother transition, both at high speeds at full load, and at low speeds under light load. The shifter performs a just victory or the cafe as you want. And exactly the same goes for the Daytona 675 R.
Triumph Daytona 675 R Specifications And Image Gallery
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