All you need to know before buying a Triumph Daytona 675R

In 2013, Triumph launched an all-new Daytona 675R, a bike that helped form the basis of the current Moto2 project.

Words> Jon Urry Pics> Mortons Archive

Despite kicking the Japanese manufacturers’ collective inline four backsides since 2006 with their triple, in 2013 when Triumph launched the all-new Daytona 675 few would have believed that the British firm would soon be supplying the Moto2 world championship. Although it was dominating sales and group comparative tests, the Daytona hadn’t won on the world scene (it is still yet to win a World Supersport title…) and Honda were firmly established as the sole engine supplier to the Moto2 grid. Could a  ‘little’ British firm like Triumph really threaten to replace the mighty Honda? Well they did and it is all down to the 2013 Daytona 675.

While the original ‘underseat pipe’ Daytona had been through a few small upgrades during its lifespan, the 2013 model was an all-new version. Sharper, lighter and featuring a heavily breathed upon motor with more performance, the second-generation of Daytona 675 continued to set the standard for supersport bikes and allowed Triumph to think about future possibilities. Although, sadly, as it turned out the future didn’t include the Daytona…

Starting with the heart of the bike, the Daytona’s triple is a very different beast to the one used in the original model. With a revised bore and stroke giving it more ‘over-square’ dimensions, the motor may have the same 675cc capacity (this didn’t last long…) as the older triple but new Nikasil-coated aluminium bores, bigger pistons, a new crank, increased compression, revised gearbox and twin injectors per cylinder all ups its performance levels. Maybe not by much on paper as Triumph only claimed a 3bhp boost in peak power but as the likes of the 765-engined bikes and the Moto2 grid have demonstrated, there was most certainly more to come. And it is also a very reliable engine, which is important to both racers and also used bike buyers. How many Moto2 bikes have you seen go pop? Engine failures are incredibly rare in Moto2 – mainly as they make for very embarrassing publicity in front of a worldwide TV audience…

Away from the engine, Triumph also upgraded the Daytona’s chassis with sharper geometry and a shorter wheelbase, repositioned the exhaust to a side-mounted location for better weight distribution and added switchable ABS. As before the Daytona was sold in stock or uprated R spec with the R featuring Öhlins’ finest combined with Brembo brakes and a smattering of carbon. Naturally, it is the R model that attracts the most attention and so that’s the one we have focused on in this used guide. That’s not to say the stocker isn’t equally fabulous, it’s just that the R is, well, better…

Take to the road on the Daytona and initially all is not brilliant. Shorter and more compact in its riding position that the older bike, the Triumph feels like a proper supersport weapon and is pretty wrist-heavy and firmly set on its Öhlins. It’s not all bad news, as always the triple engine’s increased mid-range when compared to an inline four means you aren’t forced to work the motor in anything like the same way and even at a gentle pace it drives out of bends beautifully, but it is far from a relaxed bike. There again, would you want it to be? This is an R-model supersport bike and when you treat it as such, the Daytona 675R is simply fabulous.

Aim the Daytona at a set of twisty bends (or ideally a race track) and it is incredibly fun and engaging to ride. Thanks to a wonderful balance between its chassis’ agility and its engine’s performance, the Triumph never feels intimidating and every last horsepower is easily accessible. Wind the throttle open, feed it gears through the slick gearbox and just sling it at an apex when the time comes – life on the Daytona 675R is truly sublime.

In 2013 few were expecting Triumph to improve upon the outgoing Daytona’s chassis – but they did. With even more mid-corner poise and enhanced agility, the 2013-onwards Daytona is mind-bendingly good in bends. It is one of those bikes that flatters your abilities and the harder you test it, the better it gets, allowing you to push your own boundaries and become a better rider. And the Brembo braking set-up on the R is exceptionally good on the road with its ABS system, which it has to be said can get a bit flustered on track, more than good enough for very brisk road riding. Life doesn’t get much better than a dry road, set of sticky tyres and a Triumph Daytona 675R. Well it did get better but only for a few lucky owners…

While Triumph did launch a limited edition Daytona Moto2 765 in 2020, it was only ever restricted to 765 units and a lower-spec version never made it to mass production. Which is a real shame. If you want to sample the last great Triumph supersport bike, and don’t have a spare £12,000 for the Moto2, the Daytona 675R is about as good as it gets.

Daytona 675

The stock Daytona model features the same chassis and engine as the R but gets Kayaba suspension (fully-adjustable) and Nissin front calipers and master cylinder. It also lacks a quickshifter as standard equipment (it can be retro-fitted), has a 10mm lower seat and doesn’t have the R model’s carbon infill panels or hugger. Prices start at £4999.

Service history

The 675 engine has 6000-mile service intervals with the 12,000-mile one the major worry. As well as a valve-clearance check, this service should also include the suspension linkages being stripped and regreased, which really adds to the bill. Be wary of bikes approaching this service, it’s a big bill – especially if the linkages have seized…

Cam chain tensioner

There are a few reports of Daytonas requiring their cam chain tensioner being replaced, although it is usually on higher-mileage bikes that have topped 20,000 miles. The unit is £101 with fitment roughly another £100, so it’s not a huge drama.

Suspension linkages and bearings

Triumph are terribly stingy with grease during assembly and as a result the suspension linkages really suffer. Always check that they aren’t seized or showing signs of any impending issues. Also check wheel and head bearings for play.

Gearbox

While this generation was designed to take a quickshifter (up only) and the R model got one as standard (it was a plug-and-play accessory on the stock bike) you need to be wary of worn gearboxes. Early generation quickshifters aren’t great news on the road so check for any false neutrals or gears that hop out during a test ride.

Electrics

Although generally robust, a few reg/recs have gone on older bikes and the occasional immobiliser antenna/ECU has also failed. If the immobiliser packs up, it is very costly to replace so check for any warning signs. A few quickshifter units have also broken due to water ingress, so check it works, and be wary of Fi warning as replacement engine sensors are costly and often tricky to locate.

Exhaust valve

The Triumph’s exhaust valve has been causing issues since day one. Early bikes stretched the cable, leading to the valve not working and an error code popping up. Re-adjusting the cables usually cures this. The servo is also known to fail and like all exhaust valves the valve itself sticks. Lots of owners simply disconnect it and either remap the ECU or fit a dongle to remove the fault code.

Modifications

A lot of Daytonas are modified, so be a bit wary. If it has a pipe fitted, ensure it isn’t too loud (especially if you are planning on any track work) and also check the ECU has been remapped accordingly. Watch out for cheap replacement levers, poorly fitted crash protection and any covers etc hiding crash damage.

Price guide

£4999 – £8500

Cheapest private: £5499
21,403 miles, 2013 R model in fair condition with MOT

Our choice private: £6299
13,145 miles, just serviced R model that is clean with a full service history

Cheapest dealer: £5690
16,998 miles, 2013 R bike in excellent condition with Arrow exhaust

Our choice dealer: £6350
9906 miles, lovely low mileage unmodified R model with a long MOT.

Ex-demo: n/a

Verdict:   9/10

As Moto2 demonstrates, Triumph’s triple is a wicked engine and while the 675cc version is revvier than the 765cc one, it’s still amazing when housed in a sportsbike chassis.

+ Great engine, sublime chassis, top-rate brakes

– The ABS isn’t great on track and it’s very compact to ride

Specs

Engine

Type: 675cc, liquid-cooled, 12v, inline triple
Bore x stroke: 76mm x 46.58mm
Compression: 13.1:1
Fuelling: Electronic Fuel Injection
Tested Power: 115bhp @ 12,800rpm
Tested Torque: 68Nm @ 10,100rpm

Chassis

Frame: Aluminium twin spar
F Suspension: 43mm Öhlins NIX inverted forks, fully-adjustable
R suspension: Öhlins TTX36 monoshock, fully-adjustable
Front brakes: Four-piston Brembo monoblock calipers, 310mm discs. ABS
Rear brake: Single-piston caliper, 220mm disc. ABS

Dimensions

Wheelbase: 1375mm
Seat Height: 830mm
Wet Weight: 184kg
Fuel Capacity: 17.4-litres

Speed

0-60:  3.15 sec
0-100:  6.72sec
0-120:  9.67 sec

Stg ¼ mile: 10.98sec @ 129.97mph
Standing mile: 26.87sec @ 155.23mph
Top speed: 158.67 mph

Running costs

Service interval:
Minor: 6,000
Major: 12,000
Valve clearances: 12,000

Service costs:
Minor: £250
Major: £650
Valve clearances: £650

Right fairing: £464.86
RH Engine casing: £233.81
Brake lever: £55.63

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