Triumph revealed their new sportbike sweetheart yesterday. We knew it was going to happen – just not when.
As it happens, this particular Daytona 660 took us a bit by surprise, with pros and cons across the board:
It’s not a full-fairing Trident 660, and that’s a compliment. Many found the Trident’s short gearing to be a bit of a bummer, and on a sportbike, that gearing would have likely killed the thing’s reputation before it had a proper chance on our local roads.
You can expect a lower insurance rate with this bike. The Daytona 660’s specific displacement (and placement in our industry) basically guarantees a better monthly equation than basically any bike with “RR” at the end of it.
95hp for $9,195 USD is a good price (obviously more goes into a deal than the price and the pony power, but we get into the particulars further down in the article)
Despite ranking a higher power rating than the Trident 660, this Daytona is still the lowest displacement of any of Triumph’s Daytonas to date.
Expect riders to “start uncorking” their Daytona 660s in an effort to get closer to the ultra-sexy Daytona 765 Moto2.
The bottom line is that we’ve been given a 95hp machine that runs 443lbs wet and will no doubt spend more than a few sweltering afternoons about the local circuits of our good country.
Here’s what we’re getting under the proverbial hood:
Triumph tells us that this puppy carries Triumph’s liquid-cooled, inline 3-cylinder engine capable of a stunning 93.6 peak horsepower @11,250rpm with 50.9lb-ft (69Nm) of torque and 80% of that yank available as of 3,150rpm. In the words of Roadracing World’s David Swart, “That’s about 17% and 9% more [power and torque] than a Trident 660, respectively.”
The 12,650rpm redline joins the welcome addition of a slipper clutch and the fact that the 3.9-gallon tank aids in the 57.6 mpg (4.9 L / 100 km) fuel efficiency specs.
Here’s a list of the main stuff that Triumph had to bring on to up-rate the Daytona 660’s power:
new throttle bodies
new cylinder head
new intake ports
new ram air intake and airbox
new pipe system
For suspension, Triumph has given us Showa units for both front and rear – 41mm, USD big-piston forks (non-adjustable) complementing rear preload adjustability.
Wheels are cast aluminum (5-spoked), shod in Michelin Power 6 rubber. Clamping on to these rolling units are brakes – twin 310mm (12.20in) floating discs mated to 4-piston radial calipers at the front and a single 220mm (8.66in) fixed disc with a single-piston sliding caliper at the back.