Triumph Introduces New Daytona Models

 

Ever since its debut the Daytona has consistently topped comparison tests, won awards around the world and even trounced high-specification superbikes in the prestigious international Masterbikes shootout, winning this toughest and most comprehensive test of all sports bikes two years in a row. Race versions have taken titles around the world and six years later it’s still a winner on the track. Yet it’s the Daytona’s razor-sharp style and growling, muscle-packed character which has appealed just as much to its dedicated owners.
Now for 2013 Triumph has unleashed an all-new Daytona 675 and Daytona 675R, with a brand-new engine, new frame, fresh and sophisticated new bodywork and a host of other changes built on everything Triumph has learned from the enormously successful outgoing model. A few tweaks and modifications would have kept the 675 on the pace, but the 2013 Daytona is set to raise the bar once again.
The result is a bike which is 3lbs. lighter than the old model, with more power, an extended rev range, greater precision, feel and agility. It’s faster on the track, better on the road and even more satisfying to own.

The heart of the new Daytona is its new engine, which brings more performance and a subtly new character, too. The key change is the wider bore and shorter stroke dimensions, allowing a higher 14,400rpm rev limit to gain more power and a broader spread of usable revs. Facilitating this is the new block, separate from the upper crankcase and with ceramic coated aluminum bores so it can be made stronger to cope with the higher pressures. Power is up 2bhp to 126bhp, peaking earlier at 12,600rpm and revving on for longer. The torque maximum is 2ft.lbs higher at 55.3lb.ft, with an increase across the rev range.

On the intake side are new twin injectors per cylinder, aiding the power and torque gains as well as improving fueling accuracy and efficiency. For the first time, titanium valves are fitted, helping the engine achieve higher revs and allowing Triumph’s engineers room to reshape them to improve gas flow. This has been so effective there has been no need to increase the valve diameter, despite the wider bore. It’s further helped by the new larger section intake, which flows air straight into the center of the bike, right through the headstock, and as a major bonus this increases the quality and volume of the signature three-cylinder snarling intake roar for the rider.

The exhaust system is a clear change as the compact and purposeful new unit now sits beneath the engine rather than beneath the rear seat. This is a consequence of the mission by Triumph’s engineers to centralize the bike’s mass as much as possible and move the weight forward, key factors in making the new Daytona even more agile and yet more stable at speed.
The transmission features a new slip-assist clutch to provide a lighter lever action and help prevent rear wheel hop under heavy braking. This is aided by the engine management which opens the throttle butterflies to reduce engine braking.

As well as incorporating the new, innovative intake duct, the frame uses fewer sections in its construction for a cleaner, stronger design and has sharper geometry and a shorter wheelbase to make full use of the revised mass distribution. The rear subframe, constructed from high pressure die cast aluminium, not only looks fantastic but contributes to the slim, sharp design at the rear of the bike.
The suspension is new and includes the latest fixed-cartridge forks from KYB (formerly Kayaba) and revised rear shock. High-performance Pirelli Supercorsa tyres are fitted as standard. The new switchable ABS system, which weighs just 3lbs., includes a late intervention track setting which allows rear wheel drift.

The ergonomics are altered slightly, with a 10mm reduction in seat height and a little less weight placed on the wrists, but the riding position is still designed for the best control at high speed and on the track.
The new bodywork has a sharper, leaner look that also reflects the higher quality of the new bike. Features such as the deliberately split upper fairing add an air of class, while the attention to detail has moved to a new level and includes a highly attractive upper yoke, machined engine mounting bolts, plugged swingarm mounting plate, a revised cockpit area and quickly detachable number plate/tail-light unit for easy track day conversion.

New lightweight wheels provide lower inertia which assists the speed of turn and the speed of acceleration. It all adds up to a more involved ride.
The comprehensive LCD multi-functional instrument pack features digital speedometer, fuel gauge, trip computer, analog tachometer, lap timer, gear position indicator, programmable gear change lights, and a clock. The unit is able to report tire pressures when Triumph’s accessory Tire Pressure Monitoring System (TPMS) is fitted, while switchable ABS (compatible models) can be easily configured via the display.
For added security, an electronic immobilizer is included as standard.

Daytona 675R
Once again the R version of the Daytona adds the very highest specification components to increase its performance focus, as well as sporting a unique look.
Öhlins suspension is fitted, including a TTX rear shock and NIX30 inverted forks, providing the R with a wider range of adjustability, improved response and a firmer base set up.
The latest, lighter Brembo Monobloc calipers are fitted for precise and powerful stopping. Switchable ABS is included as standard, to suit conditions, riding environments and rider preference.
The R comes standard with a quick-shift gear change, improved with new software for 2013.
Stunning carbon fiber cockpit infill panels replace the stock ones, further improving the view from the seat, and a carbon fiber rear hugger is also fitted. Cosmetic changes include a red rear subframe and detailing such as the red wheel pinstripes.
Accessories and Warranty
A wide range of factory accessories are available for the Daytona 675 and Daytona 675R, each designed to enhance both the style and the function of the bikes. The carefully-designed engine, swingarm and frame protectors improve the looks as well as reducing component vulnerability. There’s also a selection of CNC-machined components including brake levers and reservoirs, colored dipsticks and oil filler caps. An approved Arrows silencer is available along with alarms, light luggage and LED indicators. The quick-shift can be added as an option to the stock Daytona 675.
As with all new Triumph motorcycles, the Daytona 675 and Daytona 675R come with an unlimited mileage, two-year factory warranty.
Pricing and Availability
The first public reveal for the 2013 Daytona models will be on November 13th at the EICMA Milan Motorcycle Show. U.S. pricing will be $11,599 for the Daytona 675 and $13,499 for the Daytona 675R. Both models will begin arriving in dealerships this February.

Six Gears Come to Brammo E.V. Bikes

Until Wednesday, one of the biggest selling points of electric cars and motorcycles has been their seamless, shift-free stream of power.

Brammo of Ashland, Ore., which currently offers its Enertia and Empulse electric street motorcycles on the Internet and at some Best Buy stores, says just that on its Web site:

“With no gearbox to get between your throttle command and the application of torque to the rear wheel, the Empulse provides the smoothest delivery of power you’ve ever experienced.”

But on Wednesday, Brammo unveiled prototypes of four new models distinguished by manual clutches and multispeed transmissions — technology used on almost every conventional motorcycle built in the last 100 years.

“I think they are better in some ways,” said Craig Bramscher, the Brammo chairman and chief executive, speaking of the geared prototypes. “They give you a chance to slip the clutch, pop a                               wheelie — some of the more fun things you can do on a conventional motorcycle,” he said in a phone interview.

 

“We’re finding that there are customers that like it each way,” he continued. “A commuter, for instance, likes a nice smooth surge of power. But we also get a lot of people who have been riding conventional motorcycles for years, who want it to behave like a regular motorcycle. Our view is that we have both kinds of customers, and we want to have both kinds of products.”

As with conventional gas-powered machines, Brammo’s 6-speed transmission multiplies the torque of the electric motor at lower speeds, yielding better acceleration, and then reduces the motor’s revs at higher speeds, increasing efficiency and allowing for a higher top speed.

Mr. Bramscher estimates that the top speed of these new machines will be 10 to 15 percent higher than that achieved by the simpler, direct-drive system used on previous Brammo models, and on virtually every other electric motorcycle. (For comparison, the Enertia Plus claims a top speed of “over 60 m.p.h.”)

The new 6-speed transmission, motor and clutch packages were invented and developed by S.M.R.E., an Italian manufacturer of high-technology industrial machines. Brammo has formed an exclusive partnership with S.M.R.E. to offer the new line.

Like Zero Motorcycles, its closest competitor in the electric-motorcycle field, Brammo is now concentrating on machines roughly comparable to conventional gas-engine dirt and supermoto bikes with their upright riding positions and tall, long-travel suspension systems.

Brammo is offering these in the Engage MX, a dirt-only version (anticipated price: $9,995); the Engage SMR, an asphalt racing/supermoto version ($9995); and the Engage SMS, a street-legal model ($11,995). One more model, the Encite MMX Pro, is a smaller motocross bike intended for younger riders.

Also like Zero, Brammo is now focusing on signing up a network of existing motorcycle dealers to sell and maintain its products, rather than relying exclusively on internet sales or other unconventional distribution channels.

The four new models will be officially unveiled on Friday at the MiniMotoSX race in Las Vegas.