Editing Triumph Daytona 675 S.E

{{Infobox Motorcycle
|name             = [[Triumph]] Daytona 675 S.E
|image            = [[File:Triumph-Daytona-675-09--SE--3.jpg|frameless|Triumph Daytona 675 S.E]]
|aka              = 
|manufacturer     = Triumph
|parent_company   =
|production       = 2009
|model_year       =
|predecessor      =
|successor        =
|class            =
|engine           = Four stroke, in-line 3-cylinder, DOHC, 4 [[valve]] per cylinder.
|bore_stroke      =
|compression      = 12.65:1
|top_speed        = 251 km/h / 156 mph
|power            =
|torque           =
|fuel_system      =
|ignition         = Digital - inductive type
|spark_plug       =
|battery          =
|transmission     = 6 Speed
|frame            = Aluminum beam twin spar, swingarm braced twin sided, aluminum alloy with adjustable [[pivot]] position
|suspension       =Front: 41mm USD forks with adjustable preload, rebound and [[compression damping]] <br>
Rear: Monoshock with piggy back reservoir adjustable for preload, rebound and compression damping
|brakes           =Front: 2 x 308 mm Discs, 4 [[piston]] [[calipers]] <br>Rear: Single 220 mm disc, 1 piston caliper
|front_tire       = {{tire|120/70 ZR 17}} 
|rear_tire   	  = {{tire|180/55 ZR 17}} 
|rake_trail       =
|wheelbase        = 1395 mm / 54.9 in
|length           =
|width            =
|height           =
|seat_height      = 820 mm / 32.3 in
|dry_weight       = 161 kg / 356 lbs
|wet_weight       =
|fuel_capacity    = 17.5 Litres / 4.6 US gal / 3.8 Imp gal
|oil_capacity     = 3.6 Litres / 1.0 US gal / 0.8 Imp gal
|fuel_consumption =
|turning_radius   =
|related          =
|competition      =
}}

It could reach a top speed of 251 km/h / 156 mph.  

==Engine==
The engine was a Liquid-cooled cooled Four stroke, in-line 3-cylinder, DOHC, 4 valve per cylinder.. The engine featured a 12.65:1 [[compression ratio]].  

==Drive==
Power was moderated via the Wet, multi-plate.  

==Chassis==
It came with a 120/70 ZR 17 front [[tire]] and a 180/55 ZR 17 rear tire. Stopping was achieved via 2 x 308 mm Discs, 4 piston calipers in the front and a Single 220 mm disc, 1 piston [[caliper]] in the rear. The front suspension was a  41mm USD forks with adjustable preload, rebound and compression damping while the rear was equipped with a Monoshock with piggy back reservoir adjustable for preload, rebound and compression damping. The Daytona 675 S.E was fitted with a 17.5 Litres / 4.6 US gal / 3.8 Imp gal fuel tank. The bike weighed just 161 kg / 356 lbs. The wheelbase was 1395 mm / 54.9 in long.  
== Photos ==
[[File:Triumph-Daytona-675-09--SE--3.jpg|600px|Triumph Daytona 675 S.E]]
[[File:Triumph-Daytona-675-09--SE--1.jpg|600px|Triumph Daytona 675 S.E]]
[[File:Triumph-Daytona-675-09--SE.jpg|600px|Triumph Daytona 675 S.E]]
[[File:Triumph-Daytona-675-09--SE--2.jpg|600px|Triumph Daytona 675 S.E]]

== Overview ==


Triumph Daytona 675SE





















This stunning limited-edition Daytona 675SE is
the latest model from Triumph  with pearlescent white bodywork, blue frame,
swingarm and subframe costs just £150 more than the standard bike.
The graphics and pinstriped graphite-coloured
wheels are all new and unique to the 675SE which is mechanically identical to
the standard 675 which was changed for this year and won the MCN 600cc class
shootout this year. The three-cylinder Daytona 675 has been a massive success
for the British firm around the world.
The 675SE will cost £7739 compared to £7589 for
the stock bike that comes in red or black.
A full range of official accessories are available for the Daytona 675SE, giving
owners with an opportunity to personalise the looks and performance of the bike.
This includes racing accessories, such as lightweight carbon fibre parts, a
plug-and-play quickshifter set, race-style rear footrests and silencers
developed in cooperation with Italian firm Arrow.




Introducing the Triumph Daytona 675 SE, a stunning
special edition of the award winning supersport machine that really stands out
from the crowd.

Triumph is offering customers across North America the opportunity to own a
truly unique factory sport bike with the Daytona 675 Special Edition. The
limited edition model takes the award-winning Daytona 675 and covers its body
panels, tank and fenders in a stunning new Pearl White while the frame, swing
arm and subframe receive a distinctive Sparkle Blue paint.

"The Daytona 675 has received exceptional reviews for its performance and
styling," said Jim Callahan, North American Marketing Manager for Triumph
Motorcycles. "Now, Triumph has taken the bike's styling a step further with this
incredible new color scheme. You absolutely have to see the Daytona 675 Special
Edition in person to appreciate the way sunlight makes this bike shine."
The Daytona 675 SE is mechanically identical to the standard 2009 Daytona 675,
which has received praises worldwide by winning several road and track-based
tests against its competitors.

The race-bred machine utilizes a 126bhp three-cylinder engine and the very
latest chassis technology, including a highly sophisticated and adjustable front
and rear suspension. Riders can adjust both high and low speed compression
damping to obtain unparalleled levels of control that are suited to both
spirited street and track riding as well as compliance for rough road surfaces.
New radial-mount Nissin monobloc front brakes give tremendous stopping power
while the latest Pirelli SuperCorsa SP tires give outstanding levels of grip and
feedback.

A full range of genuine accessories and factory race parts also are available
for the Daytona 675 SE, giving owners an opportunity to personalize both the
looks and performance of their machine. Track day enthusiasts will find a number
of accessories that include lightweight carbon fiber parts and a 'plug-and-play'
quickshifter as well as race-style rear set footrests and a racing inspired
exhaust that were developed with Italian racing specialist Arrow Special Parts.

Similarly, Triumph's association with Alpinestars technical riding apparel has
resulted in a range of performance jackets, pants, gloves and boots that are
designed for male and female Daytona 675 riders.




Features & Benefits
Engine
Powered by the critically-acclaimed 675cc three-cylinder engine producing
126bhp, the Daytona 675 SE is mechanically identical to the standard Daytona
675, which has received universal praise since its introduction at the start of
the year, winning numerous road and track based group tests against its
supersport class competitors.

Bodywork
The Daytona 675 SE features an attention-grabbing new Pearl White color scheme,
a brand new color that has not been used on any other model, with eye-catching
new blue decals for a distinctively high-class finish.

Wheels
Lightweight cast aluminum five-spoke wheels front and rear contribute to
class-defining handling, with the race-inspired blue pinstripes confirming the
Daytona 675 SEs racetrack heritage.

Frame
Triumphs highly-acclaimed fabricated aluminum chassis comes with a distinctive
Sparkle Blue frame, swing arm and subframe that really make the Daytona 675 SE
stand out from the competition.





ReviewThe
whine of the exhaust power-valve resetting itself signifies all is well with
Triumph's latest middleweight hot-shot. When the tach needle and dash warning
lights settle, it's time to pull the clutch and thumb the starter button.
Without any throttle input the 675 quickly settles into a rhythmic tickover.

Cautious blips of the throttle warm the Daytona. Does the groaning airbox sound
louder than the old model? Maybe. What is different is the bike's ability to
drop back to tickover instantly. New electronics have been installed in the
Daytona to ensure smooth engine manners at small and less hurried grabs of the
throttle tube.

It's noticeable the moment the clutch is let out. The Daytona pulls so cleanly
it leaves me wondering if the Daytona is going to excite or cause sleep. As the
revs build the airbox note takes on a stronger howl and we are rapidly covering
ground. This feels so good, so right I'm all but sold on the new Daytona
already.

There's a flat torque curve built into the Daytona's 675cc lump and although it
has only grown 1lb-ft over the old model's 53 lb-ft, it feels substantially
greater. There are two reasons for this: 1) first gear has been replaced with
the taller race kit item, and 2) the rev range has been upped by 400rpm to
13,900rpm across all gears. But it's not just the extra revs that make you smile
when the blue shift lights finally come into play; it's the way the engine
drives from minimal revs regardless of the gear selected.

Riding the swooping mountain roads near to Cartagena circuit was a blast on the
Daytona. On the odd occasion where I barrel into a turn too hot, all braking and
unable to hook a lower gear in time, the Daytona's airbox honks and the engine
pulls without protest to drag me clear of the turn without losing face.
Impressive stuff. Docile on one hand; howling banshee on the other - and these
are the two main reasons why the Daytona's engine will draw in new admirers.
This is a bike that is all too easy to ride because of its engine. And be ridden
fast if needs be - something only Honda appears to be able to do in its 600 and
1000 CBR models, which is a massive compliment cocked at Triumph.

The Daytona has always been an agile beast and this is also true of the new
model. Slashing three kilos off the dry weight figure is always a good thing,
but whether this is noticeable while ripping up the queen's highway is
debatable. The Daytona can still be cajoled into turns very easily and without
fuss - thanks mainly to the new Kayaba suspension.
High- and low-speed compression damping on front and rear suspension units could
be construed as a simple selling point. But the fact is Triumph has worked hard
to get the Daytona's suspension to work as brilliantly as it does.

Not all roads in Spain are brand new and super smooth, built with the glut of
EC-sponsorship money. Indeed most backroads are pockmarked with craters, cracks
and dips with cambers changing every ten yards. They are the sort of roads that
would give a Yamaha R6 rider a bloody hard time, but not the Triumph. It managed
to keep its calm at all times by simply riding all but the worst of the bumps.
And this was on standard setting with just a shade less high-speed compression
damping to make sense of the hundreds of sleeping policemen lining Spain's
shanky villages

Not once did the non-adjustable steering damper have to work hard keep the bike
in check - it too has been revised with a smoother action under slow speed
movement. Not even when charging over crests with the front wheel cutting
through fresh air and landing at angles that would make even a vicar swear.

The new Daytona retains the tall rear end and low-slung front. The riding stance
is pure supersport - the clip-on bars aren't low enough to hurt wrists but the
825mm seat height will be the one area that may cause possible buyers to think
twice about the Triumph. But don't let this put you off - strike a deal to have
the aftermarket 10mm lower seat included in the price. And also get the dealer
to include some scuff-resistant genuine fake carbon-fibre pads to stick on the
swingarm. If you are the sort of rider to ride with balls of feet on the pegs
then you need to be aware certain types of hard boot heels will mark the
swingarm's coated finish.

The final piece of the Daytona's armory is the Nissin one-piece monoblock front
calipers. Although there wasn't much wrong with the old bike's units, these give
a much more secure feel at the lever when braking from high speed, which makes
them ideal for the track.

Part two of the Daytona's launch was a day spent running riot around Cartagena
circuit. This test underlined how good the bike's road capability is by
performing superbly. Quite simply it has to be one of the best trackday bikes to
be pushed out of a dealer's showroom. With the suspension set for the rigors of
hard braking, acceleration and cornering forces, the Daytona could be hustled
through Cartagena's twists like a fettled production race machine.

And yet this was on the tires the bike is sold with: Pirelli's latest Diablo
SuperCorsa SP. Now these are good. They might not last that long but if its
piece of mind you want when dragging knee-slider across the countryside, Triumph
has pulled off a masterstroke by using these tires.

The track test also showed quite clearly how good the Daytona's new electronics
package is. The bike doesn't have a slipper clutch (the race kit includes one),
but the effect of engine braking from high rpm downshifts was negligible. Not
once did the rear wheel lock or slow savagely to upset the chassis especially
when banked over. This is down to the ECU and Keihin fuel injection working out
throttle position against crank rpm (amongst other sensors) and allowing the
butterflies to partially open and allow air through to the cylinder head to
reduce the effect of engine braking.

The chassis also allows the bike to be picked up without effort to track another
line - you know the sort of maneuvers, where you've suddenly found yourself
rushing into the back of someone, or about to run across the curbing. Maybe the
bike's nimbleness can be attributed to the 3kg weight reduction, but only a back
to back test of the old and new Daytona would clarify this.

But hey, why am I being so picky? The simple fact is figures don't always tell
the true story. Three brake-horsepower and three kilos less weight, along with
myriad of other detail changes have led to the Daytona 675 challenging for top
spot in the supersport section.

Source
{|  class="wikitable"
|- 
!Make Model
|Triumph Daytona 675 Special Edition
|- 
!Year
|2009
|- 
!Engine Type
|Four stroke, in-line 3-cylinder, DOHC, 4 valve per cylinder.
|- 
!Displacement
|675 cc / 41.2 cu in
|- 
!Bore X Stroke
|76 x 49.6 mm
|- 
!Cooling System
|Liquid-cooled
|- 
!Compression
|12.65:1
|- 
!Lubrication
|Wet sump
|- 
!Oil Capacity
|3.6 Litres / 1.0 US gal / 0.8 Imp gal
|- 
!Induction
|Multipoint sequential electronic fuel injection with forced air induction
|- 
!Exhaust
|Stainless steel 3 into 1 system with valve in secondary and under seat silencer
|- 
!Ignition
|Digital - inductive type
|- 
!Starting
|Electric
|- 
!Max Power
|94 kW / 126 hp @ 12600rpm
|- 
!Max Torque
|73 Nm / 7.4 kgf-m / 54 ft/lb @ 11750rpm
|- 
!Clutch
|Wet, multi-plate
|- 
!Transmission
|6 Speed
|- 
!Final Drive
|O ring chain
|- 
!Frame
|Aluminum beam twin spar, swingarm braced twin sided, aluminum alloy with adjustable pivot position
|- 
!Front Suspension
|41mm USD forks with adjustable preload, rebound and compression damping
|- 
!Rear Suspension
|Monoshock with piggy back reservoir adjustable for preload, rebound and compression damping
|- 
!Front Brakes
|2 x 308 mm Discs, 4 piston calipers
|- 
!Rear Brakes
|Single 220 mm disc, 1 piston caliper
|- 
!Front Tire
|120/70 ZR 17
|- 
!Rear Tire
|180/55 ZR 17
|- 
!Rake
|23.9º
|- 
!Trail
|89.1 mm / 3.5 in
|- 
!Dimensions
|Length 2020 mm / 79.5 in Width (handlebars) 710 mm / 27.9 in Height without mirrors 1105 mm m / 43.5 in
|- 
!Wheelbase
|1395 mm / 54.9 in
|- 
!Seat Height
|820 mm / 32.3 in
|- 
!Dry Weight
|161 kg / 356 lbs
|- 
!Fuel Capacity
|17.5 Litres / 4.6 US gal / 3.8 Imp gal
|- 
!Consumption Average
|6.0 L/100 km / 16.6 km/l / 39 US mpg / 47 Imp mpg
|- 
!Instruments
|Display/Functions LCD multi-functional instrument pack with digital speedometer, trip computer, analogue tachometer, lap timer, gear position indicator and programmable gear change lights and clock
|- 
!Standing ¼ Mile
|11.38 sec
|- 
!Top Speed
|251 km/h / 156 mph
|- 
!Review
|Motorcycle-USA

|}
== Videos ==
{{#ev:youtube|https://www.youtube.com/watch?v=GY74vh4Zmn4|600|center}}
== External Links ==
* http://www.motorcycle-usa.com
* http://www.motorcycle-usa.com/20/2033/Motorcycle-Article/2009-Triumph-Daytona-675-First-Ride.aspx

[[Category:Triumph motorcycles]]