DbClix

Tuesday, July 26, 2011

Elf Honda





Between 1981 and 1983, Honda’s outlandish ELF prototypes competed in the World Endurance Championships, generating a slew of patents for Honda—including one for a single-sided rear swingarm. Fast but unreliable, the machines were created by Renault designer Andre de Cortanze, who was a keen endurance rider as well as an accomplished automobile designer. Known as the “ELFe”, the bikes raced at the Bol d’Or and Le Mans 24 Hours; this particular machine was rebuilt in 2008 by the French restoration experts Kerlo Classic, in collaboration with former racer Hubert Rigal.













Norton NRV588


Norton NRV588 - Rotary Revival
Riding The NRV588, A Modern Iteration Of The Wankel Rotary-Powered Norton Racers That Once Ruled British Racing

Writer: Alan Cathcart

Alternative ideas for improving sportbike performance usually involve yet another arcane front suspension layout like the Bimota Tesi or BMW's Duolever/ Telelever designs-but rarely has anyone offered an alternative engine. Except for the two-stroke, which became a mainstream concept that eventually has been forced into near extinction by environmental concerns, and not counting the current fascination with renewable fuels, there haven't been any truly innovative concepts in gasoline-powered motorcycle engine design. Well, perhaps except for just one: the Wankel rotary.

The Norton Rotary Reborn
It's been 20 years since the rotary engine invented by German engineer Felix Wankel back in 1924 made its motorcycle roadracing debut in 1987. Powering the racebikes of the resurgent Norton factory, the rotary's then-superior performance led to eight years of competition that resulted in successive British roadrace titles, points-scoring GP finishes and victory in the Isle of Man TT against the top superbikes of the day. The fact that each Wankel engine cylinder has only three moving parts that simply rotate-compared with myriad moving pieces in a conventional four-stroke piston engine, many of which run at incredibly high velocities only to stop dead a couple of hundred times a second-makes this a plausibly more efficient mechanical solution. Admittedly, the thorny issue of the bike's exact engine capacity was always a matter of controversy. Because the rotary engine's unique three-sided rotor's power stroke occurs twice during a revolution of the crankshaft (actually called the eccentric shaft, basically a camshaft around which the rotor orbits), some claimed that its displacement should be measured by the single rotor-face-swept area of each of the Norton Wankel's two triangular rotors times two. Nonetheless the rules were massaged on an ongoing basis to make sure the crowd-pleasing Nortons could play their role as British underdogs taking on the might of Japan Inc.

I was able to test each successive year's variant of the Norton rotary racer and found the bikes thrilling to ride, with a good power-to-weight ratio that made them unquestionably fast and with adequate handling. Although the rotary is a dirtier, thirstier design than a conventional four-stroke, it's also lighter and more compact-and potentially more powerful. Just what you need to build a better racebike, as Brian Crighton proved by conceiving the Norton rotary racers that flourished two decades ago. Unfortunately the Nortons withered away after their last race in 1994, thanks to the corporate intrigue that eventually downed the parent company.



But some people never give up, and for 13 years, the 59-year-old Crighton continued to dream of building a Norton rotary racer as light and powerful as he always knew it had the potential to be. Now, with the financial backing of dedicated Norton enthusiast Roy Richards-founder and chairman of Britain's National Motorcycle Museum, where 16 of the 17 Norton factory rotary racers ever made now reside-Crighton's dream has reached reality. The Norton NRV588 is the bike he always wanted to build.

Launched a year ago at Britain's Birmingham Show, and after a season of development held back by the dismal British summer's constant rain, the NRV588 currently produces 165 horsepower at 11,450 rpm from its liquid-cooled twin-rotor engine, yet weighs just 289 pounds with all fluids but fuel. Crighton's ultimate rotary racer offers a power-to-weight ratio comparable to today's factory superbikes, with performance enhanced by current technology that includes a ride-by-wire throttle, fuel injection with a range of usable maps and traction control. "This is the bike I wanted to build for 1995 after we'd beaten the Yamahas and Ducatis plus the RC45 Honda to win the 1994 championship," says Crighton. "I wanted fuel injection for the road bikes to cope with emissions and ride-by-wire throttle to make it easier to ride in the wet via traction control. But they changed the rules to get rid of the Nortons, and anyway the company was fizzling out, so it never got built. But [a British magazine] published an article about my ideas back in August 1994, and when Roy Richards hired me three years ago to restore all his rotary Nortons for the museum, after I'd been working for him for a while I showed him the article. After reading it he said, 'Well, would you like to build it to finish the story off?' He said that he'd finance it personally, and that's how it's come about."

An Old Dog With New Tricks
The heart of the NRV588 is obviously the twin-rotor engine, one of the spare '94 Duckhams motors that incredibly hadn't even been opened and serviced since being built that year. Thus original mechanical spec is unchanged, with 9.6:1 compression and original porting (rotaries control intake and exhaust flow timing via ports, just like a two-stroke). But it's now fitted with fuel injection controlled by an Omex ECU using GEMS software, powered by a Yamaha R6 generator and controlling a single injector per rotor in Crighton's own dual 36mm throttle bodies. These are located beneath the required bulge in the front of the fuel tank to allow space for the tall shower-style injectors; they're necessary to permit usage of the NRV588's variable-intake system (hence the "V" in its designation). But while the concept is similar to the MV Agusta and Yamaha systems, the NRVs feature a linear electric servo motor that controls the movement of the telescopic intake trumpets via a gearbox driving a screw. This allows an actual progressive system, instead of the MV and Yamaha systems that only permit two positions. Plus, while the MV/Yamaha systems only allow a maximum of 75mm of variation in length, the Norton's fully progressive system extends over a huge 120mm range. The trumpets are fully extended at low rpm, then begin to contract from 6000 to 8000 rpm.

Another electric motor controlled by the ECU operates the throttle plates, in a copy of the modular ride-by-wire system on Ducati's MotoGP bikes. This has a conventional throttle cable running from the grip to a potentiometer, which translates the action in digital form to the ECU. The ECU then instructs the electric motor to operate the butterflies according to a preprogrammed map that can be altered depending on weather, track conditions, tire wear and so on.

Having ridden both four-cylinder sportbikes fitted with variable-intake systems, I was interested to see how this would work on the rotary engine. I remembered from my several previous Norton rides that it had a broad spread of power but suffered from a lack of low-end torque, especially if tuned for top-end power like the original bikes were. That always made them even more like a two-stroke to ride, and the heavier flywheel required to tame the otherwise explosive powerband also tended to compromise acceleration, only partially rectified by the bike's light weight.



The NRV588 has no such problem. For example, compared with Steve Hislop's TT-winning ABUS Norton, which had a nice midrange but was definitely peaky in terms of power delivery, the new bike feels like it's powered by an extremely potent electric motor. There's a huge range of seamless, linear power from 3000 rpm all the way up to the 11,500-rpm rev limiter. Throttle response is crisp without being abrupt, a welcome trait considering the NRV's high power output and light weight. The 2D LCD dash is hard to read because of the lack of contrast in daylight and the smallish numbers, and the engine is so smooth that you have no sense of feel that it's time to shift. This caused me to bump into the rev limiter often; a bright shift light would help here. The excellent low-end torque meant that driving out of the tight turns could be done in second gear-no need for first gear in the separate six-speed Yamaha OW01 gearbox with belt primary drive. However, there's no power shifter fitted to the race-pattern gearshift, because the engine's relatively heavy flywheel and long gear spacing make it difficult to prevent shock loading while shifting through the lower gears.

But where the variable-intake system in the NRV588 really shows is when you get to 8200 rpm, where maximum torque of 82 ft-lb is delivered, according to Crighton. Here, instead of the midrange flat spot that plagued the older Nortons, the engine keeps pulling hard and continues to accelerate strongly right to the 11,500-rpm limiter. Note that the 165-horsepower number is quoted at 11,450 rpm, which incidentally Crighton says is a conservative figure-he feels 175 horsepower is easily achievable with more development.

The ECU software allows Crighton to dial in a different engine map for wet pavement as well as a different ride-by-wire throttle program and (though it wasn't yet installed for any of my tests) a choice of traction control programs depending on track conditions. With the continuous and overlapping power pulses of the rotary engine making the bike especially prone to wheelspin, this will be a useful feature in the future. It could also allow riders to run a softer rear tire, enhancing traction even more. As it was, even without traction-control programs installed, the NRV's smooth throttle response and linear power made it a confidence-inspiring ride on a wet track-maybe just not as much fun on a dry one.

The bodywork was designed by Harris Performance and painted in colors that recall Norton's classic-era Manx GP singles. The chassis is a Spondon aluminum twin-spar frame based on the '94 Duckhams British Superbike title winner, but because one of Crighton's key objectives in designing the new bike was to maximize the benefits of the rotary engine's compact build, the main spars are 25mm longer to allow for a front-mounted Radtech custom radiator rather than the previous twin side-mounted radiators. This helps reduce the NRV's overall width to just 450mm, more than 50 percent narrower than the old Nortons and not much wider than a 250GP racer. But the rotary engine also has some heat issues caused by the continuous power pulses that can result in exhaust temperatures reaching more than 1000 degrees C. This required a new exhaust system made from costly Inconel alloy, which is more resistant to heat than titanium and is even lighter. Also, to bring cooling air between the rotor housings Crighton borrowed an idea from one of his hobbies. "I fly model aircraft, and they use high-performance duct fans that run at very high speeds and generate lots of airflow," he explains. "There's an electrically driven extractor fan in the duct beneath the seat linked to the ECU, so that as the temperature rises it runs quicker and pulls the heat out of the middle of the engine. The forward ducts on the fairing give a positive effect there, and there's a negative effect at the rear, so you end up with a good cooling airflow. It's the same variable system as the engine's electric water pump, which has no thermostat, just a sensor that monitors engine temperature.

IZH Motorcycle







IZH is most famous for being the manufacturer of the Kalashnikov AK-47. But did you know the company also built the first Russian motorcycle in 1928, and has since produced 12 million bikes? I didn’t either, but I do now—thanks to L.A.-based designer Igor Chak. After making a name for himself at Nokia, Chak has set up a freelance design business and turned his eye to envisioning motorcycles for the future. He’s chosen the iconic Russian IZH brand as the basis for his “2012 hybrid” concept motorcycle, and focused on safety—with a dual airbag system and front forks designed to act as crumple zones in the event of a collision. “The bike is also equipped with a proximity regulating radar system that works together with a front facing on-board camera,” says Chak. “It can be programmed for any distance between the bike and an object. So if a car in front of you brakes unexpectedly, the bike will automatically slow down to keep a minimum distance.” Chak foresees 50% of the engine being made of heat-resistant and highly reinforced plastic, with built-in wiring and circuitry. “Having the majority of wires and hoses being built into the frame and engine reduces weight, and damage to wires such as corrosion and decay,” he says. To boost the V-twin engine, there’s a brushless 60kw electric motor built into the rear wheel rim, with power coming from a hyper-efficient lithium sulfide battery. The IZH also uses a camera built into the front with night vision capabilities—and the images are overlaid with GPS data to provide ‘augmented reality’ navigation for the rider. It’s easy to dismiss such radical thinking as fantasy, but Chak’s concept is grounded in reality and the technology is available today. How long will it be before we see these features on production bikes? I’m guessing around five to ten years. [Thanks to Kim Scholer.]

















SpaceSter



Tired of Old School and of New Old School style custom motorcycles? If it’s possible to classify it, should I place SpaceSter in a new category to be called “Tomorrow’s School?” First, let me say that this “from another planet” creation is born in the Southwest of France and during the winter European show tour already won a flight to Sturgis to compete in the 2011 AMD World Championship Of Bike Building.

Custom builder Buck (a.k.a. Bernard Massart) from a shop called VTM (V-Twin Mechanic) is unable to sketch, doesn’t know how to draw with a computer, but must have a CAD program buried in his brain. Is there another way to explain such perfection in aerodynamics? Would be curious to know the results of a wind tunnel study of SpaceSter versus a stock Harley Sportster. Yes, this machine where everything flows perfectly with absolutely nothing sticking out, is or was a Sportster. And the first reason why it’s quite difficult to find out its pedigree is because the engine is wrapped in a cover mimicking the Harley engine fins, making it look like one solid block motor. Exhaust looks like it belong to the engine and disappears in a custom under-frame cache where the 2 pipes join with a discreet exit on the bottom left of the bike.



What looks like an oil tank with fins matching perfectly those of the engine, gives access to the battery and electricals. So, where is the oil circulating? In the top right an left members of the custom tubular frame with no oil lines fittings to be seen. To add to the confusion, the front oil filter and bracket have been removed. A louvered chin ensures that engine receive enough cooling air. Identity of SpaceSter front end is also difficult to detect, most of the tubes disappearing under covers. Suspension comes front a set of Yamaha R1 inverted forks. No master cylinders on the bars.

They have been relocated inside the body, Front brake and hydraulic clutch are actioned by small levers on the bars. Body work is as fluid as it can be, from front to rear where the frenched taillight and the license tag look like they are belonging to the fender. The best custom Sportster I have seen in a very, very long time. It’s Buck second ptoject in the style “Tomorrow School”, (he calls his approah “Bio Design”), the first one being born in 1996 and called Aquamarine. Will this style stick and inspire other builders? I let you judge. See it in August 2011 in Sturgis where it’s already a favorite. VTM V-Twin Mechanic.

Source Cyril Huze blog.motorcyclespecs.co.za

Victory Vision Tour (2011)



The conventional two-wheelers and four-wheelers are passe now. Folks are more keen to find some vehicle that isn’t ordinary like the three-wheeler from Lehman Trikes. They call it CrossBow and we call its smart innovation. For starters, it comes equipped with the Victory Vision 106 cu. in. Freedom V-Twin engine. And the high power of this beauty gets a cushion in the form of the genuine Lehman ‘No Lean’ suspension. The two work together to give you a thrilling ride that is high on speed and low on the bumps.

The makers talked of the trike at the Annual Vitory Dealer Meeting in Wyoming recently. We are told that the base model for this three wheeler comes for $34,000 and you will not be able to own this one unil the end of 2009, which is when it will officially hit the markets.

The company prez was heard sayin gthat the Crossbow is all about a exciting breakthrough in the motorcycle industry. Well, we couldn’t agree more as it gives you a controlled and precise ride plus let’s not forget the impressive horsepower and torque. It is smart thinking.













Victory Vision Tour (2011) Features:

Engine
Engine Type 4-stroke 50o V-Twin
Cooling System Air / oil
Displacement 106 ci / 1731 cc
Bore x Stroke 101 x 108 mm
Compression ratio 9.4 : 1
Valve train Single overhead camshafts with 4 valves per cylinder, self-adjusting cam chains, hydraulic lifters
Fuel System Electronic Fuel Injection with dual 45mm throttle body
Fuel Capacity 6.0 gal / 22.7 ltr
Exhaust Split dual exhaust with crossover
Oil capacity 5.0 qts / 4.75 ltr
Charging System 48 amps max output
Battery 12 volts / 18 amp hours
Primary Drive Gear drive with torque compensator
Clutch Wet, multi-plate
Transmission 6-speed overdrive constant mesh
Final Drive Carbon Fiber Reinforced Belt

Chassis Dimensions
Length 104.9 in/2,665 mm
Wheelbase 65.7 in / 1670 mm
Seat Height 26.5 in / 673 mm
Ground Clearance 5.8 in / 148 mm
Rake/trail 29.0o / 5.6 in / 142 mm
Dry Weight 869 Lbs / 395 Kg
GVWR 1414 lbs / 643 kg

Suspension
Front Suspension Conventional telescopic fork, 46 mm diameter, 5.1 in / 130 mm travel
Rear Suspension Single, mono-tube, cast aluminum with constant rate linkage, 4.7 in / 120 mm travel, air adjustable

Brakes
Brake Systmen Type Linked (ABS)
Front braking system Dual 300mm floating rotors with 4-piston calipers
Rear braking system 300mm floating rotor with 2-piston caliper

Wheels and Tires
Front Wheel 18 x 3.0 in
Rear Wheel 16 x 5.0 in
Front Tire 130/70R18 Dunlop Elite 3
Rear Tire 180/60R16 Dunlop Elite 3

Color Options
Colors Crimson & Black; Two Tone Vogue Silver & Black; Solid Pearl White

Triumph Tiger 800XC



New for 2011, the Triumph Tiger 800 sees the British manufacturer enter the middleweight adventure sector for the first time.
Designed from the ground up to meet the demands of some of the most discerning motorcyclists, the Tiger 800 comes highly specified and delivers a unique experience for the adventure-minded rider.
This unique experience comes courtesy of the new three-cylinder 799cc powerplant, delivering a class-leading 95PS and an extremely accessible 79Nm of torque. With its flat torque curve and smooth power delivery, the Tiger 800 has been designed to be easy to ride in all conditions, including off-road.




The Tiger 800 features a tough steel frame capable of carrying large amounts of luggage and coping with the rough and tumble of off-piste riding. Ten-spoke alloy wheels, 19" at the front and 17" at the rear, allow for the fitment of a wide range of tyres, from dirt-biased dual purpose items to pure road rubber for those who wish to take advantage of the Tiger 800's qualities as an excellent bike to commute and tour on. A class-leading 19 litre fuel tank ensures infrequent stops for the Tiger 800 rider.




Triumph has given the Tiger 800 a high specification direct from the factory. Inverted 43mm front forks are graced with twin 308mm floating brake discs and two-piston floating calipers. A sophisticated anti-lock braking system is available as an option and can be turned off when riding on tricky terrain. At 210kg including a full tank of fuel, the Tiger 800 is very manageable machine.

Tiger 800 can be tailored to meet the rider's personal taste through the adjustable aluminium handlebars and seat, which can be set at 810mm or 830mm, with lower and higher seat options available as official accessories. A rear rack with generous pillion grab handles also comes as standard, while a coded-key immobilizer prevents theft through 'hot wiring'.
The comprehensive instrumentation includes a fuel gauge and trip computer, while a high-specification 550w generator is fitted to allow riders to safely fit electrical accessories such as heated grips, auxiliary lights and satellite navigation equipment.




A huge range of official Triumph accessories have been developed for the Tiger 800's launch, these include numerous hard and soft luggage solutions, tyre pressure monitor sensors, adjustable touring screen, centre stand and off-road style hand guards, bash plates and high level front mudguard.




Triumph Tiger 800XC Features:

Year
2011

Engine


Liquid cooled, four stroke, transverse three cylinder, DOHC, 4 valve per cylinder.

Capacity
749.9
Bore x Stroke 74 x 61.9mm
Compression Ratio

Induction
Multipoint sequential electronic fuel injection

Ignition / Starting
- / electric
Exhaust Stainless Steel, 3 into 1, high-level stainless steel silencer
Clutch Wet, multi-plate

Max Power
94 hp @ 9300 rpm

Max Torque
58 ft.lb @ 7850 rpm

Transmission / Drive
6 Speed / chain
Frame Tubular steel trellis frame Swingarm: Twin-sided, cast aluminum alloy
Wheels

Front Suspension
Showa 45mm upside down forks, 220mm wheeel travel

Rear Suspension
Showa monoshock with remote oil reservoir, hydraulically adjustable preload, rebound damping adjustment, 215mm rear-wheel travel

Front Brakes
2x 308mm floating discs, Nissin 2-piston floating caliber (ABS available), Front Brake Master Cylinder, Nissin Master Cylinder, 14mm diameter

Rear Brakes
Single 255mm disc, Nissin single-piston floating caliber (ABS available)

Front Tyre
90/90 ZR21

Rear Tyre
150/70 ZR17
Seat Height adjustable 818 mm -868 mm / 32.2 in- 34.0 in

Wet-Weight
214.5 kg / 473 lb

Fuel Capacity
18.9 Litres / 5.0 gal

Triumph Tiger 800


New for 2011, the Triumph Tiger 800 sees the British manufacturer enter the middleweight adventure sector for the first time.
Designed from the ground up to meet the demands of some of the most discerning motorcyclists, the Tiger 800 comes highly specified and delivers a unique experience for the adventure-minded rider.
This unique experience comes courtesy of the new three-cylinder 799cc powerplant, delivering a class-leading 95PS and an extremely accessible 79Nm of torque. With its flat torque curve and smooth power delivery, the Tiger 800 has been designed to be easy to ride in all conditions, including off-road.



The Tiger 800 features a tough steel frame capable of carrying large amounts of luggage and coping with the rough and tumble of off-piste riding. Ten-spoke alloy wheels, 19" at the front and 17" at the rear, allow for the fitment of a wide range of tyres, from dirt-biased dual purpose items to pure road rubber for those who wish to take advantage of the Tiger 800's qualities as an excellent bike to commute and tour on. A class-leading 19 litre fuel tank ensures infrequent stops for the Tiger 800 rider.



Triumph has given the Tiger 800 a high specification direct from the factory. Inverted 43mm front forks are graced with twin 308mm floating brake discs and two-piston floating calipers. A sophisticated anti-lock braking system is available as an option and can be turned off when riding on tricky terrain. At 210kg including a full tank of fuel, the Tiger 800 is very manageable machine.



Tiger 800 can be tailored to meet the rider's personal taste through the adjustable aluminium handlebars and seat, which can be set at 810mm or 830mm, with lower and higher seat options available as official accessories. A rear rack with generous pillion grab handles also comes as standard, while a coded-key immobilizer prevents theft through 'hot wiring'.
The comprehensive instrumentation includes a fuel gauge and trip computer, while a high-specification 550w generator is fitted to allow riders to safely fit electrical accessories such as heated grips, auxiliary lights and satellite navigation equipment.



A huge range of official Triumph accessories have been developed for the Tiger 800's launch, these include numerous hard and soft luggage solutions, tyre pressure monitor sensors, adjustable touring screen, centre stand and off-road style hand guards, bash plates and high level front mudguard.



Triumph Tiger 800 Features:

Year
2011

Engine


Liquid cooled, four stroke, transverse three cylinder, DOHC, 4 valve per cylinder.

Capacity
749.9
Bore x Stroke 74 x 61.9mm
Compression Ratio

Induction
Multipoint sequential electronic fuel injection

Ignition / Starting
- / electric
Exhaust Stainless Steel, 3 into 1, high-level stainless steel silencer
Clutch Wet, multi-plate

Max Power
94 hp @ 9300 rpm

Max Torque
58 ft.lb @ 7850 rpm

Transmission / Drive
6 Speed / chain
Frame Tubular steel trellis frame Swingarm: Twin-sided, cast aluminum alloy
Wheels

Front Suspension
Showa 45mm upside down forks, 180mm wheeel travel

Rear Suspension
Showa monoshock with remote oil reservoir, hydraulically adjustable preload, rebound damping adjustment, 170mm rear-wheel travel

Front Brakes
2x 308mm floating discs, Nissin 2-piston floating caliber (ABS available), Front Brake Master Cylinder, Nissin Master Cylinder, 14mm diameter

Rear Brakes
Single 255mm disc, Nissin single-piston floating caliber (ABS available)

Front Tyre
110/80 ZR19

Rear Tyre
150/70 ZR17
Seat Height adjustable 810 mm -830 mm / 31.9 in- 32.7 in

Wet-Weight
209.6 kg / 462 lb

Fuel Capacity
18.9 Litres / 5.0 gal

Triumph Daytona 675R



Improving on perfection. Specially developed suspension from Öhlins. Born from the highest levels of competition. Exquisitely made, fully-adjustable for you. Race inspired. Want more? Brembo monoblocs. Look great. Stunning stopping power. Quickshifter. Shaving tenths. Distinctive graphics, carbon parts. That engine. 675cc. 125PS. Class beating torque. The ultimate trackday tool.





New for 2011, Triumph presents the ultimate road and trackday bike: the Daytona 675R.
Taking the already sublime Daytona 675 as its base, Triumph 's engineers worked in conjunction
with Swedish suspension specialists Ohlins to create a machine that would really be appreciated
on the circuit by expert riders.



Ohlins contributed its revolutionary 43mm NIX30 forks, usually only found on the racetrack
or ultra-exotic Italian machines, and its MotoGP developed TTX36 rear suspension unit, while
radially-mounted monoblock calipers and radial master cylinder from Italian specialist Brembo
were specified to ensure the Daytona 675R also has class-leading stopping power.

Further track-spec items included as standard on the Daytona 675R include a standard-fit
quickshifter and a host of carbon fibre bodywork, including hugger, silencer heat shield and
front mudguard. The Daytona 675R also utilizes the Daytona 675 fs comprehensive instrumentation,
which includes a lap timer and programmable gear change lights.



Mechanically the Daytona 675R is identical to the standard Daytona 675, delivering 125PS
at 12,600rpm with a class-leading 72Nm of torque making the Triumph engaging and flattering
to ride quickly.

Visually, the iconic gold Ohlins suspension units make the Daytona 675R stand out from the pack.



Sporty new graphics include a unique Triumph tank script, while the special colour scheme further
confirms the Daytona 675R fs premium status. The sparkling Crystal White bodywork is contrasted
with a race style black belly pan and distinctive red subframe.

A range of official Triumph accessories are available for the Daytona 675R, including an Arrow
slip on silencer, race style CNC machined levers and single seat cowl.




Triumph Daytona 675R Features:

Year
2011

Engine
Liquid-cooled, four stroke, in-line 3-cylinder, DOHC,

Capacity
675
Bore x Stroke 74 x 52.3 mm
Compression Ratio 12.65:1

Induction
Multipoint sequential electronic fuel injection with forced air induction and SAI

Ignition / Starting
Digital - inductive type / electric
Exhaust Stainless steel 3 into 1 system with valve in secondary and under seat silencer
Clutch Wet, multi-plate

Max Power
24 hp 93 kW @ 12600rpm

Max Torque
72Nm 53 ft.lbs @ 11700rpm

Transmission / Drive
6 Speed / chain
Frame Aluminium beam twin spar Swingarm Braced, twin-sided, aluminium alloy with adjustable pivot position

Front Suspension
Öhlins 43mm upside down NIX30 forks with adjustable preload, rebound and compression damping, 110mm wheel travel.

Rear Suspension
Öhlins TTX36 twin tube monoshock with piggy back reservoir, adjustable preload, rebound and compression damping, 130mm rear wheel travel

Front Brakes
2x 308mm discs 4 piston calipers

Rear Brakes
Single 220mm disc 1 piston caliper

Front Tyre
120/70 ZR 17

Rear Tyre
180/55 ZR 17
Seat Height 830 mm / 32.7 in

Wet-Weight
185 kg / 407 lb

Fuel Capacity
17.5 Litres / 4.6 lb

Triumph Daytona







































Triumph Daytona 675 Features:

Engine and transmission
Displacement: 675.00 ccm (41.19 cubic inches)
Engine type: In-line three, four-stroke
Power: 126.05 HP (92.0 kW)) @ 12600 RPM
Torque: 75.00 Nm (7.6 kgf-m or 55.3 ft.lbs) @ 11750 RPM
Bore x stroke: 74.0 x 52.3 mm (2.9 x 2.1 inches)
Valves per cylinder: 4
Fuel system: Injection. Multipoint sequential electronic fuel injection with forced air induction
Fuel control: DOHC
Cooling system: Liquid
Gearbox: 6-speed
Transmission type,
final drive: Chain
Clutch: Wet. multi-plate
Chassis, suspension, brakes and wheels
Frame type: Aluminium beam twin spar
Rake (fork angle): 23.9°
Front suspension: 41mm upside down forks with adjustable preload. rebound and high/low speed compression damping. 120mm travel
Rear suspension: Monoshock with piggy back reservoir adjustable for preload. rebound and high/low speed comporession damping. 130mm rear wheel travel
Front tyre dimensions: 120/70-ZR17
Rear tyre dimensions: 180/55-ZR17
Front brakes: Double disc
Front brakes diameter: 308 mm (12.1 inches)
Rear brakes: Single disc
Rear brakes diameter: 220 mm (8.7 inches)
Physical measures and capacities
Dry weight: 162.0 kg (357.1 pounds)
Power/weight ratio: 0.7781 HP/kg
Seat height: 825 mm (32.5 inches) If adjustable, lowest setting.
Overall height: 1,120 mm (44.1 inches)
Overall length: 2,010 mm (79.1 inches)
Overall width: 700 mm (27.6 inches)
Wheelbase: 1,395 mm (54.9 inches)
Fuel capacity: 17.40 litres (4.60 gallons)
Other specifications
Color options: Jet Black. Tornado Red