Testing the Triumph Daytona 600: This is not a machine which would claim to be much about comfort, every day commuting or touring. It's all about performance and handling - this successor to the underwhelming Triumph TT 600 is a vast improvement.
The first impression is of a good-looking, modern, very angular machine with a pointed beak. Almost as if it had been carved out of a solid block with a chainsaw by the designer of the Stealth bomber.
It's heavier and bigger than most of the competition, yet it feels compact. The seat felt high, but the footpegs and handlebar relationship were just right. The riding position had the rider perched well forward and gave very good control.
After a two-and-a-half hour ride it still felt quite comfortable. No mean feat in a class of machine that usually requires Panadol after the first hour.
Sadly, the instruments, digital tachometer and analogue speedometer, are very standard to the point of being boring.
The handling is sweet and forgiving and seems well-suited to the less experienced, making it a great first Supersports bike. Although our test was all on-road, we felt that on the track it would surprise many.
The engine pumps out plenty of power. The target output of 110 bhp was reached by utilising Keihin twin-butterfly EFI throttle bodies and a 32 bit processor.
The lightweight exhaust system is made from 1.2mm thin wall steel tube and is of a 4:2:1:2:1 design with header lengths tuned to suit the intake system, head porting and combustion chamber shape.
The aluminium twin spar frame uses a three-cell construction and is very light and strong. Rake and trail are a sharp 24.6°/89.1 mm. The front 43 mm cartridge forks use single-rate springs. All fork internals are aluminium. The forks are adjustable for spring preload, compression and rebound damping.
The lightweight rear shock is also adjustable for spring preload, compressions and rebound damping.
The power delivery is linear, starting slowly and then, suddenly, kicking in at around 9,000 rpm. We felt it could have been smoother. To get the best out of it requires hard work on the gearbox; it has to be kept on the boil.
The engine sounded just beautiful. We were not able to take it to its maximum speed during an on-road test but it had the feel of a machine well able to achieve its claimed maximum speed.
We would very much like to try this machine on the track where we feel it could surprise many. It has the feel of a machine that would give several Japanese machines in this class a very good run for their money.
It is used by Jack Valentine's Valmoto team with considerable success in both road and track races. Although they have tuned the engine as far as the rules allow, they found they could leave the excellent brakes standard.
However, it felt rough on motorways. The standard screen is far too low and gives negligible protection, a taller option is available. The mirrors are well placed and give a surprisingly good rearwards view. There is the usual minimal, high-set provision for an intrepid pillion passenger.
The brakes proved to be very smooth and effective. Steering is quick, precise and inspires confidence.
There is a significant amount of vibration, more of a ticking sensation through the seat and tank. Although we found this annoying, it was not what one would call "serious" vibration.
Tyre feedback was good, making the bike easy to turn and giving confidence to lean it over even more.
Proof that the mixture works was Bruce Anstey's 2003 Junior TT win. He won by 10.96 seconds ahead of his nearest rival, winning the race in record time - four laps in one hour, 15 minutes and 13.98 secs. His team-mates finished in 9th and 10th places, thus earning Triumph the Junior TT Award.
For those looking for a very high-performance Supersports machine, this looks like being a very hard one to beat.
TechSpec
ENGINE: 599cc, air-cooled, in-line 4-cylinder, fuel-injected, 16-valve, DOHC; producing 112PS at 12,750rpm; torque 68Nm at 11,000 rpm; 6-speed gearbox, chain drive
CHASSIS: Front suspension - 43mm fully adjustable telescopic forks; rear - fully adjustable Monoshock; front brakes - twin 308mm discs, 4-piston callipers; rear - single 220mm disc, 2 piston callipers; tyres front - 120/60 ZR17; rear 180/55 ZR17; cast alloy wheels
DIMENSIONS: Wheelbase 1,390mm; seat height 815mm; weight 165kgs; fuel tank 18 litres
PERFORMANCE: Top speed (claimed) 155mph
PRICE: 9,800; 2-years parts and labour, unlimited mileage warranty