2009–2012 · Supersport · Buyer's Guide
The Triple That Carves Clean
The 675cc inline-three is what sets this Daytona apart in a class built around screaming four-cylinders. It pulls cleanly from low in the rev range, builds real midrange muscle, then spins to 124 hp at 12,600 rpm without ever feeling like it has to be wrung out. With 54 lb-ft on tap you ride the torque, not the tach. Wrap that around a light aluminum twin-spar frame, fully adjustable Kayaba suspension and a standard steering damper, and you get a supersport that flatters the rider instead of punishing one.
On the road it rewards commitment without demanding it. The narrow waist, high pegs and low clip-ons are pure supersport, yet the tractable engine means you can flow at a real-world pace and still arrive fresh. This is a bike for the canyon and trackday rider who values feel and lean angle over raw horsepower. The honest caveat is that there are no electronic rider aids here, so traction and braking sit entirely on you. The triple also has quirks worth checking before you buy, from the oil-to-water heat exchanger to a sticky EXUP valve.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 124 hp (92 kW) @ 12,600 rpm |
|---|---|
| Torque | 54 lb-ft (73 Nm) |
| Displacement | 675 cc |
| Engine | Inline-three |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Final drive | Chain |
| Fork | Upside-down (USD) |
| Front brake | 308 mm |
| Front tire | 120/70-17 |
| Rear tire | 180/55-17 |
| Wheelbase | 54.9 in (1395 mm) |
| Seat height | 32.3 in (820 mm) |
| Wet weight | 417 lb (189 kg) |
| Fuel capacity | 4.6 gal (17.4 L) |
| Top speed | 156 mph (251 km/h) |
| Fuel economy | 32 mpg (US) |
Equipment check
Chassis
Thumb the starter and the three-cylinder gives you that distinctive intake-and-exhaust howl, somewhere between a four's wail and a twin's thump, and it only gets better as the revs climb. The vibration is alive but never harsh, the kind that tells you what the engine is doing through the bars and pegs. Settle in and the ergonomics are honest supersport: a long reach to the clip-ons, a tall 32.3-inch seat, weight on your wrists in town. Get it moving and the bike shrinks around you. It flicks side to side with almost no effort, stays planted as you wind the speed up, and the feedback through the front tire is constant. At a real road pace the chassis talks to you the whole time, and that is what builds the trust to lean it right over.
This isn't my own test ride. It's what I've pieced together over years of listening to the people who actually live with these bikes: threads they argue in, conversations in the paddock, and the messages riders send me straight to my inbox. For the Daytona 675, the chatter settles in a pretty consistent place. The triple wins riders over, and the riding position is the thing they learn to make peace with.
Owners reach for the 675cc triple first. They describe a fat, flexible midrange and a sound from the pipes that frequently gets called among the best in the business, the kind of engine that keeps a rider engaged where the peaky four-cylinder 600s feel one-note. Almost as often they talk up the chassis: light, narrow, and full of feedback, the sort of handling that builds confidence on road and track alike. A smaller but vocal group singles out the suspension, pointing to the separate high- and low-speed compression adjustment at both ends as something rare in this class that lets them fine-tune the bike to the day.
Two complaints surface again and again. The committed crouch, with its high pegs and low clip-ons, turns punishing once a street ride stretches out. And spirited riding drinks fuel: owners report economy down in the low 30s, around 32 mpg US (7.2 L/100km), thirstier than the smaller 600s they compare it against.
Indicator stem recall (NHTSA 13V-104)
Affected 2012-2013 Daytona 675 models may have defective indicator stems that require replacement. This is a safety recall due to potential loss of turn signal functionality.
Oil/water heat exchanger failure
The oil-to-water heat exchanger can internally fail, allowing coolant and oil to mix. This can lead to engine damage if not caught early. Aftermarket delete kits are popular.
Regulator/rectifier failure
The R/R can overheat, leading to charging system failure and potentially leaving the rider stranded. Affected by a NHTSA recall (Campaign 09V-344) for 2006-2009 models; some 2009 units may still be susceptible.
EXUP valve seizing
The exhaust valve in the collector box can seize due to corrosion or carbon buildup, triggering the check engine light. Often occurs around 15,000 miles; can be freed by adjustment or removed.
Engine bolts loosening
Some owners report that engine casing bolts can back out over the first 2,500 miles, potentially causing oil leaks. Application of thread locker is a common preventative measure.
Sensor failures
Various sensors (e.g., cam sensor, crank sensor) are known to fail, leading to expensive replacement costs and warning codes on the dashboard. This issue has been noted as a main reliability concern.
Where this Triumph Daytona 675 pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Top speed
Seat height
Forget spec-sheet bragging. Here's who the Daytona 675 is actually built for.
This is exactly your tool. Light steering, huge lean angle and a triple that pulls everywhere let you chase Angeles Crest apexes without needing a liter-bike's horsepower or its consequences.
Made for Angeles Crest Highway · Coronado Trail / US 191 · Highway 1 / Big Sur
Made for the Dragon and Blue Ridge. The low-end pull lets you ride the torque between the tight stuff, and the light handling makes direction changes effortless on technical, repeating corners.
Made for Back of the Dragon · Blue Ridge Parkway · Cherohala Skyway
On a closed circuit the feedback and lean clearance let you build pace lap by lap. You'll want to add the rider aids it doesn't carry, but as a feel-first chassis to learn on, it rewards clean technique.
Made for Barber Motorsports Park · WeatherTech Raceway Laguna Seca · Circuit of the Americas
If you're cross-shopping the older generation, here's what changed.
Previous generation · 2006–2008
Triple Character, Track Manners
Compare to the previous model →If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
Any price note compares both bikes at the same age — the youngest age both have on the used market — against this Triumph Daytona 675. “cheaper/pricier” is what that bike costs second-hand, not how worn it is.
Successor · 2013–2017
Triple Soul, Serious Corners
Successor · 2013–2017
The Triple That Corners Hardest
Competitor · 2011–2012
Planted, Precise, Deeply Rewarding
Competitor · 2008–2016
Track Weapon, Street Optional
Same Platform · 2011–2012
Triple That Bites Back