2013–2017 · Supersport · Buyer's Guide
Triple Soul, Serious Corners
The 2013 Daytona 675 is a ground-up redesign of Triumph's middleweight, and its 675cc inline-three is the whole point. You get the rev-hungry top end of a four with a fatter slice of mid-range torque sitting underneath, 126 hp up high and 55 lb-ft to lean on lower down. The chassis came out sharper and more compact than before, and the result is one of the best-handling middleweights of its era. ABS and a slipper clutch are standard. There's no deep electronics package layered on top, which keeps the whole bike feeling honest and direct.
On the road this Daytona rewards a rider who wants to work for it. It carves, holds a chosen line, and stays planted when the pace climbs, and it ages well into a machine that loves an aftermarket exhaust and some suspension fettling. It suits the canyon and track-day crowd who value precision over creature comforts. The honest caveat: the rider aids are thin by modern supersport standards, it returns only about 31 mpg, and the gearbox can develop shift-quality problems as the miles pile up. Buy it for engagement, not for gadgets or touring range.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 126 hp (94 kW) @ 12,600 rpm |
|---|---|
| Torque | 55 lb-ft (74 Nm) @ 11,900 rpm |
| Displacement | 675 cc |
| Engine | Inline-three |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Final drive | Chain |
| Fork | Upside-down (USD) |
| Front brake | 310 mm |
| Front tire | 120/70-17 |
| Rear tire | 180/55-17 |
| Seat height | 32.3 in (820 mm) |
| Wet weight | 406 lb (184 kg) |
| Fuel capacity | 4.6 gal (17.4 L) |
| Fuel economy | 31 mpg (US) |
Equipment check
Chassis
Drivetrain
Safety
Swing a leg over and the riding triangle is pure sportbike, a long reach to the clip-ons, a 32.3-inch seat, your weight settled onto your wrists. At 406 lb wet it feels small and willing the moment you roll away. Then the triple starts singing. That intake and exhaust howl is the soundtrack you carry home, smoother and more layered than any twin, with a faint, alive buzz coming through the pegs near the top of the tach rather than the dead numbness of a four. Information floods up through the bars, so you always know what the front contact patch is doing. The lean clearance feels bottomless, and you run out of nerve long before you run out of motorcycle. At real road pace it asks only that you commit your body and then goes exactly where you point it.
This isn't pulled from a spec sheet. It's what has surfaced over years of listening to riders: paddock conversations, owner chats, and the steady stream of messages that land in Nils' inbox directly. For this Daytona the chatter runs in one clear direction. The praise is deep, and the gripes that come back are honest and small.
Riders consistently put this Daytona forward as the value pick of its class. Owners describe a premium riding experience and high-level performance for noticeably less money than many of its Japanese rivals, and that reputation keeps it near the top of middleweight used-buy shortlists years after it left showrooms.
The complaints come back modest but steady. The base KYB suspension draws the most repeated note: competent on its own terms, though owners say it can't reach the plushness of the R model's setup once the road turns bumpy. A handful also flag finishing shortcuts, paint that chips easily, the odd loose hose clamp, and minor oil leaks.
ABS modulator recall
A safety recall applicable to certain 2013‑2014 Daytona 675 VINs. The dealer replaces the ABS modulator free of charge.
Transmission pivot plate wear
The factory pivot plate can wear, leading to imprecise gear shifts or difficulty shifting. Often fixed by installing an aftermarket Apex Mfg plate or updated Triumph plate (P/N T1194905).
Shift detent wheel wear
Over years of high‑rpm shifts, the internal shift detent wheel and plate wear down, causing a grinding feel in the shifter.
EXUP valve cable stretching
The exhaust valve cables stretch over time, causing a check engine light and potentially altering exhaust back‑pressure. Resolved by dealer adjustment, replacing the cables, or installing a servo buddy.
Counter shaft oil seal leak
Oil weeps from the counter shaft seal on the left side of the engine. Replacement with an industrial oil seal is the common fix.
Coolant leak from hose clamps
Loose hose clamps on the left side can cause a coolant leak. Tightening the clamps resolves the issue.
Blown fuse for auxiliary circuits
A repeated blown fuse for the horn, indicators, parking light, and brake light has been reported, often requiring dealership investigation.
Shaky or loose mirrors
Mirrors can become loose, causing vibration or wobbling at speed. Dealers replace them under warranty.
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
Seat height
Forget spec-sheet bragging. Here's who the Daytona 675 is actually built for.
Built for Angeles Crest. The triple's mid-range and that razor chassis make it a natural in tight, technical canyon work that rewards clean inputs. Just know the rider aids are minimal, so traction management is on you.
Made for Angeles Crest Highway · Coronado Trail / US 191 · Highway 1 / Big Sur
A genuine track tool. Huge lean clearance, planted high-speed manners, and deep aftermarket support make it ideal for chasing apexes and steady progression. You'll be managing grip yourself without traction control.
Made for Barber Motorsports Park · WeatherTech Raceway Laguna Seca · Circuit of the Americas
Right at home on the Tail of the Dragon. Light, precise, and full of front-end feedback, it rewards skill over outright speed on tight East Coast twisties. The firm sportbike stance is the price of admission.
Made for Back of the Dragon · Blue Ridge Parkway · Cherohala Skyway
If you're cross-shopping the older generation, here's what changed.
Previous generation · 2009–2012
The Triple That Carves Clean
Compare to the previous model →