With gold wheels and decals, the limited production Daytona 675 SE stands out in the style department.
Do gold wheels and decals make the Daytona 675 better? Not really. But there isn't much that could improve on the middleweight sportbike bliss that is the Daytona 675. The limited production SE version of the 675 includes the gold accents on Metallic Phantom Black bodywork, with black engine covers. The cosmetic changes and SE sticker equal a $400-higher asking price of $9399.
Sampling the Daytona on the curvy roads surrounding Cherokee, North Carolina, and its status as a supersport star is obvious. MCUSA has tested the 675 numerous times in the past and it is included in our upcoming 2008 Supersport Shootout, so what more can we say - it's a sweet-sounding 675cc Triple with quick-turning supersport handling. (For a full evaluation stay tuned for our Supersport Shootout, or check out our
past evaluations.)
Unchanged since its 2006 debut, the big 2008 Daytona news is the $8999 price tag remains static as well - a particularly impressive feat from a European manufacturer now that the American dollar is hitting the skids. The 675 is also available in new for '08 Neon Blue.
With a 32.8-inch seat, the Triumph looks and feels like a tall machine, but is very well suited to a taller rider.
Other Daytona news comes from the racing front, as the Triple is now competing in the World Supersport series, making an appearance at the upcoming SBK event at Miller Motorsports Park. The 675 is also competing in the AMA Formula Xtreme class with Robbie McLendon and Mark Crozier at the helm. And, depending on how the upcoming off-season shakes out, the Triple may turn laps in the nebulous and still undefined 2009 Daytona Superbikes series. One thing we do know is Triumph sure has the right bike name for the proposed premier U.S. road racing class.
Tiger Chasing the Dragon
Few U.S. roads are as notorious as the stretch of US-129 known as the Tail of the Dragon. With a reputed 300-plus turns on its 11-miles of double yellows, it is a formidable and memorable road - one on every avid U.S. rider's to-do list. Having never spent much time on the Tiger, it was fitting that it is the mount upon which we face the infamous Dragon for the first time.
A favorite of many Triumph reps in attendance, the Tiger may be the most versatile and comfortable Trumpet of the lot. Callahan explained that the off-road capable Tiger is now considered and promoted as an all-street design - reflecting its actual usage by customers. And it does seem well suited to all street applications - a comfortable cross-country tourer, weekend playbike and practical commuter.
Although the Tiger's claimed 114 hp output (crank) is the lowest of the 1050 trio, the motor is a perfect do-it-all match for this jack-of-all-trades. Down low the torque chugs along steady, which comes in handy on those tricky hairpin Dragon corners. Twist the grip and hold on, as there's no complaining about acceleration either, and many in our testing entourage were lofting the Tiger front with regularity.
The upright, standard riding position of the Tiger is very amenable to long stints in the saddle, making it a capable touring platform.
Navigating through the twisting, turning maze of countless Dragon corners, the Tiger was more than adequate to the task. Banging up and down through the 6-speed gearbox is simple and clutch feel is solid.
Upright, relaxed and more comfortable than the sportier stance on the Sprint, the Tiger's riding position is its true strength. Riders well under six-foot may not appreciate the 32.8-inch seat height, but taller individuals will value the spacious ergos and ample leg room. Reach to the bars feels perfect and wind protection is decent, as long as you don't miss the lower body coverage offered by the faired Sprint.
With its high perch and exposed fork, the Tiger looks and feels tall. This feeling is amplified with a squeeze on the sturdy 4-pot Nissin stoppers, as the front end can dip under sharp braking. We also experience a twinge of wallowing while negotiating tight terrain at higher speeds, but nothing that can't be managed. Stiffening up the 43mm inverted fork to match this tester's 210-lb frame would no doubt improve the situation, with riders able to dial in the three-way adjustment (preload, rebound and compression) up front and two-way (preload, rebound) on the rear monoshock.
Fitted with the same accessory luggage as those on the Sprint, the Tiger may be an even a more capable touring platform. And with a 5.2-gallon tank, intrepid riders can go 200-plus miles on one fuel stop. Available now in a new Blazing Orange color, the 2008 Tiger further mirrors the Sprint with its $10,999 MSRP and identical $800 ABS option.
Long distance tours, short commutes and weekend playrides - the Tiger can do it all.
Reluctant to hop off the Tiger after the Dragon for our final stint back to Gatlinburg, our mind was soothed by the stunning natural scenery and the bombastic tones of an Arrow-equipped Speed Triple, which we discuss in detail in our
2008 Triumph Speed Triple - First Ride.
After a long day in the saddle, the Triumph Urban Sport lineup proved their mettle in our brief Tennessee adventures. With that distinctive powerplant and plenty of character, expect the sweet-sounding British beauties to keep turning more and more heads on our American roads.
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