We begin with a bit of history.
In the early 2000’s, Triumph introduced the inline-4 Daytona 600 and 650. Designed to take on the Japanese Big Four middleweights, these bikes didn’t quite live up to expectations. So, in 2006, Triumph dropped a cylinder and increased the displacement, giving us the triple-powered Triumph Daytona 675. The 675 was gorgeous and an absolute dream to ride.
In 2013, Triumph significantly updated the 675 with a new frame, improved swingarm design, upgraded chassis and electronics. Both generations included a Daytona 675R model, which bumped things up a notch with better suspension and brakes. The final generation of the 675R may be the best middleweight sportbike.
The Daytona 675R proved that Triumph meant business when building a world class super sport. Unfortunately for fans of the Daytona 675, Triumph stopped production of the bike in 2018. Consumers were falling in love with naked and standard bikes instead.
Although production of the 675 ceased, Triumph moved forward with the naked version of the Daytona. Dubbed the Street Triple, it is still going strong today with its stellar reputation. As the Daytona was discontinued, Triumph introduced the 2018 Street Triple 765, powered by a larger 765cc engine. That engine is now the foundation for the Triumph engines used in Moto2 racing.
Naturally, fans were begging Triumph to resurrect the Daytona with the new 765 engine. Although Triumph didn’t quite honor that, we have been graced with the limited-edition Triumph Daytona 765 Moto2. This outstanding bike takes the old Daytona 675 chassis and adds the 765 engine. With the new powerplant and many upgrades, the Daytona 765 is truly special.
CHASSIS
While there are some outdated features, the Daytona 765 Moto2 is an undeniably attractive motorcycle. That being said, cosmetics have little to do with the true spirit of this bike.
Given its focus on racing, the Daytona Moto2 765 is covered in lightweight carbon fiber. Triumph has cut no corners. The fairings, tail, front mudguard, rear hugger, and chain guard are all carbon fiber. The cockpit is a hand-laid single section of the material. A black, grey, and silver Union Jack livery decorates the fairings, similar to the Moto2 engine development bike. The tail sports a grey Moto2 decal, though the US and Canadian markets come with a red version. This leaves the frame and swing arm, each saving weight with a clear anodized finish as opposed to powder coating.
Triumph claims the 17-inch cast aluminum alloy wheels are the lightest in this class. US and Canadian models include a red pinstripe to match the Moto2 tail decals. The popular Pirelli Diablo Supercorsa SP tires grab the road with 120/70/17 up front and 180/55/17 in the rear.
Triumph’s focus on saving weight has paid off immensely. The 765 Daytona weighs just over 400 lbs, lighter even than the outgoing 675R. Compared to a CBR600RR at 410 lbs. and the GSXR-750 at 419 lbs., the Daytona Moto2 reigns supreme.
Albeit handsome, the recycled chassis does include some older equipment that other bikes have left behind. The Daytona’s dual headlight assembly is clearly outdated. Any concerns, if they can even be considered as such, end there.
The suspension is comprised of premium Öhlins equipment. Both the front and rear are fully adjustable. Up front are 43mm NIX30 forks, while a TTX36 shock supports the rear. Stopping power is provided by Brembo Stylema 4 piston mono block calipers, biting the 310 mm discs in the front. A Brembo single piston caliper paired with a 220 mm disc serves up braking in the rear. To complete the braking package, Brembo also supplies an adjustable brake lever and an MCS radial Master Cylinder. This setup is better than what you will find on most motorcycles, even the liter bikes.
As the seat height measures 32.4 inches, the Triumph Daytona 765 Moto2 is the happy medium for this class. Slightly higher than the CBR600RR and GSXR750, and lower than the ZX6R and the R6. In terms of riding position, the Daytona is aggressive without sacrificing comfort.
There are only 765 Daytona Moto2 bikes available for the US and Canada, with another 765 for everyone else. Needless to say, this motorcycle is very special. This limited production run serves as an official farewell to the Daytona model. Each bike has a beautifully designed aluminum top yoke with a laser-etched number denoting which of the 765 it is.
ENGINE
While Triumph’s Street Triple RS utilizes the 765cc triple engine, this bike incorporates several upgrades. The new 13,250 rpm redline adds 7 horsepower and 1 pound foot of torque. Power peaks at 128 hp @ 12,250 rpm, and 59 ft/lbs of torque @ 9,750 rpm. The Daytona 765 puts out only 10 horsepower less than the Moto2 race bike. This is not a criticism, as Triumph’s racing development ensures that power is used properly.
The Moto2 engine development program provides no-nonsense upgrades. These include titanium inlet valves, stronger pistons, and modified connecting rods, coated pins, a different cam profile, updated intake, intake port, crank and barrels, and a higher 12.9:1 compression ratio. Despite a Moto2-inspired Arrow titanium system, the exhaust note is remarkably reserved.
The output numbers don’t sound impressive when you consider the old Daytona 675 made essentially the same power. Instead of bigger numbers, Triumph opted for a superior torque spread throughout the rev range. The Daytona 765 makes 20 percent more torque throughout its rev range versus the 675. So, while there may not be a meaningful difference in peak power, the midrange is significantly beefier. This strong midrange translates into smooth riding without the need to wring it out. At the same time, it allows you to bulldoze your way out of corners regardless of rpm.
ELECTRONICS
Loyal to function over form, the Daytona 765 Moto2 boasts a fully digital and color TFT display. The software is very responsive and the display is crisp, showing off the Moto2 logo on startup. The intuitive five-axis joystick on the handlebar allows changes on the fly. Riders have quick access to the five riding modes, choosing from Rain, Road, Configurable, Race, and Track. Each setting will adjust traction, throttle, and ABS depending on associated riding conditions. The quick shifter provides snap gear changes, both up and down, a blessing on the track.
All of these components work together to create a bike that is telepathic. Turn-in is predictable, light, and sharp. The engine has a robust midrange with incredibly smooth power delivery and throttle calibration. The Daytona 765 Moto2 hits so many sweet spots on the track and still makes for a terrific street bike. It’s the type of motorcycle that makes you feel like a seasoned champion.
PRICE
Unsurprisingly, the Daytona 765 Moto2 is not cheap, currently selling for $17,500. That’s about $4,000 more than the Daytona 675 R and $5,000 more than a Street Triple RS. With the caveat that I am a diehard Triumph fan, the engine is worth half that difference. Factor in the rarity, low weight, top spec suspension and brakes, and the price makes sense. Many bikes in this price range compete with modern cosmetics, more power and outright speed. Only Triumph offers the grace and direct lineage to top-tier racing found with the Daytona.
There is something truly special about the way Triumph builds their bikes. They are distinctly European, but not in a shouty Italian sort of way. You have to get up close to really appreciate the refinement and craftsmanship. Once you do, it cannot be ignored. Although this Daytona lacks some of the elegance of Triumphs latest offerings, this is a prime specimen of machinery.
Triumph and Moto2 have created a balanced, near-perfect track weapon that handles the weekday commute with ease. With the Daytona 765 Moto2, Triumph has demonstrated that they can still build a world-class motorcycle.
SPECIFICATIONS
| ENGINE TYPE | Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder |
| CAPACITY | 765 cc |
| BORE STROKE | 78 x 53.38 |
| COMPRESSION | 12.9:1 |
| MAX POWER | 130 PS at 12,250 rpm |
| MAX TORQUE | 80 Nm at 9,750 rpm |
| SYSTEM | Multi-point sequential electronic fuel injection with SAI. Electronic throttle control. |
| EXHAUST | Stainless steel 3 into 1 exhaust system. Stainless steel underbody primary silencer. Arrow titanium secondary silencer. |
| FINAL DRIVE | Chain |
| CLUTCH | Wet Multiplate |
| GEARBOX | 6-speed with Triumph Shift Assist |
| FRAME | Front – Aluminium beam twin spar
Rear – 2 piece high pressure die cast |
| SWINGARM | Twin-sided, cast aluminium alloy |
| FRONT WHEEL | Cast aluminium alloy 5-spoke 17 x 3.5 in |
| REAR WHEEL | Cast aluminium alloy 5-spoke 17 x 5.5 in |
| FRONT TYRE | 120/70 ZR17 |
| REAR TYRE | 180/55 ZR17 |
| FRONT SUSPENSION | Öhlins 43 mm upside down NIX30 forks with adjustable preload, rebound and compression damping |
| REAR SUSPENSION | Öhlins TTX36 twin tube monoshock with piggy back reservoir, adjustable, rebound and compression damping |
| FRONT BRAKE | Brembo Stylema® 4 piston radial mono-block calipers, Twin 310 mm floating discs, switchable ABS |
| REAR BRAKE | Brembo single piston calliper, Single 220 mm disc, switchable ABS |
| WIDTH HANDLEBARS | 718mm |
| HEIGHT WITHOUT MIRRORS | 1105mm |
| SEAT HEIGHT | 822mm |
| WHEELBASE | 1379mm |
| RAKE | 23.2° |
| TRAIL | 91.1mm |
| WEIGHT | TBC |
| TANK CAPACITY | 17.4L |
| FUEL CONSUMPTION ** | TBC |
| CO2 EMISSIONS ** | TBC |
| **CO2 and fuel consumption are measured according to regulation 168/2013/EC. Figures on fuel consumption are derived from specific test conditions and are for comparative purposes only. They may not reflect real driving results. | |
