On my first day here at IPM, our editor Alex took me aside and quietly asked me if I had any enemies. “Uh,” I said, “Not really?”

“Because it’d be really easy for someone to, oh, I dunno, take a leak in your gas tank….” (Ahahahaha! -Ed)

Turns out he was referring to the single greatest downside of the Daytona’s LighTech quick-release gas cap: zero security. Because it doesn’t require a key, all it would take is one, bored vandal with a handful of pennies to give me an afternoon of headache, heartache and probably wallet-ache, too. And a handful of pennies isn’t even very creative – a bottle of sodium silicate, for instance, would effectively (and invisibly) turn the engine into a useless block of scrap metal.

That said, I’ve been using the LighTech gas cap for over a month now and have encountered no other downsides. Its primary purpose, to permit super-quick refuel times on the race track, is equally suited to the average Chevron station, where I no longer even bother getting off the bike to gas up. I’ve even gotten a bit spoiled: on other motorcycles, on more than one occasion, I’ve already caught myself
staring blankly at the key slot on the gas cap, thinking, “What a bloody inconvenience….”

Made from machined aluminum billet, the LighTech is a nice shade of grey that complements the Gilles rearsets and Remus exhaust, too.

Definitely not for your average commuter motorcycle (which the Daytona isn’t!), but if security isn’t a concern, the quick-release gas cap is an easy-to-install time-saver that I highly recommend. It won’t break the bank (MSRP is $129.95), your concentration… or your key.

Be sure to check out Triumph Boards and all the other motorcycle brand forums we sponsor!

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

Hey guys, this weekend we decided to take our two favorite bikes out on the open road for another good old fashion shootout. As you will recall, we have pit these two motorcycles against each other in the past. So, what’s different this time? Well, each time we take these two Triumphs out, they have been in different stages of tune.

Currently, the Daytona is running the Beringer calipers, and a pair of Helibar clip ons. The Street Triple now has the stock Daytona front calipers, and has gone back to handlebars by the way of Rizoma. For a full spec sheet, please check out their respective sections under Staff Bikes.

We believe that there truly are too many factors when comparing motorcycles. Try as they may, many magazines still attempt to use technical jargon to confuse the readers in an attempt to justify one choice over another.

We say the hell with it. We will pit any bike against another, and honestly, it really boils down to personal preference. Making these shoot out videos and articles are fun for us. Hope some of you enjoy them. We will improve each time we do it. Promise!

Stay tuned for more updates and be sure to check out Triumph Boards for more information.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

With the closure of the Bay Bridge a couple weekends ago, I was forced to take the Daytona 675 up over the Richmond Bridge on the way into town. It’s a pretty scenic ride, whipping you up over the northern part of the bay and then plunging you down into that thick morning fog that can last all day, in these parts. It’s vivid. Surreal. Fricking cold.

Thinking to spare my unprotected neck, I hunkered all the way down beneath the Daytona’s windscreen, which helped my neck, sure, but also shot the speedometer up a couple miles an hour for pretty obvious reasons.

Completely obvious or not, I sat straight up while keeping the throttle steady and sure enough the bike shed speed. I hunkered down. The bike sped up. I sat up. The bike slowed down. I hunkered back down. I sat back up. The people in the car beside me stared, completely bewildered. I pretended I had a crick in my back.

Fact: motorcycles get awesome mileage.
Hypothesis: aerodynamic motorcycles get even better mileage.
Test: duck into a crouch while doing 80mph.
Result: speed increases.
Conclusion: aerodynamic motorcycles get even better mileage.

Okay, so I didn’t do well in chemistry. Or biology. Physics. What class taught the scientific method again? (the Scientific Method can be applied to any of the sciences: social, behavioral, natural, related, natural, applied, etc. -Ed)

But I can jump to obvious conclusions, and today’s obvious conclusion is that the Daytona 675′s double-bubble windscreen offers an excellent boost to its top-end speed, raising the ceiling on the bike’s higher gears. I did some extra math and figured that if I only ever ride on a quarter tank of gas, get rid of the front rotors, strip all that extra paint off and only wear boxers, I’ll be able to go even faster. When the weather gets warmer. In the meantime, it’s me and my Zero G.

For more Triumph updates, please check out TriumphBoards. Stay tuned.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

Two weekends ago was the San Mateo motorcycle show, and I decided to ride the Daytona down, thinking myself in good company with all the other gearheads that were likely to show up. Sure, it’s been ages since the last time Triumph decided to grace us with their presence, but whatever – I’d be showing support for my favorite mode of transportation.

On the way, I hit a mile-long patch of what I can only call a “typical Californian highway,” a shamelessly shoddy stretch of road that had me taking shot after shot to the tailbone until I finally settled on standing up out of the seat. That bad! You won’t hear many complaints about the Ohlins TTX racing suspension series, but crikey, I was crosseyed by the end of it. That same racing technology that glues you to the asphalt, translating every nuance of road surface into rider feedback so you can go fearlessly roaring into corners, hitting apex after apex and accomplishing impossible track times… well, it’s kind of a pain in the butt.

Don’t get me wrong: I’m not here to forswear the Ohlins monoshock in favor of other, lesser (dare we say, OEM) systems. Indeed, all that hammering has given me a kind of unnatural confidence in the Daytona’s ability to keep the rubber on the road.

It has, however, given me huge incentive to become a more proactive manager of the TTX racing suspension’s damping profile. Take today’s ride out to Mount Diablo, for instance. I’ll be ratcheting down the preload to a much softer setting. Hopefully, when I get home this evening, I’ll be able to sit down without the aid of an ice pack!

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

If you’ll recall, last week, the Daytona’s left rearset jammed up on me in a poorly disguised assassination attempt. When I realized that I’d just lost the ability to shift up, I pulled over to a small nook on the Bay Bridge to find that the rearset’s carbon heel guard had lost a bolt and was now interfering with the motion of the shifter. I managed to loosen the remaining bolt, removed the heel guard and got the heck off the bridge.

Now, this rearset is a solid piece of engineering – it’s half the fun of owning a bike in the first place. The manufacturer, a Luxembourg-based tooling company called Gilles Tooling, has crafted an aesthetic and technical wonder with these things and they perform great. Fully adjustable, custom made for the Daytona (and a variety of other bikes), knurled foot pegs, anodized, something in the neighborhood of 25 percent lighter than stock rearsets, potentially homicidal heel guards, no modifications needed.

The parts are made from CNC (computer numeric control)-milled aluminum billet, very sturdy and resistant to corrosion.

Why that carbon fiber heel guard came loose is anyone’s guess. My thinking is the rearset took a good knock, somewhere along the line, and that’s when the first bolt disappeared. Ever since, the heel guard began working itself lower and lower, biding its time for the day when it put its evil plan into action– okay, you get the point. We reinstalled the sucker with enough Loctite to stick a bowling ball to the ceiling and have had no problems after another weekend of heavy riding.

Whether you go with Gilles (retail is about $500), keep your stock rearsets or go with another company, please take to heart: your rearsets need a little love, every once in awhile.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

Among the many aftermarket modifications we’ve put on the Daytona 675, the TracStar Clipons by Maine-based Heli Modified are far-and-away the bike’s biggest improvement with regards to rider comfort. Because “performance shouldn’t be painful” – so goes Heli Modified’s motto.

While the strain on the wrists isn’t altogether relieved by the TracStars, they significantly reduce tension by adding a full 1.6″+ on the damper end and 3/8″+ over the forks. When you’re used to grinding metacarpals just to hold onto the Daytona’s OEM grips, an extra inch of freedom feels like a godsend.

If you’re the kind of rider who’d like to trust their clipons not to warp or contort mid-endo – or, heaven forbid, after a drop – rest assured that these babies are tough enough to handle some hard living (we won’t vouch for the rest of your ride).

HeliBar TracStars are precision-engineered from extruded aluminum-alloy billet; they’re strong, resistant to corrosion and light. The downside to all this glowing praise, of course, is that you pay for what you get, even if what you get, seems really small compared to all the other things you could have spent those couple of hundred dollars on. It really boils down to personal comfort (and maybe whether or not your insurance covers carpal-tunnel syndrome).

The TracStars are direct replacements for OEM parts, so fortunately for us, they took no time to install (see previous posts). Stock cables, reservoir mounts and control housings fit on exactly the same as they did before – but now, you’re not begging for a break after a 30-minute ride. Sure, there are those out there who’ll wonder how it takes 30 minutes to go ANYWHERE on the Daytona. And to that, I can only say, bug off!

Until we get that check-engine light to cut off, it’s Grandpa Harrison time over on 580 Northbound. “What’s that, you whippersnappers? Oh! Yes, my arthritic old wrists feel fine….”

Stay tuned for more updates, and always, be sure to check out Triumph Boards.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

Today we’ll be chatting a bit about the Daytona’s check-engine light, and about how, sometimes, your bike’s cosmetics will try to kill you (see title). What do I mean? As you watch the video, keep in mind that it was shot right after the carbon fiber heel guard from the Gilles rearset flew off and jammed into the shifter while I was on the Bay Bridge.

Also note how I completely call the heel guard from our Gilles rearset, “this… carbon-fiber… thingy….” I was still pretty shook up. Fortunately, we were able to cut out the part of the video where I have a minor nervous break down and started drooling on myself.

Really, though. I’d like to take a moment to say that the pre-ride check is important and should be thoroughly conducted every time you ride. In my case, if I’d seen that the left heel guard had come loose before getting on the road, I’d have fixed it immediately and it wouldn’t have jammed my shifter in the middle of the Bay Bridge.

They teach “T-CLOCS” in MSF courses and frankly, it’s as good a guideline for the pre-ride check as any. Tires and wheels, Controls, Lights and electronics, Oil and fluids, Chassis and suspension, and Sidestand. If you’ve ever found a screw embedded in your tire or a mysterious, green liquid accumulating beneath your radiator, you know what I’m talking about.

Regarding the Daytona’s check-engine light woes, I’ve been keeping updates on TriumphBoards. The second I figure it out, you’ll be the first to know! Stay tuned.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

Today we dressed the Daytona 675. This is a procedure we recommend everyone get familiar with. At some point, you’ll either want to service the bike, clean it, prep it for the track or, as in our case, repair/replace damaged fairings. And while it’s not exactly rocket science, you do need to be paying attention in order to do the job right. As with everything, your manual will help.

First, we attached the side fairings – first the left, then the right – joining them beneath the bike, with the triangle brace inserted in front of the radiator before bolting everything together.

We put the headlamps back into the front fairing, bolted them in, then bolted the headlamp/fairing assembly to the bike’s hard points and side fairings. Et voila! Then we turned the electronics on (come to think, you should do this before bolting everything together) and, fortunately, everything worked just fine.

Remember: Give the steering a full turn in either direction, making sure nothing catches on anything you don’t want it to catch on. In our case, we found our Ohlins damper (mounted beneath the lower triple clamp) jammed very nicely into the lower lip of the headlamp/fairing assembly when the handlebars were turned to the right. “Ungood,” as my MSF instructor used to say. We put another spacer on the Ohlins bolt and solved the problem nicely. See the Ohlins damper installation video for more.

For more Triumph fun, please log on to Triumph Boards.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

We took an hour out of our busy weekends to indulge ourselves in a little motorcycle time. Namely, by swapping out the Daytona 675 stock steering damper with a polished silver damper by Ohlins. It’s a pretty easy swap once you get the fairings off, and you can get a feel for the installation via the video below. Thanks Alex and Paul for the assist.

The Ohlins steering damper we used is a universal model, which meant we had to use a couple of rubber spacers before she’d fit nice and flush beneath the bottom triple clamp. General note: once you’re finished installing the damper, give the front wheel a turn through the full range of its motion, making sure that the new piece doesn’t interfere with anything.

Now that we’re done, we’re looking forward to seeing how the Daytona performs on the road. Because the Ohlins steering damper has an easy, 16-click adjustment action (remember, righty-tighty! The damper is usually set to a softer position at 10 clicks counter-clockwise from fully closed) it’ll be easy to fiddle with the settings in order to see just how much wobble it eliminates. Check back soon for an update.

For in-depth technical and maintenance info, check out Ohlins website, it’s definitely worth it. For instance, you may already know that you need to service your dampener every 6,500 miles… but do you know what kind of oil it needs?

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

Hey guys, here it finally is, as promised: the video that goes with our review of the Brake Tech Axis CMC rotors and Ferodo bake pads. Read the original article here. But check out the video!

It was quite a journey and we bumped into butt loads of problems, but we finally go it done. Hope you enjoyed it! Remember, to fill in any gaps, refer to the full article here.

Stay tuned guys.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

Hi guys, it’s Paul here with another modification for the Triumph Daytona 675. The good folks over at CruiserBackRest sent over a carbon fiber front fender made by Bestem USA. The unit is made from high quality 3K carbon fiber and epoxy resin to provide excellent texture and flexibility. It has an UV protective coating and is hand-polished to a perfect finish. Check out the easy installation video.

Most of Bestem carbon products are direct bolt-on replacement of OEM parts as you saw in the video. What’s cool is that all their products have a 90 Days limited replacement warranty. They are the only carbon fiber brand have the confidence to offer this.

So be sure to check out CruiserBackRest for carbon fiber products that cover almost all post year 2000 bike models across all major brands from Europe, Japan and America. It’s also the OEM source for major powersports brands in UK, Continental Europe and America.

Till next tie guys, stay tuned!

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

What’s up guys? Just a quick update on the Daytona 675 fairings. Although Dave was finally cool enough to offer to repair the fairings, he somehow convinced me to allow him to attempt to repaint the fairings instead of buying oem ones.

Being the nice fool as I always am, I let him take the fairings in. Anything to help a fellow rider save a buck or two. After all, I was under the impression that he was bringing them into to Bobby Keith’s, the Bay Area standard in motorcycle painting. Turns out, it was Karry’s Autobody Shop. Not only was the paint color completely off, the decal was omitted!??!

If you want something done right, do it yourself.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

Getting a set of new rotors isn’t exactly the most thrilling of components to be working on, but when IPM was sent a set of carbon fiber Brake Tech rotors, our jaws dropped from the onset of breaking them out the box. Black, manufactured carbon fiber floating rotors with red gussets to match the red Beringer calipers was a perfect fit for the Daytona. Now, before we could get all wild about strapping ‘em in, we needed to do so some comparative work to keep track of what a difference the set of rotors would make. Is the price of losing three pounds of weight worth two thousand dollars?

We chose the Daytona 675 over the Street Triple because realistically, the application of performance equipment belongs on a bike meant for the track. We chose a small stretch of clean road I knew of, so we could mark our stopping distances and come back to and compared with the Break Tech ones. It’s was nice to have Matt to compare with, as he has a good two hundred pounds on me, so we know how rider weight can make a difference. Our main limitation was space, as we could only had enough room to max out our stopping speed at around 50 mph. We broke the test down into a set of 25, 35 and 50 mph stops.

Once we had our stock brake distances marked out, we returned to the garage to swap out for the CMC rotors. An easy install, but we had to swap out our red Beringer calipers for the gold Nissins on the Street Triple and re-bleed the lines (again!). So match for a match. We weighed out the two rotors and I returned to our marked strip of road to record the difference. Now, we’re not scientists and don’t have a lot of fancy equipment to record our exact distances and weights, but after doing about 10 sets of brake stops we were able to shave off about 30 feet from our fastest endo. An impressive feat to be sure.

As I mentioned, the application of these rotors lies at the track. At a gastly price of two grand you’ve got to be serious (and sponsored) about reducing your weight. For riding in around town, you are better off sticking to something more affordable as the difference in stopping distances is negligible. I took the bike out for a couple of days for practical use, hence the boo-boo. I liked showing them off to my buddies and was able to get a real sense of their true stopping power, coming down from the off ramps. There was a little bit of a squeak the carbon fiber emits, but because we were given a set of lightly used Ferodo brake pads we weren’t able to break them in ourselves and I give that up to individual instillation. In end, we were sad to see these bad ass rotors go but we don’t have track bike money (yet). If you’re looking to make the difference when you’re hitting the bends at 150, Brake Tech is definitely the way to go.

Stay tuned for the video!

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

Hey guys. What is it about summer that makes people crash motorcycles? First Big Matt (well, the verdict is still out on him), and now Dave. I had a bad feeling when he asked to borrow the 675 last Saturday, to “show off.” But, Dave has always struck me as the responsible type, so I let him take it.

Tuesday rolls around and he arrives at the garage to switch back to his KTM. The first thing out of his mouth was, “You’re going to hate me.” Being as it was Dave, I replied, “You got another ticket.”

And that’s when I noticed it: he had dropped the Daytona. Give me a break! I thought. You have got to be fucking kidding me. Hope your insurance covers the damages, bro. Seriously. Don’t be a bad influence, I thought.

The gentlemanly thing to have done, was to offer to pay for the repairs right there and then. That would have been the courteous thing to do. I mean, Dave’s not some 24 year-old, irresponsible kid from the suburbs. Could have been the shock, adrenaline pumping, not thinking straight, and what-not. Kinda understandable.

I know I’ve said this numerous times in the past few years: Don’t let people borrow your bike. I guess I like to give people the benefit of the doubt. People are inherently moral, right? Bullshit! What’s the saying? Nice guys always finish last.

I guess it could have been a lot worse, and of course, I’m glad that Dave didn’t seriously disfigure himself or another rider. I’m just surprised. Dave’s always been the responsible one. What happened? Was it because it wasn’t his bike? No, that can’t be it. He’s better than that.

That just goes to show guys, motorcycle mishaps can happen to the best of us. Good job Dave, for minimizing the damage. He appears to be a good guy. The situation just sucks ass.

Anyways guys, stay tuned for more updates on the 675. Starting next post, you’ll see how we restore and upgrade the Daytona. Ride safe!

For more Triumph fun, be sure to log on to the Triumph Boards!

Oh, I forgot to show the the worst part. The picture is enlarged below to give you the full view. When the Daytona was laid down, the super cool, super limited edition, sparkly reflective silver IPM decal was scratched through! Do you know what that does to it’s collectible value?!? Not only is it no longer in mint or NM condition, it is torn! It’s worthless! Oh, the humanity…

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

Today we are installing a TriboSeat seat cover on our Daytona 675. Because this bike is so wicked fast, we often have passengers complaining about “almost sliding off the seat.”

I decided to try out a TriboSeat seat cover to get them a bit more grip. TriboSeat designs these seat covers for many types of bikes. The basic premise of this is to have more grip on the surface of the seat for your passenger’s bottom. That way, they don’t slide around as much while riding, thus giving them more security and control.

To install all you have to do is take off the passenger seat by unbolting it from the rear of the motorcycle. Then you loosen the two bolts holding the strap.

Once it’s on there, tie the end strings into a knot underneath and tuck in the edges so the cover stays flat on top. This instructions should show you an example of this. Then, put the strap back over the top portion of the TriboSeat seat cover to help keep it in place. Make sure you line it up to it for a flush look. Pull all the ends tight and tuck them under the passenger seat as you slide it back on to the rear of the bike.

Make sure it’s on tight and reattach the bolts holding the strap and seat on. Your passenger should be good to go after this. I am going to try it out as soon as I can find someone who wants to ride with me. Any takers? Ladies?

See ya next time!

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

Hey guys what’s up! Today, Peter and I installed a new set of HeliBars TracStar clip-ons, the good folks over at Heli Modified sent us, on the Daytona 675. Check them out!

The TracStar clip on version is designed for sport bikes and will give you about an inch of rise to put less stress on your wrists, thus making your ride much more comfortable. HeliBars are known for their quality and design. Their products are handcrafted aluminum billet and thus very lightweight, so you won’t have to sacrifice anything when adding them to your bike. There are no handlebar tube mounting clamps attached to the fork tube clamps, so the master cylinders can be mounted closer to the top triple clamp.

Installation on these isn’t very hard for your average at home mechanic. All you have to do is take apart the existing clip ons by unscrewing the master cylinder and switch housing, as well as the bar ends and grips. Then take the triple clamp off, put the new HeliBars clip ons in place of the stock ones. Attach the switch housing and master cylinder to the new HeliBars, slide the grips on, put the triple clamp back on and attach the bar ends! Heli Modified says it should take around 45 minutes, but if you take your time or drop a lot of bolts you should be able to finish within 2 hours. A small price to pay for so much added comfort.

Once you are on the road, the small increase in height makes a huge difference in feel and control, not to mention being able to feel your hands at the end of a long ride! See you next time guys and thank you Heli Modified!

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

I picked the Daytona 675 up on Thursday to take it for a sprint on the CCSF Dyno-matic. We had to check out the stats of the Remus full Titanium race exhaust. A picked black cherry from the quiver of bikes, I gleamed with joy from the prospect of handling a breed of motorcycle, I have always considered myself far too sensible for.

Alex ran me through the basics, “This is a different bike.”

“It’s the same type of engine right?” I asked him like a fool. No, no, this is a very different ride indeed. The riding position is hiked forward, to what I am assuming is the standard for super sportbikes. But with a 6 foot frame, I felt like I was mounting a model motorcycle replica of itself. This vehicle is definitely designed for the speed jockey. Slight in stature, but big in balls to be sure.

I immediately felt the strain on my wrists from hunching over the clip-ons as I took it down O’Shaughnessy Boulevard towards Highway 280. The Pirelli tires were slick and the suspension matched with very stiff TX Series Ohlins. I understood the appeal when I took the Daytona out on to the highway, the only place where you can truly push the engine and let it fly the way it wants to.

Quick, nimble and light make slicing through traffic come with only the kind of grace bestowed on those fortunate to have the gall to own a super sportbike in the compact metropolitan confides of San Francisco. Without the frustration of stop-and-go stoplight traffic, the Daytona is a beautiful ride anyone with an attention to detail, can appreciate.

We were pretty enthusiastic about putting it up on the Dyno and the video has some good clips. We ran a 500 yard and quarter mile set, and got the wheels spinning at about 123 MPH.

So far the fastest bike we’ve run at school. The exhaust reading indicated that the new exhaust was able to keep the gas exchange close enough to stock specification when run at peak conditions. Even with the loss of the additional weight of a catalytic converter, the swap is a win if you’re trying to shave some time off a bike planned for the track. The only conflict is it’s obtrusive design that really sticks it’s way out the tail, but as always beauty, is in the eye of the beholder.

I had a fun couple of days on the Daytona but I found myself ecstatic about swapping it back for the 1050. I’ve become accustomed to it’s riding style and prefer the sound of heavier cylinders than the high pitch winding whirring of a smaller bike. Now that I have established that aspect of my riders philosophy, I wonder how I might like driving a tank.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

Hey, what’s going on guys? I am going to show you what we did today at the IPM meeting. The good folks at StarRotors sent us a few rear rotors a while back and we have installed and used them with no problem.

We found one from our Daytona 675 Track Project from last year, and thought we should continue testing it. And I could not be more pissed! Don’t get me wrong, it’s not the product. Just watch the video and see.

Grrr… get it? Well, it’s a good thing I love everything about motorcycles. So, yes, I finished the installation but stay tuned for a thorough review by GooDy. We initially wanted to install this on the Speed Triple but as we found out, after taking the rear wheel, rear brake, and rear rotor off, the StarRotor could not be installed without cutting the rotor. Well, till next time guys, ride safely.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

Hey guys, look what Triumph makes for my bike! It’s a Race Kit! It features parts used by the Florida-based R&B Motorsports team in AMA Pro Racing competition and the ParkinGO BE1 Racing team in the World Supersport series. Daytona 675 bikes equipped with parts from the race kit have won national Supersport championships in France, Germany and the U.K. So, it’s good enough for my bike. LOL!

Triumph’s new Daytona 675 racing kit features parts used by championship-winning Supersport teams. The 2009 production Daytona 675 already comes standard with a hydraulic cam chain tensioner and a higher ratio first gear that were available in previous race kits.

The new kit features a programmable ECU, Triumph/Arrow titanium racing exhaust system, Triumph/Arrow adjustable rearsets and a plug-and-play quickshifter.

The programmable ECU uses the Triumph race Calibration Software (TRACS) and offers a range of adjustments that can be quickly downloaded.

Kit features include:

* Fully programmable fuel mapping (500rpm increments, for individual cylinders).
* Fully programmable ignition mapping.
* Switchable wet and dry maps.
* Adjustable pit lane speed limiter and speedo calibration.
* Adjustable quickshifter cut duration (adjustable at low, mid and high RPM)
* Adjustable rev limiter up to 15,000rpm.
* New software strategies to improve throttle progression.
* Optimized software to run faster to cater for the higher RPMs involved in a race environment.
* Ability to save multiple maps within the memory of the PC.
* Ability to update an existing 2007/2008 Race ECU to 2009 specification and functionality.

Triumph’s collaboration with Italian company Arrow Special Parts developed the new “Stage 3” full titanium exhaust system which complies with FIM regulations and the CNC machined rearsets which come in both standard and reverse shift pattern. The Triumph/Arrow rearsets can be used in conjunction with the new quickshifter.

Additional items include a race harness kit, air funnel kit, race oil pump gearing kit, adjustable camshaft sprocket kit, manual camshaft tensioner and blade kit, a resusable engine cover gasket set and racing cylinder head gaskets. We will see what’s missing on my 08 version, and soup it up!

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

What’s up guys! Today I am installing flushmount turn signals from British Customs for the Daytona 675. Check out the video!

These give the Daytona a much needed cosmetic upgrade. The flushmounts are black too so it really just fades into the fairing. That is until you turn on the signals. Top notch people! I highly recommend them for any bike. Till next time guys, peace…

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

What up guys? It is GooDy here again. Today I installed the LighTech race gas cap on the Daytona 675 in preparation for my track day coming up. Check us out at Thunderhill on November 29, 2008 for Zoom Zoom!

It was a pretty easy and straight forward installation process so I am not going to go into details regarding that. But I do want to show you guys what it looks like. Check it out.

Obviously, what is good about this product is that you don’t have to turn off your engine to fill up gas on trackdays or races. I would not recommend this for street use though (dangerous). The whole set up is light weight and finely made. Hey, Italian craftsmanship. Can’t argue with it here.

Alright guys, stay tuned!

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

Hey guys! GooDy here again, gearing up for the track! We’ll be tearing it up at Thunderhill in late November. Hope you guys can come through! These calipers were courtesy of Phillipe from Beringer if you guys recall. Where better to test these pieces of art than the track? Check out the video.

I’ll give you guys a full report when we get back. Hopefully the Daytona will survive the ordeal. Haha, just kidding, crashing is the furthest thing from my mind. But you never know! Hope to see you guys there! Peace.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

Bad news dudes! GooDy’s Daytona 675 went toe to toe against a city bus and lost! Man, I am so pissed right now! I hate bus drivers. They always drive like they own the entire street.

So, this is what happened: I was at a stop light and proceeded ahead when it turned green. Little did I know that a bus had run a red and crossed two lanes to be right in front of me. The front of my bike hit the bus wheel, but the bus driver did not stop! As he proceeded to go, the Daytona was slowly getting twisted right into the bottom of the bus!

I revved and turned and managed to get out from underneath and ride away. I was too pissed and shaken to stop and yell at the idiot bus driver. Take a look at the video.

Good to know that Nissin parts are interchangable. Alright guys, take it easy. Peace!

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

What’s up guys? The great folks at Zero Gravity hooked us up again today! I’m so glad it was them and not Hotbodies Racing this time. I am so sick of the lack of quality of their products. Sorry, that’s a topic for another post. Check out what came in the mail!

Installation was a snap as usual. Just loosen the bolts around your upper fairing and pop in the new windscreen, screw in the bolts and viola! Instantly your bike becomes more aerodynamic! Here are some before and after pictures.

Instant hotness factor!

This modification is part of making my Daytona track ready. I will be tearing it up at Thunderhill at the end of November, hopefully with Alex and Dan, if they both quit being bitches. I think you can only fully test out a bike and its modifications at a closed track. Too many other factors to worry about on the street.

Alright guys, that’s it for me today. Winter is approaching, ride safe! Peace!

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

What’s up guys? Today, the great folks at Lex Racing sent us yet another full titanium Remus system for my Daytona 675. You might remember the first one from the Daytona 675 Project Bike we did a while back.

We only had pictures back then, so I’ll show you the installation process and some sound clips. Compared to the stock one, the Remus system totally makes the 675 sound bad ass. This system as it all: sound, power, finish and it’s extremely lightweight!

Right now, the bike runs a bit rich when I punish the throttle. It backfires at 8-9k rpm every time I wring the shit out of the throttle. The next step will be to look for a piggy-back system to tune it up. Maybe a Tuneboy?

Aight guys, see you next time! 

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

Hey! How’s everything, ladies and gentlemen? Today I have a video about how I am making the Daytona 675 look better from stock without hurting your wallet. This is very similar to what I did to my Zx-6r, but I like to do this to all of my bikes. Check it out!

Hope you enjoyed spending $0.00 yet again to make your Daytona 675 look much cooler!

Who I would recommend these mods for: Anyone who wants a better look for his/her 2008 675.

Would I would advise against: Riders with a lot of points on their driving record. You may get tickets for riding with no mirrors. And also players who need to give chicks a ride.

Summary: Can’t complain about great mods that cost you nothing.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

Hey! It’s GooDy again. Today, Triumph USA delivered a brand new 2008 Daytona 675 to the IPM garage. I am actually very excited. This is going to be the first European bike I will ride as a longtermer in my life.

I heard a lot about Triumph motorcycles. I heard the 675 beat the shit out of all 600 class Japanese bikes. Hell yeah! This gets me even more curious. Alex, Justin, and Jack have all owned and ridden Triumphs but they have always been very protective of them and not let me ride them. I’m finally going to find out why!

The first thing I read about the Triumph is that it has 75cc’s more than the four other Japanese competitors, but less one cylinder. So actually, in AMA Formula Xtreme you can put the Daytona 675 against the 600rr, R6, Gsxr-600, ZX-6R and the 848. So, I’ll be pitting this bike against Alex’s 848, Kathy’s Gsxr-600, as well as my own Zx-6r.

Aight guys! Sorry for the short intro video this month. Stay tuned for more. Till next time! Peace. 

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.