Is the Triumph Daytona Moto2 765 a one-trick pony, or is the carbon fibre wonder as capable on the road as it is on the track?
I remember the launch event for the Triumph Daytona Moto2 765 like it was yesterday; a hazy 35° Friday at the British MotoGP was followed by a swanky reveal in Silverstone’s exclusive BRDC club building.
Aside the amassed journos and Triumph ambassadors, MotoGP royalty had even popped along, in the form of MotoGP string puller Carmelo Ezpeleta. If one thing was for sure, Triumph wanted to drum up some serious hype for this claimed final edition Daytona.
Triumph Daytona Moto2 765 video review
And the hype was built, and the buyers came, a fact that is reminded to me as I swing a leg over the Triumph for the first time before taking it for a quick mooch over the Cotswolds. The laser etching on the beautiful machined headstock reminds me I’m riding number 74 of 765 examples of the Moto2 765s built. And with only 100 of those earmarked for UK sale, this is one very exclusive motorcycle indeed.
The hype was that good and the marketing around the bike so well-orchestrated in fact, by the time we’d got our grubby mitts on the thing, they’d all sold out. Meaning this will probably be the one and only time I’d ever get to test the thing.
My first impressions of the Triumph are very good, with the carbon bodywork being the primary thing you notice about the bike. It’s not just some carbon skins over conventional bodywork. It’s a full-on carbon suit, with all the infill panels around the dash and upper fairing getting the same treatment.
Away from the eye candy, the bike is festooned with top-spec kit, with Öhlins 43 mm NIX30 USD forks pairing with an Öhlins TTX36 rear shock. The braking system of the bike is equally lovely to behold, with Brembo Stylema calipers biting down on 310mm floating discs.
The first ride on a bike like this is supposed to be a tentative affair, getting to grips with a new bike should be approached with caution, after all. But the Triumph and the late summer weather had other ideas, and I was immediately getting egged on by the little Triumph to nibble more and more corner speed with every apex.
The biggest revelation from the first 100 miles is how well suspended and forgiving the Daytona is. With all those Moto2 decals that adorn the bike, it’s easy to assume that the Daytona is a track day weapon, and possibly too hard and unforgiving for most road riders. The truth is that the 765 is a stunning sports bike for fast or slow road riding.
The suspension was left on base settings and for my size, weight, and riding style, I wouldn’t change it, unless I was hitting the track. It’s firmly set up but in no way unforgiving, and is mated to one of the most beautifully balanced frames that has ever graced a road bike. The Daytona Moto2 turns in quickly, with all the poise and control of its naked stablemate, the Street Triple RS, and is shod with super sticky and superbly responsive Pirelli Supercorsa SP hoops. It’s really no surprise though, given that the frame of the machine is virtually unchanged from that used in the iconic Daytona 675R, that’s won championships across the globe and a fair few road racing trophies along the way.
The braking system is equipped with all the hardware you’d need, although it does lack the level of software back-up that some other sports bikes get. On that front, the Daytona has no IMU controlled ABS, although it can be switched to be more track-focused if you wish. Even here though it’ll still wade in when braking hard, robbing you of confidence in some scenarios. Lack of software aside, the braking system provides you with everything you need, exceptional bite, and a stunning lever feel. If only you could unhook the greedy ABS, it’s really the only fly in the ointment.
With a claimed dry weight of 165kg (let’s call it 185kg wet) the Triumph was always going to feel quicker than its 128bhp would suggest. And with around 690bhp/ton, the svelte little Triumph makes literal mincemeat of straight lines, allowing you to get on the throttle early in the corner to maximise the next straight.
And don’t think the Daytona is just a bike for hunting apexes and general skulduggery, it’s a perfectly docile and well-behaved machine around town. The fuelling is a work of art, with the ride-by-wire throttle being an item that all other motorcycle manufacturers should study. It’s also not overly thirsty either, returning 56mpg average for the two-weeks I had it. That means you’ve got at least 160-miles locked into that beautifully painted fuel tank, with some wriggle room included for good measure.
And there are more surprises to be had with the comfort the thing, it’s totally un-sports bike like, easily allowing long days in the saddle without any grumble whatsoever. The gorgeous top yoke sprouts some neat clip-ons that sweep back enough to feel sporty without placing any undue pressure on your wrists. The seat is very comfy, with a nice amount of padding, with the pegs sitting fairly low for a sports bike, allowing even taller riders to enjoy the best that Hinckley has to offer, all in relative comfort!
There is though one aspect of the bike that I find uncomfortable, although it’s not on my backside or my shoulders, it’s on my eyes. The wiring loom that seems loop its way around inside the fairing like some kind of roller coaster. I’m not sure why it needs to be so long it won’t fit more neatly in the bike, but it’s definitely not what I’d expect to see on a limited edition sports bike.
Triumph Daytona Moto2 765 verdict
If you have good ingredients, a good oven, and a good recipe, the chances are you’re going to bake a rather tasty cake. And while that is definitely true about the Triumph Daytona Moto2 765, it’s also a bike that has me asking so many questions. Will Triumph make a full production version of the thing? Will they ever build a sports bike of any capacity again? Why didn’t they tidy up that wiring loom?!!
The big wigs at Triumph seem to say no, although there’s always a chance they’ll play in the sports bike market again. That said, with dwindling sales in the super sports sector, it’s doubtful to be there – unless there is a dramatic turnaround in fortunes.
And as for the wiring loom question, really, who actually cares. When a company produces a product that is this good, in so many scenarios, you really can’t nit-pick over details such as that. In truth, it doesn’t detract from a bike that is, in my mind at least, probably the best handling sports bikes I’ve ever ridden. Bar none. And that is going to be a very tough machine to beat.
