Triumph Motorcycles made noise in 2019 after taking over official engine supplier duties (from Honda) in the Moto2 World Championship. To commemorate this milestone, Triumph has manufactured a street-legal Moto2 sportbike replica with its carbon fiber-clad Daytona Moto2 765 Limited Edition ($17,500).
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Swing a leg over the Daytona 765 and the seating position feels familiar for longtime Daytona 675 riders. The bike is narrow between the rider’s legs with a tall, forward-slanted seat wrapped in a premium high-grip material with fine stitching. The clip-on style controls are positioned in a focused-track-style manner. On a side note, there are no passenger accommodations.
A new color TFT display and updated top clamp etched with the vehicle’s production number signal you’re aboard something special. Fire up the engine and the I3 whines to life with its signature note. It sounds even more sweet with its OE-fitted Arrow titanium muffler.
With its larger-capacity 765cc engine the Daytona has added punch, especially off the bottom. This helps pull its taller first gear with ease and not much clutch slip. Renowned for its midrange, the engine is subtly fatter in this rpm range too. An electronic up-and-down quickshifter makes it easy and fun to rip through the six-speed gearbox. Triumph says the engine is good for 128 hp but we estimate around 116 ponies at the Pirelli Diablo Supercorsa SP V3 rear tire.
Hold the throttle wide for a few moments and it’s easy to fall in love (again) with the Daytona’s charismatic engine howl and connected rear tire feel. There’s a reason why other motorcycle manufacturers have engineered their own middleweight-plus I3s. The engine drinks from a 4.6-gallon tank and we averaged 37.5 mpg during mostly high-speed riding.
The 765 now benefits from a ride-by-wire throttle system which enables user-adjustable riding mode selection (Rain, Road, Sport, Track, and a customizable user setting). The throttle response remains as accurate as Triumph’s outgoing analog setup.
Each mode is tied to a specific engine, throttle, and traction control maps. The electronics generally work well at a moderate street pace, but feel dated compared to contemporary sportbike electronic packages.
Chassis-wise the 410-some-pound Daytona remains nimble and apt to play. Steering geometry is relaxed slightly, which improves stability and reduces propensity for headshake during full-open throttle application. The Daytona continues to roll on manually adjusted Öhlins suspension.
The suspenders offer a firm ride with pleasing action, and a wide range of damping adjustment. Track riders will especially appreciate the shock’s separate (TTX) compression and rebounding damping circuits that provide more accurate adjustment. Even though the components are 8 years old, they still perform well.
Aside from the delightful engine character, the braking package is a clear highlight. The Brembo radial-mount calipers and MCS-type adjustable-ratio master cylinder offer voracious brake bite with just the right amount of feel from the lever. Fixed, always-on ABS mitigates slides and braking instability. However, again, the ABS programming hardware input is of a more old-school design versus modern cornering ABS systems.
Price aside, there is a lot to like about riding this Moto2 replica. It’s a peppy sportbike with a fun-loving character that only one other sportbike can match in this displacement category. Its tried-and-true chassis remains nimble yet offers a hint more stability than we remember with the outgoing Daytona 675R. The front brakes are also one of the most adept setups at shedding speed on a sportbike. If you want to own a piece of grand prix racing history that you can ride to work, now’s your chance.
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Photography/video/edit: @AdamWaheed
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