Triumph Street Triple Daytona 675 R 2012 Onwards Service Manual

Wikipedia's own account confirms the genuine mechanical relationship uniting these two nameplates: "many parts are shared with the Triumph Daytona 675, mainly visible on the frame and swingarm. The 675cc three cylinder engine, borrowed from the Daytona 675, is re-tuned to make it more street friendly and usable as a daily rider naked." That same account confirms the Street Triple R's genuine premium-spec positioning: "the Street Triple R shares the same engine and chassis as the standard model but has fully adjustable suspension both front and rear which is shared with the Daytona... the front brakes are also shared with the Triumph 675 Daytona, with a fully radial Nissin setup."

The Daytona 675 R, meanwhile, is genuinely the flagship variant of Triumph's supersport triple — MCN's own review confirms its uncompromising focus: "the Daytona 675R is a fantastic supersport bike, designed for one thing and one thing only - going fast... the 675R comes loaded with top-spec fully-adjustable suspension from Ohlins and brakes from Brembo which help set it apart from the standard 675." Autoevolution's own spec sheet confirms the 2012 Daytona 675R's power figures: a 675cc liquid-cooled inline-three delivering a claimed 124 hp at 12,600 rpm and roughly 53 lb-ft (72 Nm) of torque at 11,700 rpm.

Motorcycle.com's own EICMA 2012 coverage confirms a genuine ground-up engine redesign arrived for the 2013 model year, right at the start of your listed range: "starting at its heart, the 675cc Inline-Triple cylinder engine is all new. The key change is a bigger bore and shorter stroke, the more oversquare configuration resulting in a 14,400 rpm rev limit, slightly higher than before. Cylinders are ceramic coated for added strength... titanium valves, a first for the 675." Bennetts' own detailed used-buying guide confirms exactly how this changed the bike's real-world character between the 2012 and 2013-onward engine specifications: "the very first generation of R has the 'old' 675 motor, which in some ways has a bit more spirit and poke than the updated motor that is used on the 'low exhaust pipe' Daytona models... for road use, the older engine has more grunt where you want it and feels that little bit more relaxed" — a genuine trade-off worth knowing when identifying exactly which engine generation a specific bike in this range actually runs.

Motorcycle.com's own EICMA coverage confirms the genuine premium hardware differentiating R-spec models across this whole family: "instead of the KYB suspension pieces, R models come equipped with an Ohlins NIX30 fork and TTX rear shock... Brembo monobloc calipers are also fitted for stronger braking power. Triumph's accessory quickshifter is also standard equipment on the R model," alongside cosmetic distinctions like "carbon fiber panels and rear wheel hugger. A red subframe and red wheel pinstripes." Bennetts' own review confirms the Street Triple R's quickshifter operates upshift-only: "the R model came with a quickshifter as standard (just upshifts, not down) which works well thanks to the fact the 675R's gearbox is lightyears ahead of that used in the older 1050 triple engine." Motorcyclist's own first-ride verdict on the 2012 Street Triple R sums up the platform's genuine appeal directly: "punches above its weight... it's a knockout!" Wikipedia's own detailed chassis notes confirm the Street Triple R's specific suspension and brake spec: a 41mm inverted fork with a separate-reservoir shock, both adjustable for rebound and compression, paired with radial 4-piston calipers gripping 310mm discs and a 19mm radial master cylinder.

This factory service manual covers the procedures, torque specs, and diagrams needed to keep a 2012-onwards Street Triple R/Daytona 675 R running the way it was built to.