Sitting down to dinner not long ago with an industry insider, the conversation turned to Triumph and the recent additions to their ever-expanding model line. "There were some internal concerns," said our confidant, "when Triumph began considering the production of their own midsize, in-line four sport bike." One member of the research team (who incidentally, was Japanese) warned Triumph against entering into that hotly contested arena. "You'll get your ass kicked," he predicted. The reasoning behind that prediction was Japan's attitude regarding the 600cc class. They're protective, because they pioneered it.

But Hinkley wanted their piece of the pie and forged ahead, despite lacking the seemingly obligatory factory sponsored racing effort. For that reason, to fully understand the new Daytona 650, it's necessary to reflect upon the motorcycle that launched Triumph into the frothy waters of the middleweight wars, that rolling paradox known as the TT 600. Introduced late in 1999, the TT 600 stirred many emotions, positive or otherwise.

Five years in, the Daytona 650 retains much of what made the original a suprisingly compact sporting weapon: a rigid aluminum perimeter frame, a steep fork angle for quick steering and agility, and a high revving, fuel injected, in-line four cylinder engine. The TT 600's well-documented problems, including a glitchy fuel injection system, the stubborn change up, and an absence of competitive horsepower, were exaggerated by complaints of dated styling. The first alteration came in 2003, with 21 pounds of weight chipped off. In an effort to increase output, crankshaft, cylinder head, exhaust and fuel injection modifications followed, with that troublesome SAGEM unit binned in favor of Keihin throttle bodies. Christened the Daytona 600, Triumph covered the retailored chassis with modern, angular styling similar to the 955i. Opinions being what they are, certain members of the M-E staff favor the TT 600's jellybean motif and frosted paint scheme, but the negative press following the TT 600 has been difficult to overcome.

Chassis specs begin with a twin beam aluminum perimeter frame with three length-long inner walls that increase rigidity. A conventional 43 mm fork is fitted, set at a razor sharp 24.6-degree angle. Fully adjustable, the fork internals (rods, cartridges and fixings) are made entirely of aluminum. Likewise, a fully twistable reservoir monoshock fits to the rear, attached to a conventional aluminum swing arm. A pair of 308 mm floating discs with 4-piston calipers up front, and a single 220 mm disc/twin piston unit on the rear capably handle braking chores. Finished in fashionable black, the Daytona retains the TT 600's hollowed out, tri-spoke wheels, measuring a uniform 17". The Daytona 650 measures 54.7" between the axles, and the frame and swing arm remain powder coated in black.

To stay in the chase of horsepower superiority, Triumph drew a simple solution: increase displacement. By lengthening the stroke 3.1 mm to 44.5 mm, and retaining the standard 68 mm bore, the oversquare Daytona now makes 646 cc of total displacement for 112 (crankshaft) horsepower. For the record, the Daytona uses an all-alloy, liquid-cooled in line four with a 16v head. A gear primary connects the powerful multi to a six-speed transmission. For 2005, remote shift linkage and an anti-backlash gear have been added. Two less clutch plates (seven instead of nine) offset the additional weight from the backlash system. Carried over is the quartet of Keihin injectors, teaming with a new digital mapping program downloaded for better power and throttle response.

Lets Go Riding Those who've visited Las Vegas can probably appreciate its surreal, plastic beauty. Lawn Flamingos, pink as Pepto Bismol, strut about the garden of the old Flamingo Hotel.

Viva? We'll see. Recalling the parable of what happens in Vegas stays in Vegas (unless, of course, you get arrested for it), we determine that real serenity lies 40 miles north. Once on the track, the newest Daytona extends a familiar feel immediately. Arms wrap around to bulbous tank to reach low and nicely angled clip-ons, the pegs high and rear set. Perfect for sport riding, but a bit aggressive for I-40. However, once you push the "Play Button" you quickly grasp the difference. Throttle pinned, the Triumph accelerates like you'd expect, the difference being how quickly it does it. The Daytona 650 feels more like a good 750. Believe us when we say that on the track, this new Daytona will have the attention of more than a few adversaries sporting full liter hardware. The Triumph literally surges forward from 5000 rpm, with the stroker engine showing serious teeth over 9000. That's quite a spread when you consider you've got 13,500 to play with.

Free of driveline lash and pulling strongly through the range, the Daytona attacks the tricky radiuses at LVMS with the precision of a seasoned Vegas pole dancer, showing impressive amounts of ground clearance and feeling secure and planted.

Today's press machines are fitted with Pirelli Diablo T's, which work very well despite their pure street application. The 650's brakes follow suit from the '03 600 (no fancy radial mounts or anything earth shattering to report here), but receive high marks from the majority of the riders. The Daytona is a willing partner: fast, not fussy, and utterly capable; the consensus being that Triumph has finally developed a bike that is worthy of serious track duties.

Moto-Euro's final analysis concludes that Triumph has accomplished making the Daytona 650 a much better motorcycle. Whether or not it claims an outright power or speed advantage over the CBR F4 or Yamaha's brilliant R6 remains a moot point. After all, those whose riding ability can reach the limits of anything in this class are likely on more powerful machines, or racing professionally. In typical Triumph fashion, build quality rates on the high end of the scale, and with a MSRP of $7999 (exactly $100 more than the F4 and $400 less than the R6), the Daytona can be considered a solid alternative. Powerful, compact, and capable, the Triumph Daytona 650 proves persistence pays.