2022 – Daytona Updates End-of-Season

Daytona at my last Sonoma day in September 2022

I dropped off my 2020 Triumph Daytona 765 with my suspension/tuning technician in early November 2022. My Daytona has now covered ~5,300 track miles since I purchased it in April 2020 (the first 1,100 miles were street, following Triumph’s break-in procedures as closely as possible), I did ~2,200 track miles on it this season. Before taking it to my mechanic, I installed the L74 captive rear caliper/quick-change rear kit but that needs some tweaking still. The bike is off for a spa treatment with the following objectives:

  • Overall suspension refresh
  • Look into extending the OE front end from 120mm to 130mm
  • Spring/fluid/valving changes to be evaluated between my mechanic and riding coach
  • Dyno performance as-is with stock mapping and only a slip-on exhaust (Arrow/Triumph kit for the 3rd generation Daytona)
  • Install new Bodis full exhaust
  • Install Venturi stacks and new OE air filter
  • Install block-off plates
  • Dyno tune using TuneECU
  • Look into chassis mounting the AiM SCHD camera
  • Review/adjust quick-change rear wheel setup
  • Replace the lower rear engine bolt (which somehow went missing, go figure)
  • Plug recently removed rear ABS fittings on the pump (front ABS still plumbed and functional)

On the performance upgrade, this isn’t because I’ve reached the abilities of the bike as it is, however, my situation is that I have the stock headers and have been using the Triumph/Arrow slip-on from the 2013-17 3rd generation. Unfortunately, these slip-on exhausts tend to develop hot spots where the titanium gets brittle and eventually tears/cracks. I’m on the 3rd one with this bike and I just installed it late Spring/early Summer and it’s already showing hot spots so failure is imminent. I had purchased a small inventory from eBay and some FB groups but I’m on the last one now. As my pace has improved, I’m going through them faster than before so it’s now time to come up with a longer-term solution, that being a full exhaust. I located an Akrapovic full system and there is a Spark full system available as well. Both are full titanium systems but they’re crazy expensive (~$2,500) whereas the Bodis is stainless steel is about half the price. The Bodis system weighs more but again, I’m not battling for podiums and I like the Bodis muffler which should be easy to fit with a Jay Murray baffle for quiet Laguna days. I also purchased the Bodis adapter so I can fit any 3rd gen 675 slip-on. Then, being a full exhaust, I feel that a proper dyno tune is in order.

I really like this bike and still feel that it’s an outstanding platform for my riding development. I want to keep it in good shape and it has very comprehensive data-gathering capabilities so it makes a lot of sense to keep working with it. I won’t say that I’m not excited to get a little time on the Tuono now that I’ve got it but the Daytona is my own personal riding development A bike, the Ninja 400 will continue to be my B bike. The Tuono will be for fun or a substitute or if working with other riders.

July 2022 at The Ridge, July 2022