Done deal. Well... almost. I have ordered today the 675 Daytona's pegs, peg mounting brackets and both levers plus the few bits and pieces necessary for the swap. About 450 US$ worth of parts. It looks like a simple bolt-on affair, as judged by the factory on-line technical site... but we'll see how the installation actually goes.
The Daytona pegs sit over two inches (close to 6 centimeters) higher than those of the Streety. And, having owned a 675 Daytona, I have always felt short-changed with the Streety in terms of leaning angles :motorbike: Jamie
Swap to Daytona pegs, peg brackets and levers performed today. NOTHING, boot tips and/or pegs scrapes the asphalt anymore.
Pros: Drastically improved cornering clearance/less apprehensive leaning angles. Which was the aim of the game.
Con: Where's the (my) limit now?
A definite "must do" change, particularly if you ever plan to take the Street Triple to a track. Those who did on June 2 in Northern France (my dealer had invited me but he eventually forgot to enroll me, as already posted) UNANIMOUSLY agree.
So I am still exploring the new leaning limit. I have some further testing to complete. For all I know, I used to be faster on the Daytona 675. Right now there are few inhibitors. Firstly , at 59 years of age, I seem to be running out of road rage (sigh!). Secondly, the std equipment Dunlop don't send me enough feedback when pushed to their limit, grip-wise. Thirdly, and I'd submit it's the key hurdle, the Street Tiple relatively high bar (compared to the Daytona 675 clip-ons) provides for an excellent and almost effortless leverage in twisties, at times bordering on over-steering. But that's at the expense of front end tracking precision.
How about the right peg? Were you able to just bolt on the brake pedal and rear master cylinder of the Street on the Daytona peg or do you need the Daytona's brake pedal and MC as well?
I have yet to take pics, sorry Frizz. Until later. Jamie
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