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Jari-Matti Latvala admits error

Jari-Matti Latvala was found at the end of his time at Ford very self-critical and talked about his greatest weakness, which has still not been eradicated.

Jari-Matti Latvala took leave at the end of the Rally of Spain on radio very emotionally by his Ford team. Since he was 17 Age of the Finn drove for the team from Great Britain and was since 2008 the factory team under contract. However, he could rarely deliver the required results and therefore also publicly apologized to his team director Malcolm Wilson to have caused so often been off the track and crash.

"In a way Im disappointed that I did in those years, neither the driver nor could provide the manufacturer championship," said Latvala was self-critical. Ford has always been competitive, but the 27-year-old admitted that his lack of consistency was responsible for the loss of many points. "I make too much pressure and Im off the track I should learn from this, but it looks like Im a slow learner -. I hope that will come ..."

Although he recognized the situation, Latvala admits that his behavior has not changed still. "If I lose time, then I make more pressure and try to win back the time and then I come off the road," explained the Finns problems at many rallies 2012th
A major challenge

Despite these shortcomings wants the former Ford driver in the coming year to attack again and secure the first world title for Sebastien Loeb. Should fold, the title is sized in his eyes, but different. "Personally, I wanted to beat Loeb, but that did not work," reported the Finn. In 2010 he was with 105 points behind the first to follow the Citroen drivers and could never again closer to the nine-time world champion.

With his new team mate Sebastien Ogier and also the new number one at Citroen, Mikko Hirvonen, he sees but also get great competition to be expected and a strong WRC season. How good is he beat and Ogier were and whether a battle for the world title is possible, would depend primarily on the Polo R WRC. "I know nothing about the car," admitted Latvala on this point. "We have to see how the car and give him some time, but the team will be great and that is a big challenge."

The upper class of England goes on about it all. Or at least at each over.

Both the performance of the 600 competitors and the purchase price of the British super athlete require a high fixed scale. Red Bull Rookies Cup Youngblood Luky Trautmann goes under the Suzuki GSX-R Challenge 2011 with a production up to the WP shock absorber GSX-R600 one 1:57 his time at the Hungaroring, where similarly the Pannoniaring everything under 2:00 in the life of an amateur athlete unlikely as a conviction for a robbery billion of public money in the high economic environment. Even myself went this September at 2:03, using detached mirrors and license plate and clean of glued-vehicle lighting.

By the end of the last decade the Supersport class has reached its peak and only a few manufacturers are investing now and then in the development of their models in this segment. No money means no money from the customer by the manufacturer, and in the worst case in the eternal immobilization as "discontinued model". Still, its not that far, but about an update occur in some companies today no longer engineers and designers, but painter. New paint, new model, as simple as that.

New paint, new model?

More gratifying is that the enthusiastic English engineer tried to convince their CEO to several of them, in addition to the Daytona miss a few brush strokes and a new engine. 2006 Triumph Daytona has introduced the small, then still with aggressive and sometimes unpleasant for the driver geometry. The seat height of 825 mm and a low drive tipped much weight on the wrists, which could become a burden on longer journeys. In a 2009 update, however, the focus was on what is important to a motorcycle: more power, less weight, improved dampers and brakes. 2011 was followed by the R version and marked the high point in the history of Daytona. Noble Carbon parts and an Öhlins Racing delivered real performance out of the box, not for little money.

With the update, three years ago, was the first one is already thinking about the next generation of models. Coming first - exactly - more power and torque. The packaging should the handling accordingly be even sharper and the last point is even a concession is the safety first society.. ABS The muscle is certainly succeeded with 128 hp at 12,500 rev / min and 74 Nm at 11,900 rev / min guaranteed. New to the 3 hp and 2 Nm more than its predecessor. The implications of this approach in this class is enormous.

In order to achieve an enlargement of the bore, and a shortening of the stroke at constant dimensions, the entire engine case must be redesigned. The reinforced pistons measure now 76 instead of 74 mm, the stroke is only 49.6 instead of 52.3 mm long. Although more compact design, the cylinder could be strengthened, allowing a higher compression ratio of 13:1. Two injectors per cylinder were mounted min and the maximum speed to 14,400 U /. (13,900) alleged above. Order to prevent the coalescence of the oil in the crankcase during heavy braking, small barriers were formed. Many of these seemingly minor but important adjustments in truth are fed by the experiences of the British motorcycling.

ABS allows drifts and slides.

More power requires more braking power, so both models received new front Brembo discs with 310 mm diameter and 4.5 mm thickness (2012: 308 x 4.00), and a new 220 mm rear disc with Brembo piston calliper. Only the R front 4-piston calipers in Brembo monobloc construction, in the normal Daytona comes Nissin used. The first time you will be supported on request of a disconnectable ABS, in the Circuit Mode is very athletic and allows slides and drifts on the rear tire. The control unit is also supplied by Nissin, the entire system is only 1.5 pounds more weight. This rests between a wheelbase of 1375 mm to 52.9% on the front axle. The shrunken by 20 mm Wheelbase results from altered values ​​in rake and trail and a new swingarm.

The asymmetrically shaped swingarm is lighter, stiffer and shorter, the pivot point is still adjustable. Finally, one also has the driver does not forget and does it with a higher handlebar and lower seat (unchanged R version!) The pain of the joints. But I have other problems as joint pain. I am here to test a new, not entirely effective motorcycle on an unfamiliar route, together with a couple of fast people, and after I hit less than a month before a deep notch in the Pannonian and asphalt in my Immaculate pretzel-Zählstab have.

After the start-finish two sharp turns, the screw is as slow worms on a hot stove, a chicane that is no, because you can durchämmern full before one gets on a long right into nothing accelerates until the road by 180 ° turns back and in an equally long links there, leads where you came. Then a left corner, which stands on a hill in a blind downhill left, after you have full tilt on the brakes in order not to miss the next right. Another left corner for carrying fire before it goes uphill in a double right, the ideal line should remain unknown to me until the end. Over another hill is on a straight line, which turns in the last third slightly left, taken pace. Full decelerate sharply to the left, back to the full gas and the last double-links that you have braking much later and much rounder go through that target. And here we are again on the short start-finish straight.

Lossless feedback.

Two positive things fall initially in irritating way. Although I am almost exclusively with the 600s on the Rennstrecked way, I have upset in the first turns the feeling that Daytona would simply from the unstable side position, it is so handy and agile. Naturally, the new Pirelli Diablo Supercorsa SP their remaining, the front in the dimensions 120/70-17 and 180/55-17 rear and do their aggressive Lightning profile British fit perfectly. The Slick share in the shoulder area has been increased by 24%, 23% more in the rubber racing mixture.

Also makes for some confusion, the new clutch that helps the driver to engaging and disengaging and reduces the force on the lever by 25%. Feels like a highly sensitive trigger. Sensitive within the meaning of sensitive simultaneously is the key word to describe the character of the 675 R fundamentally. The motorcycle is information without losses from the interface between the tire surface and asphalt. Nothing is blurred, distorted or lost. A loss free leader who translated the current dynamic state of 1:1 and transmitted to the driver.

The distinction is usually a structured for dedicated service on the track bike from the original out of the box. In the Daytona 675 R, this difference is limited only to the vehicle lighting. As mentioned above, the other can be very good. But the triumph is a step further, for me not only the unique alternative to all the 600s, but also to the thousands who have long represented about themselves and the running characteristics of 99% of all A-certificate owner outgrown. Yes, we are the 99%, but that we are to blame. The 675 R is for many people who have the money for a 1000, be the step in the right direction. Crazy handling, European geometry V2 Feeling down, four-cylinder hysteria above, intervening unmatched triple Molto Forte.

To win or to the cafe.
The Daytona has beaten all others before they have even played their last two trumps. The sound from the compulsory and to please open-bearing Arrow-pipe is probably the lewd, which made my ears vibrate each and eggs. The growling, screaming and banging from the baton is called Quickshift masterfully directed. Standard equipment on the R, easy to install on the standard version without interfering with the electronics. New is that the three cylinders in a gear change sequence start at intervals of 60 to 120 milliseconds again, which makes for a smoother transition, both at high speeds at full load, and at low speeds under light load. The shifter performs a just victory or the cafe as you want. And exactly the same goes for the Daytona 675 R.


Triumph Daytona 675 R Specifications And Image Gallery