Six Monkeys Daytona 1050 Speed Triple Full Fairing Superbike Conversion

Six Monkeys Daytona 1050 Speed Triple full fairing superbike conversion

The Triumph Speed Triple hits all the right buttons with a torquey 1050 3 cylinder engine and a naked street fighter look, it's a fun bike, but suppose Triumph wanted to offer a 1050 superbike, what would they do? Well, Six Monkeys, over in Germany, has a very well done full fairing conversion for the Speed Triple that turns the naked bike into a very muscular looking super bike. It's evidently been available for a few years, but I never saw it until Doug sent me the link the other day.

The fairing is from a Triumph Daytona 675 along with quite a few other bits from the Triumph parts bin, there's a Wilbers fork and rear shock conversion plus plenty of Rizoma pieces and it all fits together into a very factory looking finished product.

I think it looks good, and as easy as this would be to do, you have to wonder why Triumph hasn't done this themselves.

Thanks for the tip, Doug!

Link: Six Monkeys

Six Monkeys Daytona 1050 Speed Triple full fairing superbike conversion


  1. Fred M. says

    “I think it looks good, and as easy as this would be to do, you have to wonder why Triumph hasn’t done this themselves.”

    Because Tiumph would be in the same position as Buell was: Triumph would be building a great sport bike for street riders and there would be a vocal group who insisted that its lower horsepower relative to the Japanese I4 Superbikes was a sign of technical incompetence on the part of Triumph.

    • BigHank53 says

      It’s not just the hp differential between the triple and four cylinder engines. It’s the utility of the liter-class sportbike in any respect. At one end there are the R1, GSXR 1000, ZX-10, and the Honda RR. Then you jump to the BMW S1000 and the various Italian marques. And the one thing all these bike share–in addition to frightening insurance rates, high depreciation, and substantial price tags–is their shocking lack of real-world utility. The riding position is optimized for performance, not comfort. Cargo capacity is negligible. Passengers are an even worse idea than they are on standards, cruisers, or touring bikes. And the performance…

      I rode a GSXR-1000 recently, and here’s a little tidbit I learned on that ride: 9500 rpm in third gear equals 105 miles per hour. That’s 4000 rpm away from the redline. There are no public roads where the bike’s limits can be challenged legally and safely. None. The entire class of motorcycles is an evolutionary dead end: they have become status symbols, signifiers denoting both wealth and machismo.

      Now, this is all just opinion. Before you go off ranting at my cluelessness, ask yourself: is there some other kind of motorcycle ($30K choppers, Goldwing trikes, faux-retro Brat-style Hondas, GS1200s that never see dirt) that seem to be nothing more than status symbols?

      Anyway, after all that long-winded nonsense…I think Triumph is much happier selling a big fish in a small pond (the full-power liter-class standard) than they would be fighting with everyone trying to build the superest superbike.

      • Cowpieapex says

        Nothing more? (than status symbols).
        Nay! Excellent status symbols, superb fuel efficient commuter transport, brilliant sporting gear, I could (and do) go on.
        Sure, I know that some people will assess my character by what and how I ride. I’ve selected and modified my motorcycles as a reflection of my taste and personal philosophy as well as my needs and desires for mobility and freedom.
        Consider though that a bike like this can be acquired and modified at a small fraction of the cost of its automotive equivalent. So whether or not you think I’m cool or rugged riding my dual sport, sport bike or cruiser be assured, I am happy, more relaxed and financially better of because of them than I would be without.

        • Fred M. says

          Street riders would almost always be faster, more precise, more comfortable, and end the riding day markedly more coordinated after having hopped off of something like this (rather than a full on Superbike).

          Racers tolerate the crippling sport bike ergos in order to eek out minute top speed advantages (due to aerodynamics) on race courses. Racers don’t ride around with their butts in the air and their knees touching their elbows because it enhances their control of the bikes, that’s for sure.

        • JSH says

          Super fuel efficient transportation? Compared to what? My motorcycle is the least fuel-efficient vehicle I own and eats $400 sets of tires every 5K miles. It costs me 3x as much per mile to ride my bike compared to my cars.

          • Cowpieapex says

            Least fuel efficient? In Miles per Gallon? I am aware that several of the most extreme super bikes have fuel mileage figures in the twenties but most classes of bikes have many representatives that can deliver over 40mpg with performance that is anything but sluggish. I ride a Buell S3T that originally delivered 55mpg and a terminal speed of 140 mph. After re-jetting and exhaust modifications it has gone from quick to alarming, (saving that expensive front tire from excessive wear) but alas my power madness has driven my efficiency down to 45mpg. My other 2 bikes also deliver over 40mpg.
            As to, compared to what?, when I condescend to climb into a cage it is generally to carry a load suitable to my 1 ton diesel which, though it delivers 20mpg, rides on $1200 dollars worth of rubber and will cost around $35000 to replace when it reaches the end of it’s service life. My wife and daughter also willingly allow me access to their SUV and small wagon respectively, both of which deliver mid 20s.
            I know there are some terrific high mileage fun little cars that can deliver the same mileage as my Buell at a somewhat more sedate pace but my mountain top home requires AWD to reach by truck or Auto. With proper gear though I ride 50 weeks each year in relaxed comfort at little expense. All of my bikes pay for themselves in fuel savings alone. The psycho emotional benefits, though priceless, are free.
            One has to access the value of any overwrought hyper-machine by an entirely different set of criteria altogether. A speedboat, dragster, stunt plane, or superbike can be pressed into service as an item of transportation but such duty does not enter into the normal definition of common sense.
            If your bike is merely mal-tuned You may be able to achieve better efficiency with proffesional help, but I’d bet that with your appetite for $200 gumballs the real automotive equivalent to your bike would be a $125000 item from Stuttgart on $2500 rubber. Lets compare apples to apples, not caviar to lentils.

      • David says

        “is there some other kind of motorcycle that seem to be nothing more than status symbols?”

        You’re kidding, right? At least the sportbike guys actually RIDE the damned things. Go to a motorcycle rally of any sort and see which genre of bikes comprise the bulk of what gets TRAILERED there.

      • Bloor says

        “The entire class of motorcycles is an evolutionary dead end: they have become status symbols, signifiers denoting both wealth and machismo.”

        They’re false symbols of that, if anything. Around here, on the lightly-used market (where any reasonable person would buy a motorcycle), they cost the same or less than a (slightly more reasonable) 600cc sportbike. The Speed Triple sells for less than a similar Street Triple, for example. The Honda 919 is cheaper than the Honda 599. I can buy a Fireblade for basically the same price as a CBR600. Liter bikes are downright cheap.

        In my case, it’s the symbol that I can’t really afford a Triumph 675 at the prices the market is asking.

        Besides, there are no public roads where a 600cc-class sportbike’s limits can be challenged legally and safely, either. It’s hard to argue that liter sportbikes are impractical, and then hold up 600cc sportbikes as examples of practicality.

  2. says

    Maybe Triumph’s 2nd place finish @ the Daytona 200 will encourage Triumph to build the Daytona again? The Gary Nixon livery looked great.

    Nice work on that kit

      • dannyb278 says

        exactly what i was thinking. what a beautiful bike. A great race finish as well. glad to see the nixon bike go from strugling early on to damn near snatching the victory away from those 4 cylender bikes with the young bucks on them.

  3. WSBK says

    Why don’t they ask WSBK to enter a 1100 triple in WSBK. Fit right between the 1000cc/4cyl and 1200cc/2cyl ala the 675 in WSS? Now that would certainly get people interested and buying this style of Triumph Superbike.

  4. B50 Jim says

    You can argue the pros and cons, market placement, this bike vs. that bike — but this conversion looks like the factory built it that way — first-rate. That’s what it’s about. Nobody at Triumph is trying to dominate the 1-liter superbike field; they’re focused on building a top-quality English alternative that riders will find different enough that they’ll keep coming back even though faster bikes are easy to come by.

  5. BoxerFanatic says

    As someone whose introduction to motorcycles was tagging along to a motorcycle shop that sold new triumphs, and restored lots of old bikes of various brands, usually british… I fell in love with a tornado red T595 Daytona.

    I was very sad to see the big Daytona languish with a copycat styling upgrade after 2001, and then get cancelled altogether.

    I have wanted to see it’s return for quite some time, and this is very compelling. I like how the fairing is open. Enough of it there to make an aerodynamic difference, but not enough to look like too much tupperware. The tail even looks good, compared to the too-much-bobbed S3.

    Give this bike a Blue, with red and white stripe paint job that alludes to the Union Jack, and some better looking wheels… and it would be a drop-dead looker.

    But I have to agree. It may suffer from too much “fall in line” pressure from people wanting it to be a copycat of the Japanese I4s. Although I respect the tech on the S1000RR, and it’s numbers are inarguable, it seems less of a BMW to me, due to copying the Japanese supersport/superbike model.

    Is it so wrong to want a big liter sportbike that is a road bike, instead of a track replica being ridden around on the street?

  6. todd says

    All this time I didn’t even realize Triumph discontinued the big Daytona. It could be because the 675 is probably faster on the streets and narrow canyon roads than the bigger / heavier bike. Then, it’s probably because Triumph was selling more of their other bikes than the big Daytona.

    Regardless, this looks like a well executed bit of kit for people who need a little less ergonomics on their speed triple.


  7. AlwaysOnTwo says

    I’ll stick to commenting about this particular kit vs why not a “real” Triumph superbike.

    First, the kit doesn’t seem to change the the overall stance and seating position from OEM, just the appearance. That’s a good thing because a) the current Triple styling, headlight, instrument facia, exhaust trash cans and nits and pcs of plastic applied needlessly, is a visual mess. So customizing the appearance (or just changing it, period) is a good enough reason for this kit to be offered.

    Secondly, for those wanting to refit a slightly older T after riding it naked and a bit bored/been there and done that, and perfectly happy with the performance, another good reason for the kit.

    Third, it’s damn sharp looking.

    I find it fascinating that sooo many readers and riders are oblivious to the fact that a large percentage of riders don’t particularly care for massive doses of Hp and speed regardless of the bike’s image. Hundreds of thousands of riders happily enjoy the look of their machines and the riding experience without having to translate that into a death defying need for speed. Now, those of you that recall many of my post should realize that I am actually on that adrenaline addicted profile, but I appreciate those that ride a machine for it’s appearance.

    And every once in awhile I leave the VMax at home and fire up the old Iron Head 883 XLCH for a few days.

    After all, the customizing craze turns out plenty of 250 to 650 air cooled V twins a”la cafe racer style without any pretext of race capable horsepower. So why not a dress up kit for the fully street capable T?

  8. Swagger says

    Certainly a neat bike, and why not offer something like it from the factory. Developement would be almost nil since most all of it is already on their shelves. Oh well.

    Were it mine, I’d opt for a 3/4 version of the fairing shown so you could still admire that concise and tidy like engine. Hmm….off to the wreckers….

  9. says

    I’m not much of a fairing guy, but this thing almost looks better than without it. Sorta like the fairing was added as a factory option and was well thought out instead of a sportbike bike designed to be stuffed in under the fairing that was designed first. Did I explain that right?

  10. OMMAG says

    Very well done mod…. FWIW …. I always did and still wonder why Triumph has not sold a faired version of the 1050…..
    Personally … I think they need to make a sport tour version with a bit more wheelbase … a slightly taller windshield (about 3 inches should do) … the same bars as the speed trip…. and NO reduction in power or change to the engine map.

  11. Thom says

    Let’s all be honest: the big Daytona was never a big seller, it was just a way to establish the brand. Streetfighters are the British thing, so the Speed Triple is the way to go if the company wanted to sell bikes. I missed the Daytona when it was gone, but I imagine it would cost a fortune for Triumph to keep developing the platform to be competitive. The Speed Triple doesn’t need to compete with anything, so it doesn’t need a fortune in development.

  12. Barry Glading says

    I’m off to find a 675 fairing to figure out how to fit to my clip-on equipped 955i Speed Triple!
    I had no idea it would fit, or be made to fit. Trackdays on tracks with long straights are going to be a bit less frustrating without 600’s blowing by me hanging on for dear life in the wind blast of the naked front.

  13. Drovers Dog says

    FWIW and IMHO, that is a pretty decent sort of conversion and exactly waht I am after. Now that the Speed 3R is on the shelves that is going to be a great conversion.


  14. armarra says

    The looks of this bike certainly inspire confidence. One thing I noticed was the single sided swingarm. This is heavier than the double sided, but looks better. Are we going for a faster bike, or one that just looks good. The pipe over the rear wheels also raises centre of gravity and reduces exhaust flow. The latest 675 has returned to the side exhaust. So… a Daytona 1050 would have to put a bouble sided swing arm, a side, exhaust – reminicent of the daytona 955 and then we are getting somewhere.

    Simply putting clothing on a speed triple is a good exercise in aesthetics, but think how this would look with a side stainless exhaust as well. It would lower the weight, increase flow and lower the centre of gravity.

    While we are thinking of performance, perhaps a lighter tailpiece is in order and change the 6th gear to be higher as in the sprint GT, to make it worth the gear change and better use its torque to propel the bike to higher speeds !!

    You cannot make the engine rev much more, so lighten it, give it harder 6th gear, lower its centre of gravity and more exhaust flow.

    bike looks great but to get the performance of a daytona a bit more needs to be done than dressing the speed triple.