TRIUMPH
DAYTONA
TRIUMPH DAYTONA RED BODY PAINT |
A
crucial factor in the Daytona's development was Triumph boss John
Bloor's decision to abandon the modular format with which his firm
had entered the market in 1991. Modular design involved several
different models sharing many components, and had proved a
cost-effective way of developing a range of bikes rapidly. But it
involved too many compromises for a competitive super-sports machine.
The
Daytona changed all that. This time, Triumph's designers had no such
handicap in developing a purpose-built triple. The T595 title came
from Triumph's factory codentffflg- a factory tradition dating back
to the T120 Bonneville and beyond, but the bike was later renamed the
Daytona 955i because many people thought the 595 referred to
capacity. This was in fact 955cc, as the motor was a bored-out
version of the previous Daytona's 885cc liquid-cooled, dohc 12-valve
unit.
TRIUMPH DAYTONA GREEN BODY PAINT |
If
the motor was a development of its predecessor, then the chassis of
which it formed a stressed member was totally new. In place of the
old steel spine was a perimeter frame of twin oval- section aluminium
tubes. Styling was a key factor in the chassis design, hence the
frame's polished tubes and the single-sided swingarm that enhanced
the Daytona's sleek and distinctive look.
Suspension
was by Showa of Japan, with 45mm forks and a similarly
multi-adjustable shock.
TRIUMPH
DAYTONA
Compact
and eager to rev
From
the rider's seat the Daytona felt notably more compact than previous
Triumphs, and it was certainly much faster too. The new motor was
smooth and eager to rev. It kicked hard anywhere above 6000rpm to
send the triple surgin YELLOWg forward and its rev-counter needle flicking
towards the 10,500rpm redline. Peak output was 128bhp at 10,2()0rpm,
giving a 15bhp advantage over the previous Daytona Super III.
With
its rider tucked down behind the fairly low screen the triple was
good for over 160mph (257km/h). Only the slightly notchy six-speed
gearbox and a noticeable power dip at about 5500rpm marred the
impression of a superbly fast and sophisticated sportster.
There were
no such complaints about the handling, particularly on the road where
the Triumph Daytona combination of light, neutral steering and confidence-inspiring
stability was very impressive.
The
top-heaviness of previous Triumphs was gone, replaced by a pleasantly
manageable feel, and backed-up by excellent control from the firm yet
compliant suspension. Although the Daytona could not quite match the
agility of its raciest rivals, it was not far behind, and its Nissin
brake system gave outstanding stopping power.
The T595
Daytona was more than an excellent sports bike, it was proof that
Triumph was truly back in the big time. Almost 30 years after Honda's
CB750 had arrived to outclass the previous Meriden-based factory's
T150 Trident triple and hasten
the demise of the once dominant British motorcycle industry, Triumph
once again had a sporting superbike that stood comparison with the
very best in the world.
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