In the late 1990s Triumph decided to get itself a piece of the hard-edged sportsbike market. How did it all work out? ROB SMITH from Motorcycle Trader mag tells the story...
There's no doubt that when Triumph launched the T595 Daytona in 1997 priced at $17,990 a lot of people thought that here at last was a British motorcycle capable of chasing down both the Japanese and Italian competition and giving them a bloody good Old Trafford Road-style kicking. The fact is it didn't happen - and in truth it's unlikely to happen - ever.
Did that really matter? No - not really, the T595 has much to commend it to those who couldn't give a stuff about a second or two at the track. However a series of teething problems threatened the reputation of this important model at a crucial time. Triumph, to its credit, responded by taking the problems on the chin and initiating a recall and stopped the threat in its tracks. More on this later.
Ostensibly the T595 had a two-year model life from 1997 until 1998 but in fact ran with only subtle performance changes as the 955i for a further three years.
In this Hindsight we look at both variants and answer the question, "Should you buy one?"
HISTORY
The T595 was a significant model, as the T300 models had fulfilled their mission of establishing the Hinckley Triumphs and the marketplace was waiting for something a bit more cutting edge.
Paradoxically despite the 595 designation, the T595 features a liquid-cooled, three cylinder, DOHC, 12 valve engine displacing 955cc designed in part by Lotus. Fuelling is by 41mm throttle-body fuel-injection. Power is a claimed 125hp at 10050rpm and torque 10.4kg-m at 7550rpm Delivery to the rear wheel is by six speed gearbox and chain drive.
Both the T595 and T955i have a somewhat bulbous look. Blobby to some and organic to others. Call me old fashioned but curves that flow underline the inextricable link between sex, desire and motorcycles. (BMW and others please note!)
The engine is housed in a light alloy tubular frame, while up front there are conventional 45mm Showa telescopic fully-adjustable forks and a single rising-rate fully-adjustable shock, again by Showa, at the back. Seat height is an achievable 800mm. Although, owing to the wide-splayed tank, shorter riders struggle a bit - especially as with a full 18 litres on board the bike is typically top heavy.
Brakes are the highly regarded Triumph-badged Nissin four-piston units snapping into a pair of 320mm floating discs.
The whole plot weighs about 220kg wet.
In early 1998 the T595 gained some different exhaust cams before getting renamed the 955i late in the same year dicing the misperception that the T595 was a 600 by stating its actual capacity and leaving the way open for the release of the TT600. Differences were small and unobtrusive but collectively produced a sweeter motorcycle. Included were different throttle bodies as well as a new stepper-motor in the air well and a larger air box. The only other changes were a heavier rear spring up from 13kg to 14kg and a little more ground clearance.
1999 saw a different silencer, a shorter wheelbase and another revision to the fuel-injection.
ON THE ROAD
Here at MT the Daytona has always been regarded well. It's a fast road bike and as such is superb. Hop aboard and lean forward to grasp the wide, low and non-adjustable bars. Push it around and there's a feeling of top heaviness that disappears once the clutch is out. Surprisingly there isn't the ultra low-speed drive off an almost closed throttle that characterised earlier T3 series models. Dial up the revs to about 3000rpm and things are fine. The wide tank forces your legs apart but the footrests combine with the reach and stretch to provide a reasonable riding position. Being 'sporty' it'll still kill your wrists after a while - but then you knew that.
Equipment and finish is good although the idiot lights are too small to be much use and at night the speedo becomes hard to see due to a poor choice of background and needle colour.
It's a fairly heavy unit, certainly not light like an R1 or similar. Personally I think a bit of weight adds to the ground hugging, secure feeling you actually welcome on a road bike especially if the suspension is on the soft side - which the Daytona's is. However don't think that this is a problem as you'll be grateful when the thing scuttles across a series of corrugations without turning into an anal jackhammer.
Despite the weight the bike turns fairly easily and is a delight to throw side to side on mid to fast sweepers. Braking is both powerful and dependable at any pace just as you'd expect from the Triumph-badged four-piston calipers. Cutting loose on an open road is where the Daytona really comes to life with the three cylinder engine really turning on the charm. You can rip up and down the six-speed box playing triple time concerts for anyone with ears, or sweet-torque in top gear and romance the road through the touch of the tyres, the excellent feedback from the chassis and brakes and the delight of life-affirming high-velocity travel. Sounds like a great ride doesn't it? Truth is - it is.
IN THE WORKSHOP
Just as a fit and well Daytona is an absolute delight to ride, there are things you should know. Right up front I'll say that just about all the problems I'm about to list will have been sorted by Triumph and so are largely historical, however you should be aware of the following. Let's deal with the recalls. The first and probably the most widely known was the issue of the tubular alloy frame cracking. In actual fact this no more than two or three frames worldwide and Triumph responded by sending replacement frames as well as a team of technicians over to Australia to carry out the work. Early frames were polished while the changed frames were painted silver. It is highly unlikely that there are any of the old frames anywhere in the world.
Another recall was to fix the problem of fuel lines blowing off the fuel pump inside the fuel tank that required modified clips. Starter clutches were also subject to a recall while other issues related to the wiring harness - in particular the earth connection in the connector block. If your instruments don't work, that's why. For complete assurance and a history of all recall work - contact your local dealer.
Other idiosyncrasies include running hot and the unexpected delight of cutting out on hot days especially at traffic lights, which can be frustrating as well as embarrassing. Lastly check the rose joints of the gear change linkage that wear and result in a sloppy gear change. Lube frequently.
I'm not going to sugar coat this. The Daytona is not easy to maintain yourself. You could if you wanted to buy the tools like the elongated plug spanner, Torx screwdriver, filter tool or the 46mm socket for the rear wheel as well as the torque wrench for the same - but there are other better things you could be doing with your life.
When buying, look for obvious crash damage and make sure the consumables have reasonable life. Check that the engine temperature gauge needle and idiot lights don't flicker about when the ignition is turned on as this is an indicator of the earth block problem. It should start on all three cylinders without hesitation. Firing on two then three will be a dodgy coil connection or plug cap. Being an all-in-one unit they are expensive and hard to track down.
Make sure the malfunction-indicator light goes out - if it stays on then you're in for a trip to the Triumph dealer for a diagnostic reading.
Check the condition of the single-sided, rear-wheel chain-adjuster. It needs to be loosened and tightened with the correct C spanner in the tool kit not a hammer and a screw driver. On second thoughts get the 46mm socket and a torque wrench!
RUNNING COSTS
Regular servicing is essential and although Triumph recommends a minor service every 10,000km, the bike, which is mechanically noisy anyway, will be getting noisier and demanding attention. Cost will be about $220. Major services are every 20,000kms and will cost about $450 -$500. Regreasing the rear wheel bearing at the same time is important. Service history is a must so you can check that the throttle bodies have been adjusted properly and the latest download included.
All 5-Series Triumphs have quite a long chain run so careful attention to chain tension is critical. Take the time to get it right. Heavy bikes can be hard on tyres and as the Daytona runs a 190-section rear tyre, replacement won't be cheap.
MODIFICATIONS
While you wouldn't say the Daytona was slow as standard, a pipe and download will sharpen things up and make a noticeable difference. For a claimed 145bhp at the rear wheel, Triumph specialist Charlie at Turn One Motorcycles in Melbourne will perform a little magic with the head and exhaust. Obviously suspension will need a makeover if there's more than 30,000kms on the clock - and that's about it really.
SUMMING UP
Buying with your eyes open and doing your research means you can snap up a peach - just don't expect a track day humiliator unless you're good and your GSX-R mates are crap. The Daytona is an outstanding road bike for real road riders.
CONSIDER THIS
Can't stand the thought of riding something made by Poms? The YZF1000 Yamaha is a good alternative as is the CBR1000 Honda.
SPEX
TRIUMPH T595/955i
ENGINE:
Type: Four-stroke, liquid-cooled, DOHC, in-line three cylinder
Bore and Stroke: 76 x 65mm
Displacement: 955cc
Fuel system: Sagem EFI, 41mm throttle body
TRANSMISSION:
Type: Six speed constant-mesh
Final drive: Chain
CHASSIS AND RUNNING GEAR:
Frame type: Alloy tube perimeter
Rake and trail: 24degrees and 86mm
Front suspension: 45mm Showa forks, fully-adjustable
Rear suspension: Showa rising-rate monoshock, fully adjustable
Front brake: Twin 320mm floating discs with opposed four-piston calipers
Rear brake: Single 220mm disc with two-piston caliper
DIMENSIONS AND CAPACITIES:
Wheelbase: 1440mm
Seat Height: 800mm
Fuel Capacity: 18 litres
Dry Weight: 196kg
PERFORMANCE:
Power: 125 hp at 10050rpm
Torque: 10.4kg-m at 7550rpm
GLASS'S GUIDE
T595 DAYTONA
97 - $11900
98 - $12500
T955i DAYTONA
98 - $12000
99 - $12500
00 - $12900
INSURANCE
1998 Triumph 955i Daytona:
Quote: $767 (12 months)
Standard excess: $500
Sum Insured: Market Value
Comprehensive insurance: Calculated using Western QBE private use insurance premiums allowing for a 30 year old rider with 60% No Claim Bonus (Rating 1), cover restricted to policy holder only, travelling less than 8,000km a year and living in Melbourne. GST and stamp duty are included.
Other options are available - please call 1800 24 34 64 for details.
ANOTHER VIEW...
Back when they were launched, the new generation Daytona series was a major high wire act for Triumph - perhaps more than most people realised. I was working for Triumph Australia at the time and was responsible for the media launch of the new machine.
The factory's first conservatively designed 300 series of triples and fours had gone remarkably smoothly, developing a reputation for being tough and reliable, aside from some sprag clutch issues that were generally cleared up under warranty.
However the new injected triple - the first of the 500 series - along with its alloy frame was both a completely new design and a declaration the company was prepared to step into the modern world of lightweight sport bikes.
Sticking with a three-cylinder engine was just distinctive enough to remove it from the vicious horsepower race at the head of the sporting pack, though the package was more than lively enough to hold its own in all but full race situations.
Triumph had already proved it could build powerful and reliable engines, but this was the series that showed it could make something that really handled, with arguably the best front brakes on the market.
Something which struck me on the first ride of the new model was it had decent sports credentials, but was still a "real-world" motorcycle to the extent that its seating position wasn't likely to send you to the chiropractor. They've stuck with that general character over the years, which I reckon is as good a reason as any to own one.
Guy Allen
No comments:
Post a Comment