All Trials – Maya the bee doped with EPO! – Used TRIUMPH

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Maya the bee doped with EPO !

All Trials - Maya the bee doped with EPO! - Used TRIUMPH

Who would have bet on this little sportswoman after the failure of the 600 TT and the fire at the Hinkley factory? Especially since Triumph is moving more towards the revival and the three-cylinder in line than towards the hypersports in vogue on the island of the Levant ….

After the commercial failure of the 600 TT and the fire at the Triumph Hinkley factory, who would have bet on this little sports car? Especially since the English brand seems to be moving more towards the "revival" motorcycle and the three-cylinder in-line character than towards the hypersports in vogue in the marketing departments of the Ile du Levant … To believe that for a times, it is the Europeans (or almost) who copy the Japanese…

It is therefore with a certain a priori that we take possession of this yellow bombinette, before embarking on a 1,300 km journey on its handlebars..

First shock: she has a very pretty face! It is the case to say it, if we look at it head-on. A supercharged bee face with two big evil eyes / headlights, two antennas / mirrors and a hungry mouth / air intake … The angular lines mark a strong sporting positioning and the yellow reinforces the impression of general aggressiveness of line. No doubt about the commercial positioning: it is a sport! And given the reactions of passers-by, aesthetics and originality hit the mark every time !

A quick tour of the owner at a standstill immediately shows the quality of the finish. Nothing sticks out, the cockpit is classic but chic, although a bit poor in information. No fuel gauge, the time is displayed as long as you ignore the trip, the commodos are up to current standards and the horn is neither good nor bad. R.A.S on that side.

Under the backrest replacing the passenger seat, a micro space allows you to fit rain pants and a pair of shoehorn overboots, but nothing for the anti-theft. Will we one day find a sportswoman who grants this kind of concessions? And even worse, no tie-down hooks for a net or bungee cords. Goodbye long trips or the city, because it is impossible to tie up the motorcycle. Shocking! Coup de grace: the resin tank with very angular shapes may pose major problems to secure a removable bag. Failed practical side !

An Englishwoman in Paris

Before a trip to the center of France, a short passage through the capital, its ring road and its expressways … A bit of tourism, in a way! First good surprise: the driving position, sporty but not radical. The cuffs are not broken in half and the not too firm suspensions accentuate this feeling of comfortable efficiency.

Another good surprise: the propellant, very surprising for its ability to run at low speeds. The range of 2,000 to 6,500 revolutions allows for efficient use of a handy little torque, provided you play a little with the gearbox, which also works well for this use. Fast and precise, firm and soft at the same time: a treat for winding quietly on urban roads! On the other hand, a slight fairly clear dip is felt thereafter, until the fateful bar of 8,500 turns, from which it is the lyrical flight to the red zone … Station first, the front has a tendency to rear up violently, as if to remind the pilot that one does not play with a herd of more than one hundred horses! And what a sound! Hoarse, metallic, transcended by mechanical noises when decelerating. It hisses, it scrapes a little, it’s alive and endearing! Small detail not bad but surprising for a modern injected engine: impossible to start hot without giving a little gas.

The only regret, in the end, is not being able to carry anything other than using a backpack, which presents a big danger compared to the lock. Falling strictly prohibited…

The holiday highway…

Departure: night motorway for a stage of 300 km. Well set at a "reasonable" average speed – that is to say high enough not to sleep, but low enough not to lose too many points – the wind carries the bust and the journey is made in two times (obligatory refueling break) without any fatigue. The return will confirm this ability to swallow the connecting routes: 500 km during the day without batting an eyelid, not a cramp, no need to squirm in the saddle to relax the legs or arms. Am I really sitting on a sports car ?

To be sure, first test on the motorway in Issoire. Sequence of rapid virolos on a clean surface: yes, it is indeed a sportswoman! The boiler screams at the middlemen, the bike angles a block and does not come apart on the fittings, probably aided by the Pirelli train Diablo which gives the somewhat confusing sensation of piloting a flying carpet! The brakes shine with efficiency, feeling and power answer the call.

Here, a biker overtakes me! Blue BM, open modular helmet, microphone protruding. Ouch … He yells something that I understand is a warning to stop on the side … After a few minutes in the van, I leave 4 points and 90 euros reduced. But at least I’m leaving. Be wary, therefore: a portion is limited to 90 km / h just before the ascent which turns … At least, I tell myself that the blue that caught up with me must have shed a little, seen as it was red, and especially since he stopped me just outside the van parking area. Proof that the Englishwoman has gniac, right? In any case, I wasn’t attacking…

Extreme test: hardcore departmental !

As for Langeac, we get to the heart of the matter: the hardcore departmental! The one that turns, not necessarily well coated, with real pieces of gravel in it and snow around! Based on the principle that trying a motorcycle is a priesthood, the Daytona offers itself a little night special: Leangeac – Pinols by the D 590 … Quite a program !

In these precarious conditions, I took great pleasure in investigating the sequences of virolos. The Triumph is reassuring and the best sign of its efficiency is that it is forgotten and allows me to concentrate on the pleasure of sensual curves. Two regrets, however: the first is related to the concept, not to the machine: the engine must be kept in the revs to be fully expressed. The second concerns the steering, which freezes when entering a slightly optimistic curve, two fingers on the right lever and the front which rises a little too much in the event of taking the brake on the angle, which m ‘will happen more than once during the impossible climb! But at least the headlights illuminate properly, which is reassuring.

In front, a big roadster sticks a boulevard to me thanks to its big trunk … or to its driver? In short, that’s good, which will give us the opportunity for a well-deserved night break, in the middle of nowhere, by the light of the baby Dayto parking light (be careful not to forget it, the battery wouldn’t last long).

Everything comes to an end…

Last trick of the owner before returning the toy: the paint is marked with black in several places, mainly on the tank. In so few kilometers, it has taken so much dirt that it will need a blow of polish to erase these unsightly stains … Disappointing! For the rest, chain lubrication, easy checking of the oil level which has not moved a millimeter, and goodbye, I cut off the ignition with a little taste of coming back…

So why do this Triumph 600 Daytona? That’s the problem! As much as it is seamless, very suitable for the road and probably not a trestle on the track, its total lack of practicality restricts its road capabilities. Too bad about the positioning error, because it could have taken the place left vacant by the late Honda CBR 600 and Yamaha Thundercat, that of sports cars capable of driving to the end of the world knowing how to preserve a minimum of user-friendliness. It is indeed difficult to imagine leaving for a week of intensive driving (on the roads of the Var, for example!), Or even for a weekend in Le Mans with weapons and luggage on this small yet endearing motorcycle. It is therefore better to be accompanied by a machine capable of accommodating saddlebags !

Technical sheet (manufacturer data)
Engine
Type Liquid-cooled, 4-cylinder in-line with two overhead camshafts
Displacement 599 cm3
Bore / Stroke 68 x 41.3 mm
Compression ratio 12.5 to 1
Food Two-flap forced air multi-point electronic sequential injection
Ignition Digital, inductive type, by the injection computer
Transmission
Primary By pinions
Final By chains with O-rings in X
Gearbox Six speeds
Clutch Multi-discs in oil bath
Cycle part
Frame Perimeter in aluminum alloy
Swinging arm Double aluminum alloy
Front suspension 43mm cartridge fork, with preload, compression and rebound adjustments
Suspension AR Monoshock with adjustment of preload, compression and rebound
Front brakes Dual 308mm floating discs with four piston calipers
Rear brakes Single 220 mm disc and single piston caliper
Front wheel Three-stick alloy, 17 x 3.5 "
Rear wheel Three-stick alloy, 17 x 5.5 "
Front tire 120/70 ZR 17
Rear tire 180/55 ZR 17
Dimensions and weight
Length 2,050 mm
Width (handlebars) 660 mm
Caster angle 24.6 ° / 89.1 mm
Height 1,135 mm
Saddle height 815 mm
Wheelbase 1390 mm
Dry weight 165 kg
Tank 18 liters
Performance (measured according to standard to DIN 70020
Max power (*) 112 HP at 12,750 rpm
Max torque 68 Nm at 11,000 rpm
(*) Without the effect of forced air
Commercial information
Colors Racing Yellow, Aluminum Silver
Guarantee 2 years, unlimited mileage
Revisions 6,000 km or annually, whichever occurs first
Price € 8,990 tax included

Finally, note that until June 30, 2004, Triumph offers one year of insurance (civil liability + legal protection) for any purchase of a new Daytona 600 at a Triumph dealership..

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