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All good things come in threes: Triumph Daytona 955i versus Sprint RS.

A straight three cylinder. The golden mean between two and four cylinders. A lot of pressure from the idle level, linear thrust across the entire speed range, accompanied by a sound that sends a pleasant shower down the spine. Triumph relies on this fascinating drive concept for both the Daytona 955 i and the Sprint RS touring sport variant launched at the end of last year.
With success. In the RS in particular, the 955 cubic centimeter engine used in both demonstrates its strength. Compared to the Daytona, although it has a little less peak power, the RS has an even better torque curve: at 3000 rpm, just under 90 Newton meters of torque ensure sovereignty. And so the Sprint has the edge in narrow passages. Because she pushes out of the corners more forcefully than the sportswoman. However, it can make up for this small deficit with its increased performance on the many fast sections of the route. Whereby it does not reach the level of current 1000cc four-cylinder with 122 measured PS.
Both of them are worthy of criticism: the gnarled, hard-shifting gears. With spontaneous throttle response, actually a parade discipline of the triplets with intake manifold injection, only the Daytona shines in the Eifel. From a cooling water temperature of over 80 degrees, the RS engine converts the abrupt opening of the throttle valve into propulsion with just a second of thought. A phenomenon that is already familiar from its fully wired sister, the Sprint ST.
Still, in terms of drive, the two are almost on par. The Daytona gets the decisive point advantage with the chassis. Up to a courageous driving style, which would be suspecting points on public roads, life is great on the RS. Not overhanded, but wonderfully neutral and predictable, the sports tourer can relax and circle through the labyrinth of curves. To be emphasized: the very comfortable sitting posture for taller contemporaries, while smaller people feel a bit lost on both Triumphs.
If the pace increases a little bit, the RS no longer really wants to play along. Its suspension setup fits perfectly on the country road, but it reaches its limits on the ring. Too soft and at the same time too few adjustment options to help the chassis on the jumps, are the criticisms of the testers. In addition, the sprint on the Nordschleife lacks freedom from banking. Even with ring novices, not only do the fear nipples touch the footrests, but the asphalt also leaves lasting impressions in the front fairing.
GThe Daytona is different. It seems to feel more and more comfortable with increasing speed, shows its better handling and stability. And gives your pilot the reassuring feeling at all times that he is absolutely in the green. Which is why the 955i is so popular with newcomers to the ring. If it weren’t for their insensitive, appealing shock absorber, their point advantage would be even more pronounced. And while other athletes may be better suited to setting records on modern Grand Prix racetracks, the Daytona will remain on the Nordschleife as it always was: a damn good road sweeper.

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