Second-hand advice Triumph T 595 Daytona

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Second-hand advice Triumph T 595 Daytona

Second-hand advice Triumph T 595 Daytona
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Triumph’s sportiest three-cylinder engine hardly leaves the driver indifferent? not because of the seat heating up. In the case of high used prices, you have to calculate coolly.

Peter Limmert

08/11/2000

With the Daytona T 595, Triumph has a very hot potato on the market. Since the three-cylinder with electronic injection and a modern chassis layout confidently faced the Japanese and Italian competition in 1997, the English brand has grown significantly in profile. Even the first visual impression of the compact machine makes it clear who the Daytona wants to address: a little rounder and less sporty filigree than the Ducati 916, but in comparison to the Japanese, fully disguised monotony, quite distinctly European.
With the smooth, smooth three-cylinder engine and the single-sided swing arm in the light aluminum chassis, the Daytona T595 finally found the response from buyers that the more sedate, styled earlier models had failed to do despite many of the same components. With a stock of almost 2000 pieces, Triumph has a foot in the door towards Ducati.
What is surprising for the Daytona newcomer is how easily and playfully the machine can be moved in the first few meters. The MOTORRAD copy was made available by the used machine dealer Manuel Wahl from MotorCity in Albershausen near Goppingen. The machine, built in 1998, with 7600 kilometers from first hand, is offered for 15,990 marks. It is fitted with the standard Bridgestone BT 56 R tires, in the rear in 190/50 dimensions. Many drivers mount the narrower 180 for even easier handling. Registration is compulsory and costs around 75 marks. LSL Match handlebar halves are fitted as extras, the offset of which is more suited to the driver, price without assembly 650 marks, as well as a Shark high-up silencer for 880 marks.
The three-cylinder reacts extremely precisely and directly to even minimal movements of the throttle and pulls through without any delay from 2000 rpm. Accompanied by a hoarse, hissing sound melange of vital intake noise and a sonorous, bright damper sound. The wide area in which the four-valve engine activates enough power for propulsion; makes very lazy driving possible on the country road, six gears are actually superfluous. Gear changes are easy, although the detent could be even more precise. The fairing protects very well up to 160 km / h.
The front brake is great: very effective deceleration of the machine, which weighs around five and a half quintals. But the effect of the rear stop is only sparse. Not so great: after just a few minutes, the engine heat creeps into the driver’s legs and buttocks, even when the outside temperature is low. The hot flashes are extremely annoying. The water temperature display gives free travel after two to three kilometers, while the engine oil only reaches the required operating temperature after 10 to 15 kilometers.
The first models in 1997 had minor ailments. Up to chassis number 050 476, the seals on the fuel pump plates under the tank were replaced. A cylinder head gasket was over on the MOTORRAD endurance test machine and the swing arm protection crumbled. Because of a broken steering head frame in England, Triumph called all Daytona and Speed ​​Triple 509s to the workshop and replaced the entire frame. From chassis number 063803 onwards, the 1998 vintage received new manifolds that were guided closer to the frame in order to avoid contact with the ground when cornering too quickly.
Triumph always reacted quickly to weak points in the series? The ninth version of the engine management software now exists, which can be imported into the control unit at a later date? and has now almost reached the Japanese quality standard. In 1999 the successor model came on the market under the name 955i. It has a new exhaust camshaft for better filling in the middle speed range, a revised throttle valve housing and a new airbox. On the chassis side, the Showa shock absorber received a higher spring rate. The modified injection has largely eliminated the criticized constant travel jerk and reduced the previously excessive consumption by around 1.5 liters.
The T 595 was officially delivered with 98 hp, for the full output of 128 hp only the throttle valve stop is removed. The solidity of the English construction is beyond question. Certainly victims of a Monday production complain about a defective speedometer cable, a leaky oil seal or other peanuts. But in contrast to the early 90s, the image has improved a lot. Unfortunately, this is also reflected in used prices that have not yet cooled down.

Technical data – Triumph T 595 Daytona

T 595Technical dataMotorWater-cooled three-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder actuated by bucket tappets, one balance shaft, electronic injection (Sagem), intake manifold diameter 41 mm, engine management, no exhaust gas cleaning, displacement 956 cm³, rated power 72 kW (98 PS) at 10,000 rpm, six-speed gearbox, electric starter. Chassis bridge frame made of aluminum tubes, telescopic fork, standpipe diameter 45 mm, with adjustable spring base, rebound and compression damping, single-sided swing arm made of aluminum, central spring strut with lever system, with adjustable spring base, rebound and compression damping, Double disc brake front, four-piston calipers, 320 mm, rear disc brake, 220 mm, cast light alloy wheels, spring travel front / rear 120/140 mm, seat height 820 mm, tank capacity / reserve 18 / 3.5 liters, full tank weight 223 kg Total weight 410 kgService intervals every 10,000 kmTest valuesMaximum speed solo / with passenger 260/230 km / hAcceleration 0-100 km / h solo / with passenger 3.1 / 4.2 secondsConsumption 4 to 8.6 litersFuel superSpare parts pricesCarro partsCoupling armature 99 MarkHandbrake armature 263 Mark, handlebar half 156 Mark, rear-view mirror 138 Mark, front indicator 69 Mark, tachometer 417 Mark, tachometer 452 Mark, fork tube 327 Mark, front mudguard 245 Mark, front wheel 909 Mark, muffler 794 Mark, tank, painted 1111 Mark, complete frame 2920 Mark, fairing complete with window 2925 Mark, cover, complete with windshield 2925 Mark, front cover set, one-piece cover 9, plate, cover, front cover, 62 145 Marking, cover, front cover parts, 62 one set 201 marks one front brake disc 433 marks air filter 57 marks oil filter 15 marks speedometer cable 56 marks battery 168 marks strengths and weaknessesStrengthsVital engineComfortable chassisSporty imageWeaknessesMotor heats up the seatUneffective rear brakeTest in MOTORCYCLE1Test 4 / 1997Comparison test 5/1997Comparison test 11/1997Comparison test 8/1998 Long distance test 4/1999 Tire approvals Type T 595 front rear 120/70 ZR 17 190/50 ZR 17 Bridgestone BT 56 Avon AV 35 / AV 36 Dunlop D 207 Metzeler ME / 1 Michelin TX 15 / TX 25 Pirelli MTR 01/02

Market – Triumph T 595 Daytona

The Triumph Daytona T 595 was only produced for two years, the 955i is the legitimate successor from 1999, in which essentially only the intake manifold injection and the rear shock absorber were modified. The Schwacke list noted: year of construction 1997 (27,500 kilometers) 13,700 marks; 1998 (19,100 kilometers) 15,000 marks. For the open version of the 955i from 1999 (10,700 kilometers) 17,000 marks are estimated. By May of this year around 2300 pieces of both models had been sold. From the sports touring point of view, Suzuki’s TL 1000 S comes into question as a competitor, which produced a completely unsuccessful early start in 1997, but is now considered mature and used at a reasonable price. Unn of course the sporty all-rounder Honda CBR 900 RR, offered around 18,000 times on the German market since 1993 and correspondingly frequently used.

Reader’s Experience – Triumph T 595 Daytona

Regarding the performance of my Daytona: a performance drop between 3500 and 4000 rpm, swallowing at full throttle at 3000 rpm and going out at idle, especially when the engine is still cold, could not be remedied with the new update of the electronics. On the subject of chain tension: Here you have to hook a cheap key into the notches hidden behind the chain ring and then twist the eccentric with a lot of feeling (hammer). This includes greasy hands and, in the worst case scenario, injured hands. Conclusion: Still a beautiful, expensive baby that pampers with great sound and stable chassis and lets me get over the software quirks. Wolfgang Kiunke, Waiblingen The Daytona, built in 1998, has now covered around 25,000 kilometers. The triple tree and handlebars were taken over from the Speed ​​Triple. A test drive was the deciding factor for me, and the sound and acceleration as well as the manageable chassis really impressed me. So far no problems have arisen. Hans-Peter Beck, Hall in Austria The Daytona is the successful mixture of the Ducati 916 and the Honda Fireblade, because it combines the Italian look and the problem-free Japanese driving behavior. After two longer tours, I fitted LSL handlebar stubs this year to improve seating comfort. The standard tires (190 rear) are good, but a 180 is even better. The fuel consumption is lower after a few software updates, but the pillion seat is unsuitable for longer tours. The tinted glass of the lamps is irritating in the clearly arranged cockpit. The biggest drawback: the radiating engine heat for the driver.Matthias Bangerth, Altleiningen

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