- Shadow plays
- This is how MOTORRAD tests acceleration
- Technical data – Triumph Daytona 955i
- MOTORCYCLE Measurements – Triumph Daytona 955i
- Verdict – Triumph Daytona 955i
Top test Triumph Daytona 955i
While Japanese and Italian sports cars compete in a merciless race for performance in the glaring public light, Britain’s model athlete has become quiet. Well worth a look over the canal?
The matter was basically clear from the start, in 2001, when Triumph’s flagship model was about to change. Daytona should stay Daytona. And your area of application will be the sporty country road ride. At least that is what the triumphers announced when they presented the strengthened and slimmed-down 955i to the public. Well suspecting that it would not be enough for lavish victory laurels on the circuits of this world again. Then rather hold the ball flat.
This understatement, which is as typical as it is British, has not changed to this day. On the contrary. In the 2003 model year, the Daytona became more of a Daytona again, because even the continental trailers with island stubbornness mainly demanded the return of the component that made the Daytona a Daytona in addition to the three-cylinder: the single-sided swing arm. In the course of weight optimization, it had given way to a lighter, two-armed variant two years earlier.
That the worldwide fan base was as indifferent to the ridiculous three kilograms as the British were to the Ein-
leadership of the euro, clearly shows what kind of spirit child the triumphant sports fans are. Competition yes ?? but please with style. And if possible, with a very special one.
But that is precisely what seems to be the day-
tona ?? real name 955i ??
at least at first sight in the train
the model change got lost. Not only that where the second swing arm led the rear wheel, there is now an equally gaping hole between the collector and the fat six-inch rim because of the unchanged exhaust routing. Even what the bow and stern have to offer lacks the original independence, but what? thanks to the triple ?? degenerates into a marginal note when work is started in the engine room.
Made in Britain, made in Hinckley, made by Triumph: The message is as clear as if the cylinder trio were whistling “God save the Queen and John Bloor”. You can’t get more English than that, nor more typical. And it is indeed this throaty bass that makes the sound of the triplet so unique. Then the work of the engine turns into onomatopoeia, which has nothing to do with what the Japanese four-in-a-row of synthetic produce when idling. No question about it, this engine is already awake when others are still sleeping.
And straight away with her
Thing. At least as far as the throttle response is concerned. There is a choke lever in Zeit-
The age of the petrol injection is no longer the case, the roaring in the airbox sets the pace for a symphony in major and minor, which the conductor plays on the throttle with relish and eager anticipation at each stop at traffic lights.
But then the score clearly bumps. At least for everyone who, given 956 cubic centimeters, is expecting a bang instead of soft tones. Apply gas, engage? and it goes forward. Not more. No trace of
that growling, attack-like approach that still distinguished the predecessor. Kreuzbrav pushes the Daytona, develops temperament only beyond the 4000 rpm, but never tends to break out up to the speed limit of 11500 rpm, as can be the case with a Yamaha YZF-R1 in the lower speed range or a Suzuki GSX-R 1000 at the upper end of the speed ladder . That works? with all due respect? somewhat anemic.
However, if you are able to keep an eye on the digital speedometer in addition to traffic, the course of the road and the rev counter, you will discover the supersport region in which the triple is located, despite all British performance development understatements. 80, 120, 160 km / h ?? it goes ratz, fatz, and
the Englishwoman shoots towards the next corner with a clear surplus. In addition, the measured 139 PS are sufficient, even if the power output is well below the optimistic factory specification (147 PS) and the Daytona does not achieve the values of GSX-R and Co. in the driving performance measurements.
Anyone who thinks that with the Triumph will inevitably lose touch with their sports comrades is too quick to judge. Or is too slow how to take it. In any case, it is important to recognize the mistakes in yourself instead of in the minor
because there is always an excess of power in this category of motorcycles. From this point of view, dealing with the British woman even has a pleasant effect compared to the competition: on a brisk ride through woods and meadows
the rider in a hurry now and then moves in speed regions beyond 6000 rpm, where it then moves forward with vigor and enjoys the sound from the airbox until the due gear change.
This is very different on the Triumph depending on the »mode«. Anyone who is emphatically sporty on the road, who hectically selects the next higher gear and without using the clutch, reaps creaking refusal in the worst case. On the other hand, the gearbox rewards carefully relaxed and properly carried out gear changes with a great willingness to cooperate, short shifting distances and gears that fit straight away.
Cooperation is also the keyword when it comes to accommodating tall drivers. They feel comfortable in the tank behind the wide handlebars, which is long for current supersport standards, and get their legs comfortably sorted despite the sporty high footrests, while smaller people want a more grouped seating position. They all have one thing in common: There are no complaints about the brilliant brakes. Strong in the
Effect, with the pressure point almost too hard? in this respect the British can keep up unchanged.
But times have changed when it comes to the pounds she carries around with her. 220 kilograms with a full tank: this figure is no longer up-to-date among the athletes’ celebrities. A fact that is particularly evident where every small weakness is exposed. In the top test course, the Daytona does not achieve top values in this class, especially in the fast slalom with 21.1 seconds and a top speed of 95.6 km / h, although for the chassis up to a little
The same applies to the fork’s lax compression damping as to the engine: no outstanding talents, but also no glaring weaknesses. The Daytona runs cleanly in a straight line except for a gentle oscillation at top speed, but a GSX-R 1000 can do better. It drives the specified line precisely in the winding curve, but Suzuki and the like are a bit more precise there too. It can be easily thrown from one corner to the other, but a Fireblade is even more agile.
That’s the way it is in the world of sports: right at the top, where the air gets thin, count
Kdisputes. If you want to stand there in a thunderstorm, you can’t afford to be weak. In everyday life, on the other hand, where instead of artificial brighteners it can be a shady avenue, the Daytona is still at home. But that’s what Triumph said back in 2001.
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Top test Triumph Daytona 955i
What else caught my eye – Triumph Daytona 955i
Anything else that caught the eye Plus chain tensioning made easy thanks to the single-sided swing armSimple air pressure control via off-center (rear) or cranked valves (front) Good visibility in the rear-view mirrors for athletesAcceptable wind protection Minus rear wheel brake designed very defensivelyDuring full refueling, the gasoline is heated to a high level of oil and inevitably overflowing in the interior of the engine : Rebound stage 1.5 turns open, compression stage 0.5 turns open, spring base 2 rings visible Spring strut: rebound stage 2 turns open, compression stage 1.5 turns open, spring base 7 threads visible
This is how MOTORRAD tests acceleration
MOTORRAD explains each
Criteria for the 1000-point evaluation (part 20).
Performance is certainly one of the decisive purchase criteria for every motorcycle. However, the test bench performance alone does not say everything about the dynamics of the machine. Therefore, MOTORRAD does not just measure on the test bench, but rather evaluates the real driving performance. When it comes to acceleration, in addition to pure peak performance, the torque curve counts, and of course the weight of the machine including the driver and the center of gravity also have an effect. A multifunctional Tellert measuring device records time and speed. For consistent, reproducible measured values it is important to have experienced personnel who are able to handle the throttle in a controlled manner when fighting between slipping and rising front wheel. A balancing act that only absolute professionals can master. The acceleration values up to 100, 140 and 200 km / h are evaluated. Top marks are given for times under 2.6 seconds to 100 km / h, under 3.9 seconds to 140 km / h and under 6.9 seconds to 200 km / h. Strict standards, the boss at the sprint so far are Suzuki Hayabusa and GSX-R 1000 as well as Kawasaki ZX-12R with 27 points each. The Triumph Daytona achieves a total of 24 points with quite decent, but not outstanding values in the field of super athletes.
Technical data – Triumph Daytona 955i
Engine: water-cooled three-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, electronic intake manifold injection, Ø 46 mm, engine management, regulated catalytic converter with secondary air system, electric starter, three-phase alternator 480 W. , Battery 12 V / 12 Ah, bore x stroke 79.0 x 65.0 mm, displacement 956 cm3, compression ratio 12.0: 1, rated output 108 kW (147 hp) at 10600 rpm, max. Torque 100 Nm (10.2 kpm) at 8400 rpm Pollutant values (homologation) CO 4.43 g / km, HC 0.53 g / km, NOx 0.08 g / km Power transmission: primary drive via gear wheels, mechanically operated multi-plate oil bath clutch, Six-speed gearbox, X-ring chain, secondary ratio 42:18. Chassis: Bridge frame made of aluminum tubes, load-bearing motor, telescopic fork, standpipe diameter 45 mm, adjustable spring base, rebound and compression damping, single-sided swing arm made of cast aluminum, central spring strut with lever system, adjustable spring base, tension – and compression damping, double disc brake at the front, floating brake discs, Ø 320 mm, four-piston calipers, rear disc brake, Ø 220 mm, single-piston caliper. Cast aluminum wheels 3.50 x 17; 6.00 x 17 tires 120/70 ZR 17; 190/55 ZR 17 tires tested Bridgestone BT 010 J / R Chassis data: wheelbase 1440 mm, steering head angle 67.2 degrees, caster 81 mm, spring travel f / h 120/130 mm. Service data Service intervals every 10000 km, oil and filter change every 10000 km / 4.0 l engine oil SAE 10 W 40 fork oil Showa SS 8 spark plugs NGK CR-9 EK chain 5/8 x 3/8, 106 rollers idling speed 1000 ± 50 / min valve clearance inlet / outlet 0.10 ?? 0.20 / 0.20 ?? 0.30 mm Tire pressure solo (with pillion passenger) front / rear 2.5 / 2.5 (2.5 / 2.9) barWarranty two years with unlimited mileageColors black, red, yellowPerformance variant 72 kW (98 PS) Price 11,750 euros Additional costs 240 euros
MOTORCYCLE Measurements – Triumph Daytona 955i
Performance1 Maximum speed * 260 km / h Acceleration 0 ?? 100 km / h 3.1 sec 0 ?? 140 km / h 4.9 sec 0 ?? 200 km / h 9.5 sec Pulling 60 ?? 100 km / h 4.9 sec 100 ?? 140 km / h 4.6 sec 140 ?? 180 km / h 5.3 sec Speedometer deviation display / effective 50/48, 100/94 km / h Fuel type Super consumption in the test at 100 km / h 4.9 l / 100 km at 130 km / h 5 , 3 l / 100 km Landstrasse 5.7 l / 100 km Theor. Range 368 kmDimensions and weightsL / W / H 2110/840/1140 mmSeat height 840 mmTurning circle 6270 mmWeight fully fueled 220 kg Permissible total weight * 400 kg Payload 180 kgWheel load distribution f / h 50/50% tank capacity / reserve * 21/3 liters / h 39.7 meters Mean deceleration 9.7 m / s2 Comments: The front stoppers grip very spontaneously. Difficult to dose due to hard pressure point. Little reserve of suspension of the fork when braking hard. Handling-Parcours I (fast slalom) Best lap time 21.1 secvmax at the measuring point 95.6 km / h Comments: The vmax at the measuring point is not particularly high for an athlete. On the one hand, you need high steering forces to balance the Triumph from one lean angle into the other. The fork could also be a little tighter. Slightly stiff transmission in the lower gears. Handling-Parcours II (slow slalom) Best lap time 29.3 secvmax at the measuring point 52.2 km / h Comments: The 955i definitely offers sufficient freedom from lean angles. Clearly noticeable righting moment when braking in an inclined position. The 955i drives around the reversal point with almost no load changes and lacks some pulling power when accelerating out of low speeds.
Verdict – Triumph Daytona 955i
When it comes to chasing times, it’s not quite enough to play in the premier league of super athletes. Nevertheless, the Daytona is fully equipped for a sporty tour on the country road or one or the other race training. And it has something that others don’t. This inimitable three-cylinder that makes every trip an experience.
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