Triumph Daytona 955i test
Ever since Triumph built the Daytona with electronically controlled gasoline injection, the British have treated it like computer software: one update chases the other, the changes are legion.
Frames were exchanged as a gesture of goodwill, exhaust manifolds were changed, and the electronic engine management system received updated data over and over again.
Rightly. It ideally embodies the symbiosis of highly developed large-scale production technology and unconventional strength of character. A high level of processing, modern engine and chassis layout as well as interesting detailed solutions will satisfy fans of intelligently processed materials. And lovers of expressive riding irons rave about the organic design language and the charisma of the British motorcycle.
Even stubborn adrenaline surfers come from the test ride with beads of sweat on their necks and a spiritual expression on their faces: The chassis easily masters the entire register from balanced slow speed to smooth line search to the unleashed storm of long radii. The brake system allows sensitive dosing work with a roaring delay at the same time.
But the three-cylinder wasn’t as perfect as Triumph had wanted it to be. Bumpy idling speed, a performance gap between 4500 and 6000 rpm, unrestrained fuel consumption – the technicians were constantly researching new options for tuning, which were then incorporated into the current series. The Daytona for the 1999 model year is a kind of “Best of Daytona” collection. In detail, it concerns a modified exhaust camshaft, a modified throttle valve housing and a new stepper motor in the air bypass system, which slows down the speed when idling should eliminate. Lowering consumption is the only thing that the newly programmed injection system can do better. From the previous seven liters of average highway consumption, just over five and a half liters remain. At 100 km / h, the new Daytona is 0.8 liters more, the constant drive jerking in city driving is unchanged, and when the throttle is constantly driven, the mixture slowly becomes lean. It is only when the gas cock is closed and then reopened that the injection system diligently fires the engine again.
But it doesn’t matter. The brutal march of the three-cylinder through the mid-rev range is still a source of constant joy. With a bearish grumbling, he is already hanging on the gas in the speed cellar, finds a resonance range somewhere between 3500 and 5000 tours, in which he groans from the intake tract, softening stones, and runs alongside with gentle force into areas that suddenly turn you into an undesirable road user.
ZAmong the innovations in detail, the rear shock absorber comes with a harder spring rate, but improvements could not be experienced. Exhaust manifolds, which were retrofitted in the previous year and are brought closer to the machine, increase the freedom from leaning significantly. A 5.5-inch rim with 180 rear tires is available as an option, which is intended to prevent uneven driving on bumpy asphalt. External changes affect the color of the frame and new graphic stickers. Oh yes. The abbreviation T595 is only valid internally. For the sake of simplicity, the Triumph is now called the Daytona 955i. Name, displacement, injection.
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