Triumph Daytona T595

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Triumph Daytona T595 is useless.
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In the same way an oil painting is useless.

I would argue that there is art in both, but I guess that sounds more than a bit pretentious huh? It's art Jim, but not as we know it...

By way of an explanation... many motorcycles serve a purpose, whether it's transport, touring holidays, or racing for ...
...too many), they show the Triumph has a road bias rather than a track one, and will ride away on a circuit.

So why the Triumph? Because of the whole package! Riding one is where the similarity to an art form comes in to play.

Let's just say its an experience, and if you've never ridden big bikes before it's not an easy one to get to grips with.

You have to be committed (read mad) and fairly skillful to ... more

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Triumph Daytona T595 is useless.

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In the same way an oil painting is useless.

I would argue that there is art in both, but I guess that sounds more than a bit pretentious huh? It's art Jim, but not as we know it...

By way of an explanation... many motorcycles serve a purpose, whether it's transport, touring holidays, or racing for instance. They are designed with a purpose in mind, and many of their features are adapted to better fit their purpose.

The Daytona simply wasn't designed this way. It was designed for no particular purpose at all other than to be itself.

It's impractical as transport as you can't ride it slowly, it's too uncomfortable and thirsty for touring, plus there is nowhere convenient to store any luggage. There are even faster bikes for racing (but not too many), they show the Triumph has a road bias rather than a track one, and will ride away on a circuit.

So why the Triumph? Because of the whole package! Riding one is where the similarity to an art form comes in to play.

Let's just say its an experience, and if you've never ridden big bikes before it's not an easy one to get to grips with.

You have to be committed (read mad) and fairly skillful to really let rip on the Daytona, it will wheelspin and wheelie at the same time if you're too heavy handed, and in the wrong conditions with too much power you'll discover the art of rear wheel steering (or fall off!).

The Daytona really doesn't make much sense at all unless ridden hard, when all of a sudden it all starts to make perfect sense and I wouldn't want to be riding anything else.

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Speed is life, faster faster pussycat.
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The big problem with that whole picture is that riding one of these hard is way, way to fast for public roads. It does 0-60 in under 3 seconds, 0-100 in under 6, and will cover quarter of a mile from a standing start in 10.5 seconds by which time its approaching 130. Flat out with someone the size of an organ grinders monkey on it the Daytona will top 170mph.

Translating that to the performance of my Porsche 944 for example (yes I know my P is pap, old, and knackered, but bear with me), the Daytona will accelerate to 60, brake back down to a standstill, and then accelerate back to 60 again before the 944 has got to 60 the first time.

Its fast in other words. Bikes this size accelerate at a rate initially higher than the acceleration due to the pull of gravity. So if you jumped out of a window on the 10th floor the acceleration you feel would be less than on the back of the Triumph. In order to prevent the rider slipping off bikes have their seats sculpted, put the rider in a leaning forward position, and hope that only capable riders will twist the throttle all the way round. When you do the bike tries to pull your arms out of their sockets whilst you try and hang on...

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Hearing you coming
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Then there is the noise. It growls, howls, grumbles, and throbs, but never purrs or rattles. Mine has a race exhaust fitted which makes it 'a little louder, yes officer' but means that people can hear you coming as well as see you. What??? What??? Innuendo, me? Nahh...

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Character of Pancho Villa
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All that speed makes you an outlaw and a rebel. It is very very difficult not to continuously break every piece of speeding law on this bike. It resents running at 40, let alone 30. Towns are not where it belongs at all. It would be more at home causing a central American revolution.

There are faster bikes, this one is eight years old after all, but In twenty years they will all be forgotten, shell suit graphics and four letter acronyms included.
Many of these Japanese sports bikes 'feel' like products, much like a sony walkman or a toshiba laptop. They don't have any soul, there's nothing to mentally become part of, something that could never be said about the Triumph.

Ducatis have the same emotions built in, but unlike its Italian counterparts the Triumph has a build quality up to the best from Japan. So in motorcycling terms the Triumph sits between the Japanese and the Italians, taking on board many of the best attributes of both nations motorcycling heritage. Its a balance that's easy to live with... the art of the Italians and engineering of the Japanese.

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Mine

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Mine is a 1997 P reg version, I bought it two and a half years ago from a Triumph dealer, intending to keep it for the warranty period (12 months) and move on to something else. Most of the information here is based on this one, so I better cover some of its non-standard features.

It has a high level carbon fibre race exhaust. I'm told this can offer as much as 15bhp extra compared to the standard one, and saves about 5kg from the weight.
I think the exhaust was made by Triumph, although cunningly they haven't put any markings on it (officer). The sound it emits is similar in tone to a Formula 1 car.

The extras I've fitted include a Triumph grab rail (passengers kept complaining about nothing to hold on to, their seat is not sculpted and hard acceleration makes them slip off) and a Scott Oiler - the all time top bike accessory.

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Costs
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To buy a T595 will cost between £2000 for an above average mileage example on ebay, to £4000 for a low mileage minter from a dealer.
Fuel economy runs at around 40mpg average, with 35 in town and 45 on the motorway. This while not bad is not great either.

Tyres predicatbly don't last well. A rear lasts around 4-5000 miles, whilst a front lasts only slightly longer. A rear can cost £120, a front around £90. M & P do run offers where you can buy a pair of tyres for £135 plus delivery, these are worth watching out for
.
The chain on mine has lasted 15000 miles so far, but I think the Scott Oiler helps this enormously.

Brakes / filters etc are pretty much in line with any other big bike, the service schedule is not too painful.

Depreciation is perhaps slightly higher than some bikes, Triumph sold loads of these in 97 and 98, and now the market is a little oversupplied.

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Technical Bits
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Engine: liquid-cooled inline DOHC Triple
Bore and Stroke: 79mm x 65mm
Displacement: 955cc
Carburetion: Sagem Fuel Injection
Transmission: 6 speed wet, multi-plate gear
Wheelbase: 56.7" (1440mm)
Seat Height: 31.5" (800mm)
Claimed Dry Weight: 436 lbs (198kg)
Measured Wet Weight: 499 lbs (226kg)
Peak Horsepower: 112.67 bhp at 9,250 rpm (at rear wheel), 130bhp claimed at crank
Peak Torque: 69.93 ft-lbs at 7,250 rpm
Quarter Mile: 10.75 at 128.48 mph

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Good bits
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The engine is fab. Torque and power, and full of character.
Paint finish is also excellent, deep colour
I like the riding position, although many complain its too much of a reach to the bars
Fantastic brakes - nothing this age or older stops like this
Wide wheels take the latest tyres
Utterly reliable (so far)

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Bad bits
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The oil level window is stupidly sited.
Top heavy committed handling, not for the faint hearted or inexperienced
Too much heat is blown up from the engine on the rider, a bit of a nightmare in summer traffic (but good in winter).
Seat not particularly comfy for all day riding
Exhaust prevents luggage fitting neatly, plastic tank will not take magnetic tank bag either
Ground clearance could be better, I've scraped the downpipe on mine.

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Hints & Tips
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If running on a 'loud' exhaust consider getting the ignition remapped on a rolling road.
Running on Super unleaded makes a big difference, the engine is much smoother and happier, and pulls more cleanly from low revs
Scott Oiler - a must if you're actually going anywhere on it
Keep the standard exhaust if you're fitting a race can - your local MoT place might want to see it once a year.
Leave the standard screen on, the flip or double bubble screens deflect all the wind noise to the riders helmet level
Fit crash bungs - I didn't and a drop off the stand punched a neat hole in the clutch cover.
Don't even think about fiddling with the injection. If it works, leave it alone.

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Summary
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A cheap and characterful way to the front pages of the tabloids (Biker in 170mph M1 lunacy). Puts a smile on your face once you can ride it like it should be ridden.

Senseless, but loads of fun. I'm only surprised it doesn't come with an optional bullet belt and a handlebar moustache kit...

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Blog bit ....
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20/6/2005
Having heard the hype about weblogs (blogs to the uninitiated) I was thinking of updating this review periodically with the progress of my love affair or otherwise with the Daytona. So here goes...

20/6/2005
MoT due... tyres ok, but front brake has gone a little sticky, needs a clean.I'm thinking about taking the thing anyway and seeing if it passes, but know it needs sorting really.
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21/6/2005
Bike passed MoT... the tester pulled a face at the exhaust noise, but said I had the original quiet can at home and would fit it if he really wanted, but wouldn't be back to his shop again if he did. Let me off. Brakes much better due to a jetwash. Better but not perfect. Will have to strip them
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1/7/2005
Oil leak! Horrors! Rode to work as usual and parked bike, came back later and there was a fresh looking mini pool of oil underneath. Did the 'It must have been someone else parked there yesterday' thing - otherwise known as mechanical denial. Put the bike in the garage when I got home, and in the morning there was an identical piddle of oil underneath. I wonder if its coming from the scott oiler?
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12/7/2005
Oil drips still appearing. Not scott oiler for sure as its engine oil, but oil level not dropping either. Only a slight leak.then.
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16/7/2005
Investigated drips. Had a struggle getting belly pan off. What is the point of the dzus fasteners if there is a dirty great allen bolt with a nylock washer holding it on too? A right faff. Anyway belly pan off, the leak is coming from the sump. The plastic coating on the sump was all flaking off, cleaned the whole area to see where its coming from more clearly.
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17/7/2005
Looks like its coming from the sump plug, but its tight! Tightened it 1/8 of a turn, very nervous about stripping it. Hope this works.
Chain has reached end of adjustment, and is slack. more expense. grr. Still , its the original so not too bad at 17,000 miles.
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18/7/2005
Parked up... off to states for three weeks. Missing the trumpet already... sob.
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22/8/2005
Back from states, battery all but flat. Actually got it to run after about 10 minutes of trying... only to stall it when I put it in gear with the sidestand down - the triumph has an automatic cut out. Then it wouldn't go again... bugger. For those wodnering why I don't just get some jump leads out... let me tell you. This is one of the triumph's main failings. To get at the battery terminals you have to remove the seat. The seat is in two pieces, the pillion pad comes off using the ignition key, but the riders perch is allen bolted on, with the heads not particularly accessible. Once the riders seat is off the battery terminals are still partly hidden under the frame / back of tank, and are extremely awkward to get the clips of jump leads on without potentially damaging sparks flying everywhere. Not the best sited battery in the world...
To cap it all my battery charger is also dead, off round to Halfords for a £17.99 posh(ish) up to 1200cc charger. Feel another review coming on... Have to wait to tomorrow for first blast in over a month... woo hoo.

25/8/2005
Due to many distractions only got to play today... it lives... more or less. Fired up straight away with a charged battery, but now there is a new problem. The back brake is stuck off! Was working fine when put away, but pedal is solid now. Oh dear, and the MoT is due too. Bugger.

12/9/2005
Some heavy footed pressure on the rear brake and a trip to the jetwash seems to ahve sorted out the worst of the rear brake issue. Still feels pants mind. Good enough to have passed the MoT this weekend anyway.

4/12/2005
My local Triumph dealer (Pidcocks) is having a December offer on servicing, 20% off parts and labour! Just past 18,000 miles too so is due a treat. Sadly the chain now has a tight spot that can be felt when coasting, not too bad a life though considering the power output. The front tyre is heading for renewal too, another 1000 miles or so in it yet, and I'm riding the Winter Rat now rather than the Triumph anyway.

5/12/2005
Gulp. Someone cancel christmas, or at least delay it! Before discount the Trumpet needed £1070 of work doing. Ouch ouch ouch. Front tyre, steering head bearings, full service with valve clearances and all service parts, chain and sprocket kit, and the chain adjuster stuck. Boo hoo.... boo hoo hoo.

10/12/2005
Took courtesy bike back and picked up the Triumph. The actual bill turned out at £804 inc VAT after discounts. The Triumph dealer fitted a new drive chain under a warranty recall which was good of them and saved me cash. Loads of stuff done... Engine oil and filter, air filter, spark plugs, brake pads all round, chain and sprockets, fuel filter, valve clearances (sounds tappety now), injector body balance, fork oil, steering head bearings, plus several monor warranty recalls on bolts and seals.
Triumph also issue ignition remaps on a regular basis, this one seems to have made a noticeable difference to the low speed running,or maybe that's all the service items.
Afetr the CBF500 loan bike the Trumpet feels like a jet fighter... was it this quick before? Blimey.

8/2/2006
After all that the bike still isn't right. One of the tappets is noisy now... and the battery has died. Can't bring mysefl to get a new one and getting really irritated at it not starting without jump leads. I know its my fault and not the bikes... but even so its a irritated state of mind thing. After spending £800 on a service I don't feel enhtused about spending another £50 on a battery! Might be for the best as the bike is in the garage away from the salt and I'm using my winter hack VFR750 for work. The Triumph had started to react badly to salt... the discs in particular were getting 'fusty'.

23/2/2007
A year later... haven't been here for a while so excuse the lack of updates. Yes I have bought a new battery (at long last), and acquired a paddock stand that makes chain lubing easier. The bike has just passed 20k miles, I don't seem to ahve used it much in the last 12 months, only a couple of thousand miles. Nearly fell off in the summer, locking the front wheel at 100mph, but the heart murmurs have stopped now! The bike needs an MoT at the moment, and I'm just planning a long trip to run some miles up. I'm thinking South of France, Northern Italy, Austra, Germany and back. Although I also quite like the idea of Spain... we'll see. I'll need some luggage though, no rack, a high level exhaust, and a plastic tank pose a few problems in this respect.
 

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