Triumph Daytona 955i (T595 version)

Recently, Triumph has introduced its new next-generation 2024 Daytona 660. That is why today we want to talk to you in this section of the Triumph Daytona 955i, in T595 version. But with a new commercial name and some improvements compared to the initial model, the same one that I was lucky enough to be able to enjoy for two seasons and that today is the protagonist of our Old School Retrotest.

In addition, it is possibly one of the most personal motorcycles from the Hinckley firm. Although it did not stand out, compared to the competition, for its ferocious performance, it did combine a series of attributes that made it effective and versatile in equal measure.

Triumph Daytona 955i: The technique

He 955 cc three-cylinder It was an evolution of the previous 885 cc of the preceding Triumph Daytona, although on this occasion Lotus was involved in the development, giving it a special touch thanks to larger valves, a new camshaft and a lightened crankshaft.

Furthermore, this Daytona 955i It had a redesigned six-speed gearbox, 3-1 exhaust system and an electronic injection system developed by Sagem.

This unit in question already came with the name 955i, but it was really still a T595, except for slight changes that did nothing more than improve the small initial errors of the model.

The most visible of them and the least successful, on the other hand, is the replacement of the black silencer, almost oval and with a side outlet, with another one made of standard aluminum, which gave the sensation of being lower, but which, however, sought gain ground clearance.

This “aesthetic inconvenience” was quickly solved after installing a MIVV brand silencer that, in addition to giving it a unique sound, was visually infinitely better than the one that came standard with the Daytona 955i.

Beyond that, the injection section was refined, since in the first version malfunctions arose in some units, incorporating a new system Sagem MC1000. In any case, the 128 HP of initial power, although now at 9,900 rpm and a maximum torque of 100 Nm at 7,600 revolutions.

In both cases the maximum speed was reduced, and the power input was improved throughout the rev range. The maximum speed declared by the Daytona 955i It was from 259 km/hwith an acceleration from 0 to 100 km/h in 3 seconds and an approved average consumption of 6.03 liters of fuel for every 100 kilometers traveled.

Backtest "Old school": Triumph Daytona 955i (T595 version)

The cycle part also continued to maintain the same elements, where we highlight the tubular type chassis with double aluminum beam, with the engine serving as a self-supporting function, along with a beautiful single-sided swingarm that left the alloy rear wheel and three arms visible. in the purest Ducati style.

However, there were other details that did not match the overall quality of this Daytona 955i. For example, the conventional front fork, although well set and feeling, was not up to par with the competition in sports driving.

The braking did not shine for its efficiency either if it was required forcefully. It had two 320 mm discs and four-piston calipers at the front, while at the back we found a 220 mm disc and double-piston caliper.

Backtest "Old school": Triumph Daytona 955i (T595 version)

But the reality is that Triumph did not try to stay ahead of the competition in terms of performance with this Daytona 955inor lose road capabilities and a level of versatility that its rivals did not have.

Rather, it sought to achieve a perfect balance that its predecessors had not had until now, mixed with an image halfway between the lines that Japanese frames sported and the most pomegranate design that was being developed in Europe.

All this together with a quality of finishes and exclusive details of the model that gave it a very special touch, and that British flavor that any motorcycle coming off the Triumph assembly lines should have.

Backtest "Old school": Triumph Daytona 955i (T595 version)

Triumph Daytona 955i: On the road

The first thing that surprises you when you get on one of these Daytona 955i It is how well positioned everything is, but also the perceived quality of most of the elements that make up the command post.

From its polished aluminum seatpost or the cast magnesium spider, to the complete instrument panel, where the white background and green scales give it a unique look along with the general feel of the pinecones, clutch and brake levers, etc. .

This sensation is perceived in the same way when you take a look at the finish of its fairings, quick half-turn screws, or carbon-like parts, such as the upper covers that close the side fibers.

Backtest "Old school": Triumph Daytona 955i (T595 version)

When we start the marvelous three-cylinder, in this way Daytona 955i, The sound and vibration that it transmits already gives us an idea that we are facing a motorcycle that is totally different from the competition.

In fact, the day I went to Madrid to bring my unit, the first impression I had was like being on top of a Honda VFR800 of the time, but with an angry engine that had nothing to do with that one. Perhaps just the character that was always missing in the Japanese firm's sport-touring.

That, together with a very linear power delivery, which also offers you good torque figures from any speed, gave you a constant feeling of solvency in almost any circumstance.

Backtest "Old school": Triumph Daytona 955i (T595 version)

Likewise, the driving position is not at all forced, if we compare it with the most direct competition of the moment. Except for the Kawasaki ZX-9R, they had much more radical dimensions than this Daytona 955i.

Once underway, the first thing you notice is a somewhat soft front suspension, although in normal driving you don't miss that extra hardness that you would need to drive with a knife between your teeth.

Braking is not its strong suit either, but except in moments of continuous demand, a mountain pass for example, it fulfills its function correctly. Furthermore, you always have a feeling of agility that, a priori, due to the data it provides in terms of weight (198 kilograms dry, just over 215 kg fully loaded) it seems that it is not going to happen.

A good distribution of weights, a very well adapted driving position and, ultimately, a very noble and fun behavior, come together to make the sensations on this Daytona 955i are, in most cases, very positive.

If you add to all this a very personal aesthetic, you either love it or hate it. I am obviously one of the first. That quality perceived in general and the exclusivity that it has today, due to the few units that are circulating in our country, without a doubt we are talking about a truly iconic motorcycle.

Backtest "Old school": Triumph Daytona 955i (T595 version)

Triumph Daytona 955i: Currently

Currently, to be able to get one Daytona 955i In our market you will have to be patient, since the units that exist are rarely for sale. When some happy owner decides to get rid of it, they are usually in prices ranging between 3,500 and 5,000 euros.

Another option is to look at the international market where we can find a greater variety of units, although we will have to be careful if we decide to bring it from abroad. Especially in countries where the use of salt on the roads is common in winter, with the consequent deterioration of undercarriage and metal areas.

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