Triumph T100r Daytona
CYCLE WORLD ROAD TEST
TRIUMPH T100R DAYTONA
A Cafe Racer's Dream
MOTORCYCLE MANUFACTURERS have long displayed a penchant for naming their products in honor of a major race or event, particularly after having experienced some success in the event whose name is chosen to grace a line model. Often as not, a grandly christened new machine bears little resemblance, other than physical, to the number that did the job. It was no great surprise that Triumph, following their smashing Daytona victory last year, would offer a 500cc twin dubbed “Daytona.” What is surprising—and pleasantly so—is that the new model, despite its handsome but not too hairy roadster appearance, is closely related to the machine that Buddy Elmore rode to the checkers.
The most noteworthy improvement in the 1967 Triumph 500 is the steering geometry — very closely approximating that of Triumph’s previous 650s. In combination with the gusseted swing arm pivot, this has produced a superb handling roadster. Happily, the Daytona retains its very desirable “around town” nimbleness, and even in snail-pace, stop-and-go traffic, the bike never seems clumsy and out of place.
Triumph has retained its single-loop frame for ’67, but has increased topand down-tube diameters. There is little doubt that this, too, has contributed to improved handling.
The front forks remain basically unchanged. Travel is more than sufficient and damping is good. The steering is always responsive and confident. On striated freeway surfaces the front end evidenced little wander, and it is possible to cinch the friction steering damper down to cause this to disappear altogether. Rear spring-shock units are, of course, Girling. Their three-way adjustment does a fairly decent job of permitting them to function properly with a wide range of passenger and baggage load.
The most obvious change in the powerplant for the new 500 is in carburetion. The twin 1-1/8-inch Amals allow the engine to breathe comfortably at high speed and are anything but intractable at the bottom end of the scale. In fact, blipping the throttle with the engine untaxed and at idle produces crisp, rapid rev rises, unmarked with spitting and hesitation. Internally, the Daytona sports some new items, such as true hemispherical combustion chambers in place of the previous stepped squish chambers. Also, a new oil pump with a higher capacity scavenge has been added this yea?. With the new combustion chamber the 500 has received a two-degree reduction in included valve angle, producing a more desirable rockerto-valve relationship. In support of the axiom that “racing improves the breed,” we mention that the changes covered so far were first seen on last year’s Daytona 200 winner.
Breathing has been further improved on the Daytona through the addition of O-type exhaust cams. Previously, the 500 used only Q intake cams. Also, Triumph’s R-radius followers have been employed to realize increased duration, and the diameter of the intake valves has been increased to 1-17/32 inches.
The power characteristics of the Daytona exhibit a real Jekyl-and-Hyde personality. When taken no higher than 4,500 rpm, the engine works like a very strong thirty-fifty — very healthy, very satisfying — and it would probably be possible to ride the machine in this manner throughout its life without being disappointed in its performance. If you choose instead to hesitate just an instant before making a 4,500-rpm gear change you are in for a surprise, because it’s at this point that the bike starts to “get legs.” Once the effective cam design range has been experienced, it’s difficult to muster enough discipline to make gear changes at anything less than 6,000 rpm. This delightful madness is still further encouraged by the close-ratio gearbox which keeps the engine “on range” during the trip up to fourth.
We were mightily impressed with the performance ( the gearbox throughout the test program. The bike was used for to-work-and-back transportation, for highway jaunts, and then wrung out at Riverside raceway during timed acceleration and top-end runs, and always, the gearbox performed as though it had been designed specifically for each of these widely differing duties. The transmission is a strange combination of precision, super-heavy-duty and lightness of throw that has one — count it — one neutral that is always easily found. And, if the rider is ever in doubt that he is in neutral, he need only look down at the right-side engine case to read the gear indicator. We would be inclined to take Triumph to task on the placement of the indicator, which must be searched for, if the selector action were not so precise.
The Daytona maintains its ancestral legend when it comes time to bring the engine to life. Nothing, but nothing, is easier to start than a Triumph twin, and the only “problem” experienced was brought about by an initial reluctance to top off the float chamber for the twin Amals. When the tickler has been held down long enough to produce a spurt from the overfull vent, the engine will start with the first kick — without the aid of chokes — no matter how long it has remained idle. On cold mornings, the engine arrives at operating temperature rather quickly. We were convinced, in fact, that it could be started and ridden away immediately, although, in deference to the engine’s lubrication requirements, we would not recommend this.
The brakes on the Daytona must get a “more than adequate” nod. They quickly pull the machine down from speed, and for intended use, are nigh fade-proof. Most of the time, the rear stopper is wholly adequate, and in panic situations, or when cafe-racing, the front and rear in combination haul the bike down like a pitched-out anchor.
While the tire selection for the Daytona is fairly standard practice for English roadsters — Dunlop rib in front and K70 Gold Seal in back — they feel as though they couldn’t be better if they had been designed with this chassis in mind.
In the electrical department, this bike is one of the best. Triumph has been working long and hard with their supplier to provide a truly proper system and it appears that the effort has paid off. Lighting is excellent. The headlight is strong enough to reach out and illuminate unexpected hazards; instrument lights keep you abreast of road speed and revs; indicators tell you that the ignition switch is turned to “on” and your high beam is operating; and the strong taillight-stoplight combination gives you confidence that you won’t be run down by an overtaking auto. We feel that it is significant to mention that Triumph was one of the first manufacturers to have their electrical systems accepted by law enforcement agencies in this country. We are curious, however, that they were able to receive a stamp of approval for their unquestionably feeble horn; this item would pass a public library annoyance test with flying colors! However, we have seen horns of this design that do work.
The hinged dualseat, brand-new to Triumph’s 500s this year, is just about unequaled in comfort and, thus far, one of the best aesthetic approaches to fanny platforms we’ve seen. We won’t hazard a guess at how many hours of contemplation and design time have gone into this saddle, but we know that they are many; one doesn’t simply arrive at this sort of solution by accident. We’re torn in our evaluation of the sports-style gas tank. The design is excellent and we particularly like the slim knee pads. But the parcel rack has been scrubbed for this model. One can live with the cruising range offered by the 3.3gallon fuel capacity, but not with the fact that one has only two miles to get to a gas station after the reserve has been switched on (the bike does push rather easily, as we pleasantly found out).
Rider position is quite good for the average sized person. The narrow roadster bars are best appreciated after several hours in the saddle. They are wide enough to allow you to maneuver in big-city traffic with a great deal of control, but are sufficiently narrow to be comfortable at sustained high speeds. Triumph has seen fit to go to spongy grips this year, and while they are just dandy with bare hands, they are uncomfortably sloppy with gloves. And while we’re concerning ourselves with gloves, we wish to state that all of the Daytona’s controls, from the gas cocks to the dipper switch, can easily be handled by insulated-glove hands.
To be counted among its most endearing qualities as a roadster, is the Daytona’s noise level. It makes just enough noise to let you know that it is alive and kicking. It has, of course, that typical, and most pleasant, Triumph rumble. The exhaust note is mild enough not to offend the automobile types, but is sufficiently right to excite those who know “where it’s at.”
In the quality-of-finish department one will search long and hard before he is able to produce an equal to Triumph motorcycles. The Daytona, of course, is no exception to this most pleasant tradition. The bike is superbly crafted and, in a word, beautiful.
The Triumph T100R Daytona clearly reflects its enviable heritage. It’s a well-bred mount that will graphically illustrate how its sporty brother so handily won the premier crown in American road racing last year. ■
TRIUMPH T100R DAYTONA
SPECIFICATIONS
$1199
PERFORMANCE
