Specifications
| 1999–2001 | 2002–2006 | |
|---|---|---|
| Engine | ||
| Type | Liquid Cooled, In-Line 3-Cylinder | |
| Capacity | 955.00 cc (58.27 cu in) | |
| Bore/Stroke | 79.0 × 65.0 mm (3.11 × 2.56 in) | |
| Compression Ratio | 11.2:1 | 12.0:1 |
| Fuel System | Injection. Multipoint Sequential Electronic Fuel Injection. DOHC | |
| Ignition | Digital – inductive type – via electronic engine management system | |
| Transmission | ||
| Primary Drive | Gear | |
| Final Drive | X-ring Chain | O-ring Chain |
| Clutch | Wet, multi-plate | |
| Gearbox | 6 speed | |
| Cycle Parts | ||
| Frame | fabricated cast aluminium alloy perimeter | |
| Swingarm | Single-sided, aluminium alloy with eccentric chain adjuster | |
| Front Wheel | Alloy 3-spoke, 17 × 3.5 in (430 × 89 mm) | |
| Rear Wheel | Alloy 3-spoke, 17 × 6.0 in (430 × 150 mm) | |
| Front Tire | 120/70-ZR17 | |
| Rear Tire | 190/50-ZR17 | |
| Front Suspension | 45 mm forks with dual rate springs and adjustable preload, compression and rebound damping | |
| Rear Suspension | Monoshock with adjustable preload, rebound and compression damping | |
| Front Brakes | Double disc. 4-piston callipers. 320 mm (12.6 in) | |
| Rear Brakes | Single disc. 2-piston callipers. 220 mm (8.7 in) diameter. | |
| Dimensions | ||
| Length | 2,115 mm (83.3 in) | 2,112 mm (83.1 in) |
| Width | 720 mm (28.3 in) | 725 mm (28.5 in) |
| Height | 1,170 mm (46.1 in) | 1,165 mm (45.9 in) |
| Seat Height | 800 mm (31.5 in) | 815 mm (32.1 in) |
| Wheelbase | 1,431 mm (56.3 in) | 1,426 mm (56.1 in) |
| Rake/Trail | 24 / 86 mm | |
| Weight (Dry) | 198 kg (436 lb)[] | 188.0 kg (421.1 lb)[] |
| Fuel Tank Capacity | 18 litres (4.0 imp gal; 4.8 US gal) | 21 litres (4.6 imp gal; 5.5 US gal) |
| Performance (Measured at crankshaft to DIN 70020) | ||
| Maximum Power | 130 PS (96 kW or 128 bhp) at 9,900 rpm[] | 149.00 hp (108.8 kW) @ 10700 rpm[] |
| Maximum Torque | 100 N·m (74 ft·lbf) at 7,600 rpm[] | 100.00 N·m (73.8 ft·lbf) @ 8200 rpm[] |
| Power-to-weight ratio | 0.7801 hp/kg (581.7 W/kg)[] | |
| Misc | ||
| Performance | 1st gear to 103 km/h. Top speed 312 km/h[] |
История
Триумф T595 Daytona
1999 Daytona 955i
2000 Daytona 955
2002 Daytona 955i Caspian Blue
2005 Daytona 955i
Triumph Daytona T595 был представлен в 1997 году в попытке Triumph выйти на рынок спортивных велосипедов . Несмотря на название T595, байк имел рядный трехцилиндровый двигатель рабочим объемом 955 куб. См, частично разработанный Lotus . Наряду с другими трехцилиндровыми Triumph, Daytona помогла основать недавно управляемого производителя и его отличительных и уникальных трехцилиндровых мотоциклов.
Название модели T595 объединило новую серию двигателей «T5» и первые два числа с рабочим объемом «955 см3». В 1999 году байк был переименован в 955i, потому что название модели T595 создавало впечатление, что объем двигателя мотоцикла составляет 595 куб.
Масштабные изменения были внесены в 2001 году, когда дизайнер Гарет Дэвис полностью изменил дизайн кузова, новый двигатель увеличил мощность до 149 лошадиных сил с улучшением внутренних характеристик, включая кованый стальной коленчатый вал, кованые стальные шатуны и кованые алюминиевые поршни. Сосредоточенный на уменьшении веса и улучшении управляемости, 2001 955i использовал более распространенный двусторонний поворотный рычаг (DSSA) в отличие от одностороннего поворотного рычага (SSSA) предыдущих Daytonas. Версия DSSA весит на 7,5 фунтов (3,4 кг) меньше, чем SSSA из-за более легкого веса поворотного рычага, и утверждается, что версия DSSA справляется лучше, чем SSSA, поскольку у него меньше изгибов в поворотном рычаге. Версия 2001+ 955i имела более компактную и усовершенствованную электронную систему управления двигателем Sagem MC1000 (2 разъема) вместо оригинального контроллера Sagem MC2000 (1 разъем).
В 2002 году была предложена ограниченная серия Centennial Edition (CE) Daytona 955i. У 955i CE было несколько примечательных дополнений и отличий от DSSA Daytona 955i, отличного от CE ’02:
- Один из вариантов цвета Aston (British Racing) Green, который предлагался только на 955i Centennial Edition 2002 года.
- Панели заполнения из углеродного волокна между топливным баком и хвостовым обтекателем.
- Панели заполнения из углеродного волокна между топливным баком и передним обтекателем.
- Односторонний качающийся рычаг (как у предыдущей и более поздней Daytona 955i).
В 2002 году была предложена ограниченная серия Special Edition (SE) Daytona 955i. Модель 955i SE аналогична модели CE, за исключением красного цвета кузова и удаления логотипов столетия.
В 2004 году были внесены некоторые незначительные изменения, включая удаление логотипов Union Jack .
В 2005 году кузов был переработан, и в него были включены фары с горизонтальным разделением, более обтекаемый верхний обтекатель и уменьшенная «горбинка» хвостового оперения. Рама также была окрашена в черный цвет вместо серебристого, как у всех предыдущих моделей. Система впрыска топлива была изменена с регулируемой обводной магистрали на безвозвратную.
Handling, suspension, chassis and weight
Subtle changes to the late 2001 model’s geometry gave it quicker, more precise steering than the original bike’s, helped by moving to a twin sided swinging arm (which saved over 3kg) and to a smaller 180-section rear tyre on a 5.5in rim. For some reason for the following model year the single sided arm reappeared, along with the wider rim and tyre – and the extra weight. The geometry retained some of the twin-sided bike’s advantages over the earlier Daytona’s but it was still a retrograde step in performance and handling terms. Clive Wood: “It was fashion, pure and simple – people didn’t like the look of the twin sided arm. But I love them – they make great post-classic race bikes, they’re lighter and handle better.” But truth be told most road riders couldn’t really tell the handling difference between the two versions so fashion won the day. If the suspension’s in good nick it’s still a nice ride today, but if it’s not been done already then a rebuild and refresh by a specialist is well worth the outlay.. Although the problem with early T595 frames cracking had long been solved by mid-2001, that doesn’t mean you shouldn’t check, since there is still a potential maintenance-related problem, as Clive explains: “Part of the cracking problem wasn’t design or production, it was because nipping up the engine bolts to take up any play put stress into the frame. The factory answer was to shim the gaps as closely as possible to take up the play. It needs doing carefully, and if someone doesn’t know what they’re doing you can still get cracked frames.”
The other things to watch out for on the chassis side are seized and/or worn suspension pivots, and a seized and/or damaged rear hub adjuster mechanism on the single sider. Clive: “Have a look at the hub behind the sprocket, where the C-spanner should fit to adjust the chain tension. If it’s damaged, just walk away because that tells me it’s seized because of lack of maintenance (they need stripping and greasing every 12k miles or two years) and if they’ve not done that, what else haven’t they done…? Same with the linkages, they seize if you don’t grease them, but people don’t do it because the exhaust is in the way so you can’t easily get the through bolt out without removing the exhaust. But if you do it once, and put the bolt in from the other side, next time it’s easy.”
Triumph Daytona 955i (2001-2006) verdict
Back in 2001 the updates to the Daytona were a big step on, but not enough to put it in the mix against the far more focussed GSX-R1000 (also new that year) and R1 (completely revised the previous year). Perhaps unfairly that meant it got overlooked, both in the press and in the showroom as magazines and buyers fixated on speed and power to the exclusion of all else. The Daytona was just too sensible. 20 years on, and with a revolution in biking tastes behind us (who’d have predicted the adventure bike boom back then?) sensible’s no longer a dirty word and the Daytona makes a great modern classic choice. Well built, reliable, still a genuinely quick road bike, and distinctive enough and uncommon enough to stand out in a crowd of identikit modern plastics. We love them, and owners do too, which means they tend to get well looked after, and values are firming up. So find a good one (and especially one that shows signs of proper, sympathetic maintenence) and keep it that way and whilst you’re unlikely to make a profit on it when you sell, you won’t loose much either.
Для Triumph Daytona 600 2003 2004 Daytona 955i 2002-2006 Daytona 600 955i мотоцикл для детей возрастом 1-6 ступенчатая передача цифровой индикатор передачи
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- Название Модели: For TRIUMPH Motorcycle
- Подтверждение внешней проверки: Европейский сертификат соответствия
- Длина товара: 0inch
- Ширина Изделия: 0inch
- Высота Изделия: 0inch
- Вес товара: 0.28kg
- Диаметр Изделия: 0cm
- Тип материала: As the picture shown
- Особые характеристики: Plug And Play
- Бренд: GFYSHIP
- Item Type: Motorcycle LCD Electronics 6 Speed 1-6 Level Gear Indicator
- Display Range: 1-6 Lever Gear Display
- Waterproof: IP65
- Installation Notes: NO
- Application 01: For Triumph Daytona 600
- Year 01: 2003 2004
- Application 02: For Triumph Daytona 955i
- Year 02: 2002 2003 2004 2005 2006
History[edit]
Triumph T595 Daytona
1999 Daytona 955i
2000 Daytona 955
2002 Daytona 955i Caspian Blue
2005 Daytona 955i
The Triumph Daytona T595 was introduced in 1997 in an attempt by Triumph to tap into the sports bike market. Despite the T595 name, the bike featured a 955 cc displacement in-line three-cylinder engine designed in part by Lotus. Along with the other triple-cylinder Triumphs, the Daytona helped to establish the newly managed manufacturer and its distinctive and unique three-cylinder motorcycles.
The T595-model name concatenated the new engine series “T5” and the first two numbers of the “955 cc” displacement. In 1999 the bike was renamed 955i because the T595 model name gave the impression that the bike’s engine displaced 595 cc.
Large-scale changes were made in 2001, with a complete restyling of the bodywork by designer Gareth Davies, a newly designed engine raising the horsepower to 149 with internal performance upgrades included Forged steel crankshaft, forged steel connecting rods, and forged aluminium pistons. Focussed on reducing weight and better handling, the 2001 955i used a more common double-sided swing arm (DSSA) as opposed to the single-sided swing arm (SSSA) of the previous Daytonas. The DSSA version weighs 7.5 pounds (3.4 kg) less than the SSSA due to the lighter weight swing arm, and it is argued that the DSSA version handles better than the SSSA as it has less flex in the swing arm. The 2001+ 955i version had a more compact and advanced Sagem MC1000 electronic engine management system (2-plug) instead of the original Sagem MC2000 controller (1-plug).
In 2002, a limited-production Centennial Edition (CE) Daytona 955i was offered. The 955i CE had several noteworthy additions to and differences from the non-CE ’02 DSSA Daytona 955i:
- One colour option of Aston (British Racing) Green, which was offered only on the 2002 955i Centennial Edition.
- Carbon fibre infill panels between the fuel tank and tail fairing.
- Carbon fibre infill panels between the fuel tank and front fairing.
- Single-sided swing arm (like the previous and later Daytona 955i).
In 2002 a limited-production Special Edition (SE) Daytona 955i was offered. The 955i SE model similar to the CE, except with red body work and the deletion of the centennial logos.
In 2004, some minor changes were made including the deletion of the Union Jack logos.
In 2005 the bodywork was revised to include a horizontally-split headlamp, a more streamlined upper fairing, and a reduced tail ‘hump’. The frame was also painted black instead of the silver of all previous models. The fuel-injection system was changed from a bypass-regulated-rail to a returnless-rail system.
![Triumph daytona 955i (2001-2006) [ review & buying guide ]](https://buygiroscooter.ru/wp-content/uploads/f/9/1/f91f5892b222950591669913bf15e82c.jpeg)
Specifications
| 1999–2000 | 2001–2006 | |
|---|---|---|
| Engine | ||
| Type | Liquid Cooled, In-Line 3-Cylinder | |
| Capacity | 955 cc (58.3 cu in) | |
| Bore/Stroke | 79.0 mm × 65.0 mm (3.11 in × 2.56 in) | |
| Compression Ratio | 11.2:1 | 12.0:1 |
| Fuel System | Sequential multipoint electronic fuel injection. DOHC | |
| Ignition | CDI via electronic engine management system | |
| Transmission | ||
| Primary Drive | Gear | |
| Final Drive | X-ring Chain | O-ring Chain |
| Clutch | Wet, multi-plate | |
| Gearbox | 6 speed | |
| Cycle Parts | ||
| Frame | Fabricated cast aluminium alloy perimeter | |
| Swingarm | Single-sided, aluminium alloy with eccentric chain adjuster | |
| Front Wheel | Alloy 3-spoke, 17 in × 3.5 in (432 mm × 89 mm) | |
| Rear Wheel | Alloy 3-spoke, 17 in × 6.0 in (430 mm × 150 mm) | |
| Front Tire | 120/70-ZR17 | |
| Rear Tire | 190/50-ZR17 (180 from 2001) | |
| Front Suspension | 45 mm conventional forks with dual rate springs and adjustable preload, compression and rebound damping | |
| Rear Suspension | Monoshock with adjustable preload, rebound and compression damping | |
| Front Brakes | Double disc. 4-piston callipers. 320 mm (12.6 in) | |
| Rear Brakes | Single disc. 2-piston callipers. 220 mm (8.7 in) diameter. | |
| Dimensions | ||
| Length | 2,115 mm (83.3 in) | 2,112 mm (83.1 in) |
| Width | 720 mm (28.3 in) | 725 mm (28.5 in) |
| Height | 1,170 mm (46.1 in) | 1,165 mm (45.9 in) |
| Seat Height | 800 mm (31.5 in) | 815 mm (32.1 in) |
| Wheelbase | 1,431 mm (56.3 in) | 1,426 mm (56.1 in) |
| Rake/Trail | 24 / 86 mm | 22.8°, 3.2 in (81 mm) |
| Fuel Tank Capacity | 18 litres (4.0 imp gal; 4.8 US gal) | 21 litres (4.6 imp gal; 5.5 US gal) |
Triumph Daytona 955i (2001-2006) Brakes
The Triumph-branded Nissin brake calipers were carried straight over from the older Daytona and few people complained about them when new, the exceptions being the odd track day fiend who might find repeated hard use led to a bit of fade and the lever coming back to the bar. Clive found the answer to that when he was racing a Daytona back in the day: “We found an R1 or ZX-10 Nissin master cylinder looked the same, but had a slightly larger bore – it worked well and kept the lever away from the bar.” For most road riders, the original master cylinder is well-matched to the calipers, giving enough power, but crucially plenty of feel. You do need to make sure the calipers are regularly cleaned and serviced though or they WILL seize.
History
Triumph T595 Daytona
The Triumph Daytona T595 was introduced in 1997 in an attempt by Triumph to tap into the sports bike market. Despite the T595 name, the bike featured a 955 cc displacement in-line three-cylinder engine designed in part by Lotus. Along with the other triple-cylinder Triumphs, the Daytona helped to establish the newly-managed manufacturer and its distinctive and unique three-cylinder motorcycles.
In 1999 the bike was renamed 955i because the T595 model name gave the impression that the bike’s engine displaced 595 cc.
Large-scale changes were made in 2002, with a complete restyling of the bodywork by designer Gareth Davies, a newly designed engine raising the horsepower to 149 with internal performance upgrades included Forged steel crankshaft, forged steel connecting rods, and forged aluminium pistons. Focus on reduce weight and better handling The 2002 used a more common double-sided swing arm (DSSA) as opposed to the single-sided swing arm (SSSA) of the previous Daytonas. The DSSA version weighs 7.5 pounds (3.4 kg) less than the SSSA due to the lighter weight swing arm, and it is argued that the DSSA version handles better than the SSSA as it has less flex in the swing arm. The 2002+ 955i version had a more compact and advanced Sagem MC2000 electronic engine management system (2-plug) instead of the original Sagem MC1000 controller (1-plug).
In 2002 a limited-production Centennial Edition (CE) Daytona 955i was offered. The 955i CE had several noteworthy additions to and differences from the non-CE ’02 DSSA Daytona 955i:
- One colour option of Aston (British Racing) Green, which was offered only on the 2002 955i Centennial Edition.
- Carbon fibre inlaid panels between the gas tank and tail fairing.
- Carbon fibre rear wheel hugger.
- Single-sided swing arm (like the previous and later Daytona 955i).
In 2002 a limited-production Special Edition (SE) Daytona 955i was offered. The 955i SE model similar to the CE, except with red body work and the deletion of the centennial logo’s.
In 2004, some minor changes were made including the deletion of the Union Jack logos.
2005 Triumph Daytona 955i
In 2005 the bodywork was revised to include a horizontally-split headlamp, a more streamlined upper fairing, and a reduced tail ‘hump’. The frame was also painted black instead of the silver of all previous models. The fuel-injection system was changed from a bypass-regulated-rail to a returnless-rail system.
The post-2002 Daytona 955i never gained the popularity of the earlier T595 and pre-2002 955i. Only on the outer borders of the Super Sport market when it was first released in 1997, it was considered more of a Sport Touring motorcycle, rather than a full Super Sport by 2006 when production was discontinued.
Мотоцикл Triumph Daytona 955i Centennial Edition (2002)
Информация по мотоциклу Triumph Daytona 955i Centennial Edition (2002)
В 2002 году в ограниченном количестве вышла версия Centennial Edition (CE) модели Daytona 955i. Она имела некоторые отличия от стандартной модели. Было произведено всего 200 экземпляров. Мотоцикл имел ряд карбоновых элементов. В отличие от стандартной версии, которая имела стальные литые шатуны, поршни и коленвал, у версии CE эти элементы были изготовлены из прокованной стали, причём поршни – из кованого алюминия.
Это позволило увеличить максимальную мощность двигателя. Она составляла 147 лошадиных сил на 10700 об/мин. Максимальный крутящий момент был равен 100 Нм на 8200 об/мин. Степень сжатия составляла 12:1.
Видео
Передняя подвеска была представлена телескопической вилкой с 45-миллиметровыми перьями, а в задней части мотоцикла был установлен регулируемый моноамортизатор. Мотоцикл имел 6-ступенчатую коробку передач и цепной привод. Масса мотоцикла составляла 191 кг, а объём бензобака был равен 21 л.
Размер передней шины составлял 120/70 ZR17, а размер задней – 190/50 ZR17. За торможение отвечали два 320-миллиметровых дисковых тормоза с четырёхпоршневыми суппортами на переднем колесе и 220-миллиметровый дисковый тормоз с двухпоршневым суппортом на заднем.
Engine
4 out of 5 (4/5)
We love the Triumph Daytona 955i’s syncopated rumble at tickover – and there’s no shortage of low down drive. As it builds more power comes rushing and rushing until almost too soon it’s time to change up a gear. The Triumph Daytona’s triple can never match the Japanese fours for top end power but it aces them on personality and sound. It’s motorcycling aural poetry with a race can.
Reader query: Triumph Daytona 955i ignition problems
I have a 1999 Triumph Daytona 955i. It refuses to tick over when started from cold. After a couple of miles down the road, it seems fine. If I restart it before it gets cold it’s OK. If I leave it longer than maybe an hour then the same problem occurs.Willblues, MCN forum.
It sounds like it’s running extremely lean. There’s an initial check you can do yourself on the idle air control. It regulates the air from the airbox into the motor and you can get at it in the airbox. Remove the fuel tank and airbox and you should see a little plastic housing that pokes into the airbox with a little white disc that should rise and fall in response to throttle movement. The only problem with this is the FI management light will stay on after, until it has cycled three times.
Triumph Daytona 955i – Triumph Daytona 955i
Триумф Daytona 955i является спортивный велосипед производства Triumph с 1997 по 2006 г. Он был оснащен 955 куб.см (58,3 у.е. в) с жидкостным охлаждением , рядный три четырехтактный двигатель. Велосипед был запущен в 1997 году как Triumph Daytona T595 и переименован Triumph Daytona 955i в 1999 году.
история
Triumph Daytona T595 был представлен в 1997 году в попытке Triumph , чтобы задействовать в спортивном велосипеде рынка. Несмотря на название T595, мотоцикл показал 955 куб.см перемещения в линию три-цилиндровый двигатель , предназначенный частично Лотоса . Наряду с другими торжествует тройным цилиндра, Daytona помог установить вновь управляемый производителем и его отличительные и уникальные мотоциклы три-цилиндровых.
Название T595-модель каскадного новый двигатель серии «Т5» и первые два номера на «955 куб.см» водоизмещением. В 1999 году мотоцикл был переименован 955i, так как имя T595 модель создается впечатление, что двигатель мотоцикла смещена 595 куб.см.
Крупномасштабные изменения были сделаны в 2001 году, с полным рестайлингом кузова проектировщиком Gareth Davies, недавно разработанный двигатель подъема до 149 лошадиных сил с внутренними производительность обновления включены кованой стали коленчатый вал, кованые стальные шатуны и кованые алюминиевые поршни. Сфокусированы на снижении веса и лучшей управляемости, то 955i 2001 использовали более общий двухсторонний поворотный кронштейн (DSSA) в отличие от односторонней поворотного кронштейна (ГАСС) предыдущего Daytonas. Версия DSSA весит 7,5 фунта (3,4 кг) меньше, чем ГАССЫ из-за более легкий вес кронштейна, и утверждаются, что версия DSSA ручки лучше, чем ГАССЫ как она имеет меньше сгибать в поворотном кронштейне. 2001+ 955i версия имела более компактную и усовершенствованную систему управления электронный двигатель Sagem MC1000 (2-штекер) вместо исходного контроллера Sagem MC2000 (1-штекер).
В 2002 году, ограниченное производство Centennial Edition (CE) Daytona 955i была предложена. 955i CE было несколько примечательных дополнения и отличия от не-CE ’02 DSSA Daytona 955i:
- Один из вариантов цвета Aston (British Racing) Green, который был предложен только на 2002 955i Centennial Edition.
- Углеродные волокна заполняющих панели между топливным баком и хвостовым обтекателем.
- Углеродные волокна заполняющих панели между топливным баком и передним обтекателем.
- Односторонний поворотный кронштейн (как и предыдущий, а затем Daytona 955i).
В 2002 году было предложено ограниченное производство Special Edition (SE) Daytona 955i. Модель 955i SE похожа на С, за исключением красной работы тела и удаление столетних логотипов.
В 2004 году некоторые незначительные изменения были сделаны в том числе исключить из союза Джек логотипами.
В 2005 году кузов был пересмотрен, чтобы включать в себя горизонтально разделенным фары, более обтекаемый верхний обтекатель, и уменьшенную хвост «горб». Рама была также окрашена в черный цвет, а не серебро всех предыдущих моделей. Система впрыска топлива была изменена с байпасным регулированием рельса к системе без возврата рельса.
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Мотоциклы Triumph
| Daytona 1000 (1991) | |||||||
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Характеристики “Triumph Daytona 1000 (1991)”
| Daytona 1200 (1993) | |||||||
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Характеристики “Triumph Daytona 1200 (1993)”
| Legend TT (1999) | |||||||
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Характеристики “Triumph Legend TT (1999)”
| Rocket III (2004) | |||||||
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Характеристики “Triumph Rocket III (2004)”
| Rocket III Classic (2006) | |||||||
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Характеристики “Triumph Rocket III Classic (2006)”
| Rocket III Roadster (2010) | |||||||
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Характеристики “Triumph Rocket III Roadster (2010)”
| Rocket III Touring (2007) | |||||||
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Характеристики “Triumph Rocket III Touring (2007)”
| Scrambler 900 (2006) | |||||||
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Характеристики “Triumph Scrambler 900 (2006)”
| Scrambler (2009) | |||||||
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Характеристики “Triumph Scrambler (2009)”
| Scrambler Matt Black (2012) | |||||||
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Характеристики “Triumph Scrambler Matt Black (2012)”
| Scrambler Tony Hawk Special (2012) | |||||||
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Характеристики “Triumph Scrambler Tony Hawk Special (2012)”
| Speed Four (2002) | |||||||
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Характеристики “Triumph Speed Four (2002)”
| Speedmaster (2003) | |||||||
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Характеристики “Triumph Speedmaster (2003)”
| Speedmaster (2005) | |||||||
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Характеристики “Triumph Speedmaster (2005)”
| Speedmaster (2009) | |||||||
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Характеристики “Triumph Speedmaster (2009)”
| Speedmaster (2011) | |||||||
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Характеристики “Triumph Speedmaster (2011)”
| Speed Triple 750 (1994) | |||||||
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Характеристики “Triumph Speed Triple 750 (1994)”
| Speed Triple 900 (1994) | |||||||
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Характеристики “Triumph Speed Triple 900 (1994)”
| Speed Triple T509 (1997) | |||||||
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Характеристики “Triumph Speed Triple T509 (1997)”
| Speed Triple 955i (1999) | |||||||
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Характеристики “Triumph Speed Triple 955i (1999)”
2002 Triumph Centennial Edition Daytona 955i
Click photo to enlarge. It makes a great desktop image.
2002 Triumph Centennial Edition Daytona 955i
2002 Triumph Centennial Edition Daytona 955i
Triumph Centennial Edition Daytona 955i
It is only fitting that the flagship model of Triumph’s modern success story should receive the centenary treatment too. The power-packed Centennial Edition Daytona keeps the 2002 engine and chassis modifications but reverts to a single-sided swing-arm for this special edition. A colour-matched seat cowl and carbon fibre side panels and cockpit infills set-off the sensational one-off Aston Green paint scheme. A special milestone centenary badge completes the look.
Specification as standard model except:
Colour – Aston Green Weight – 191kg (420lb) Wheelbase – 1426mm (56.1in) Rake/Trail – 22.5º / 78.7mm Swingwarm – Single-sided, aluminium alloy with eccentric chain adjuster Rear Wheel – 17 x 6.0in, 190 / 50 ZR17 tyre Rear Brake – Single 320mm disc, 2 piston caliper
Below information is from the Standard model:
Key Changes: – New Acidic Yellow colour option
Colour Options: – Caspian Blue – Acidic Yellow • Aluminium Silver
Accessories: – Performance Aftermarket Silencer – Carbon Finish – 2×2 carbon weave hi-temp carbon fibre wrap – thermal blanket protection – nitro-tec hardened bracket – stainless steel external construction – bespoke fuel injection mapping – Performance Aftermarket Silencer – Stainless Steel Finish – Triumph branding – thermal blanket protection – nitro-tec hardened bracket – stainless steel external construction – bespoke fuel injection mapping – Tank Bag – 16 litres expandable to 24 litres – removable map pocket – integral water resistant cover – shoulder strap – separate harness – Sports Throw-over Panniers – high visibility reflective edging – 1250 denier polyester construction – integrated, quick release panel protectors (also available separately) – 24 litres capacity expandable to 48 litres – integral water resistant covers – Integrated Alarm – two circuit immobilisation – ‘fail-safe’ engine immobilisation – ‘hot-wire’ detection circuit – internal rechargeable battery – current draw of less than 5 mA – Thatcham MC1 approved – Sports Top Rack – integral bungee hooks – Aero Screen – Carbon Fibre Side Panels – Carbon Fibre Cockpit Infils – Grabrail – Seat Cowl and Pad – Carbon Fibre Tank Pad – Carbon Print Tank Pad – Front Mudguard Extension Kit – Auxiliary Power Plug – facilitates remote charging of motorcycle battery
Centennial Edition Daytona 955i SPECIFICATION
ENGINE Type Liquid-cooled, DOHC, in-line 3-cylinder Capacity 955cc Bore/Stroke 79 x 65mm Compression Ratio 12.0:1 Fuel System Multipoint sequential electronic fuel injection Ignition Digital – inductive type – via electronic engine management system
TRANSMISSION Primary Drive Gear Final Drive X ring chain Clutch Wet, multi-plate Gearbox 6-speed
CYCLE PARTS Frame Tubular, fabricated aluminium alloy perimeter Swingarm Twin-sided, aluminium alloy Wheels FrontRear Alloy 3 spoke, 17 x 3.5inAlloy 3 spoke, 17 x 5.5in Tyres FrontRear 120/70 ZR 17180/55 ZR 17 Suspension FrontRear 45mm forks with dual rate springs and adjustable pre-load, compression and rebound dampingMonoshock with adjustable pre-load, compression and rebound damping Brakes FrontRear Twin 320mm floating discs, 4 piston calipersSingle 220mm disc, single piston caliper
![Triumph daytona 955i (2001-2006) [ review & buying guide ]](https://buygiroscooter.ru/wp-content/uploads/d/6/9/d692d6174a27a7c22aa22b92ac90f25d.jpeg)
DIMENSIONS Length 2072mm (81.6in) Width (handlebars) 725mm (28.5in) Height 1165mm (45.9in) Seat Height 815mm (32.1in) Wheelbase 1417mm (55.8in) Rake / Trail 22.8º / 81mm Weight (Dry) 188kg (414lb) Fuel Tank Capacity 21 litres (5.5 gal US)
PERFORMANCE (measured at crankshaft to DIN 70020) Maximum Power 149PS (147bhp) at 10,700 rpm Maximum Torque 100Nm (74ft.lbf) at 8,200 rpm
COLOURS Caspian Blue, Acidic Yellow, Aluminium Silver
WARRANTY 2 years, unlimited mileage
SERVICE INTERVALS 6000 miles or one year, whichever comes first
Power and torque
When Triumph announced the revised engine and its impressive claimed advantage over the original Daytona (they claimed 19bhp extra) we worried that they might have gained that extra top end at the expense of the growly, accessible midrange torque that was the hallmark of the original bike, and which made it such an effective road bike. Happily they’d managed the difficult trick of keeping the midrange intact, and adding the top end via an extended rev range. Inside the motor were stronger conrods, bigger inlet valves and smaller exhaust valves, along with bigger throttle bodies (up to 46mm from 41mm) and higher compression (12:1 instead of the original 11.2:1). The result in the real world was that you could ride it the way you’d always ridden a Daytona – use the grunt to get you out of corners fuss-free and with a choice of gears – or you could use the new, wailing top end to scream your way through the gearbox in a way that would spell death to your licence in double quick time. So as a road bike it wasn’t necessarily any better, but if you wanted to do the occasional track day too, it was a big step on. And although it didn’t get anywhere near that headline-grabbing 147bhp, a real 130bhp wasn’t too shabby – no match for a GSX-R1000 or R1 but just ahead of the 2001 Fireblade and ZX-9R.
Triumph Daytona 955i (2001-2006) Price
The 2001 list price for the Daytona 955i was £8599 – by the time the last models slunk from the showrooms in 2006 that was down to £7499. To put those prices into context, in 2001 a Blade was £8699 and an R1 was £9199. By 2006 a Fireblade was £8899 and an R1 was £8799. These days good, clean 955is start at about £2250 for something with average mileage of around 30-40k, although you’ll find projects and unloved examples cheaperw. For a while the 2001/2 bikes with twin-sided swing arm were a bit cheaper as people wanted the bling of the single sider, but these days general condition and mileage seem to be more important to potential buyers. Sales of Daytonas from 2004 onwards ere very slow, so most bikes you see for sale will be earlier ones. Top money for a really nice 01-03 is probably around three grand, with low mileage late-reg bikes being offered at anything up to about £4000, although we wouldn’t go over 3.5k for anything that wasn’t absolutely mint and very low miles.
Особенности:
- Состояние: 100% новый
- Цвет: черный
- Цвет света: красный/синий/зеленый
- 1-6 шестеренный дисплей
Применимость:
- Для TRIUMPH Daytona 600 2003-2004
- Для TRIUMPH Daytona 955i 2002-2006
Инструкция руководство :
1. Найдите соединитель датчика скорости. Датчик скорости (колесный датчик) находится либо на верхней части коробки передач, либо на переднем колесе. Брюки для детей на 3 полюс черный датчик скорости смены навесного оборудования, как правило, для людей с ограниченными физическими возможностями, повышая топливного бака
- 3. Найдите коробку ECM (также называется ECU). Это плоская коробка с одним или несколькими штырьками Разъемы под сиденьем.
- 4. Найдите провод сигнала об/мин в разъеме ECM:
- Спринт RS/ST синий/черный (сплошной синий провод с тонкой черной полосой)
- Это датчик коленчатого вала провода. Вы можете нажать
- Либо на 2-полюсный разъем датчика или на блока управления двигателем.
- Все другие модели красного цвета (сплошной цвет без полосок)
- Это тахосигнальный провод.
- Также нажмите на провод из датчик коленчатого вала
- (Синий и фиолетовый), либо по 2-полюсный разъем датчика или в ЭБУ.
- 5. Снимите черный рукав (ленту), оставляя около 3 см (1,2 ”) этого провода открытым.
- 6. Подключите черный/зеленый провод к этому проводу, используя красный проводной кран
- Разъем в комплект поставки.
Настройка :
Посылка включает в себя:
(1 шт.); Шестерни индикатор
