First Look! Triumphant Triples
FIRST LOOK! TRIUMPHANT TRIPLES
ROUNDUP
TRIUMPH WILL REPLACE ITS current Speed Triple and Daytona 900 with two new 1997 models, carrying the suffixes T509 and T595. These will be more exotic than previous Triumphs, with oval-tubed aluminum chassis, single-sided swingarms and fuel injection.
Amid rumors of pending involvement in World Superbike racing (whose rules permit 900cc Triples), these new Triumphs will retain the existing engine’s longish 65mm stroke. Yes, long strokes limit rpm and power, but there were other considerations, as we shall see.
Why these changes, and why now? “Sound business reasons,” proclaims U.S. Triumph Manager Michael Locke. The original bikes were purposely overdesigned, because the last thing the new company needed was reliability troubles. Start conservative, build market share, then refine as needed-that was the initial recipe for success.
“Those first-generation engines are big,” Locke states. Yet Triumph had a sensible plan. The motors were modular, sharing common chassis and many internal parts. This cut start-up, production and inventory costs-essential to the early success of an all-new company.
And the longish stroke? Says Locke, “People perceive our motorcycles as very powerful." What they are feeling, he suggests, is their solid midrange punch, not peak power. The smaller valves and ports that go with longerstroke, smaller-bore designs provide that punch.
The goal of the bigger-bore T595 engine is to achieve what Locke calls “class-leading power and tremendous torque,” fortifying the existing Triple’s strengths. The obvious path to world-class power would be to tune it higher (as has been done with the
Japanese Fours), but the result would be a topweighted powerband-the very opposite of the engine’s established appeal. It was therefore made 70cc bigger, given a higher-flowing downdraft cylinder head, and was otherwise modified to allow it to reach higher rpm. Despite its longish stroke, the new engine is redlined at a remarkable 11,000 rpm, giving it a piston speed of 4700 feet per minute, right up there in racing territory.
With a goal of cutting engine weight by 10 kilograms (22 pounds), the crankcases were recast and reduced in bulk. The clutch, cam and breather covers became magnesium, and the sprocket cover became plastic. The cast-iron cylinder liners were replaced by hard-coated aluminum liners, saving several pounds. The resulting motorcycle is claimed to weigh just under 440 pounds.
How could class-leading torque and power be combined without total redesign? Consider that Triumph is located within 85 miles of most of the world’s Formula
One auto racing suppliers. The T595’s new downdraft
cylinder head was thus developed by Lotus Engineering, resulting in 20 percent greater intake valve area, reduced valvetrain mass and new cam profiles. The fuelinjection system used on both new bikes is produced by the Anglo-French Sagem firm, which makes F-l engine-management systems.
The results? The 955cc T595 engine gives a claimed 130 horsepower at 10,200 rpm, with 74 foot-pounds of torque at 8700. This rise in peak-torque rpm suggests severe tuning, but the reverse is true, for it makes 90 percent of its peak figure at only 3200 revs. This torque curve resembles that of a steam engine-a flat line without real peaks or valleys. Compression is a torque-boosting 11.2:1. To survive the T595 engine’s impressive 11,000-rpm redline, the pistons are now semi-forged, with a narrowed ring pack that cuts friction.
Triumph’s new T509 Speed Triple gets most of the T595 engine upgrades, but stays at 885cc. Claimed horsepower is 108 at 9100 rpm, with 63 footpounds of torque-the original Speed Triple made 97 ponies and 61 foot-pounds. Compression ratio is unchanged at 10.6:1.
The balancer that civilized the original Triples is retained, calming these engines enough to make it possible to bolt them into the chassis as stressed members; however, the balancer, along with the crankshaft and the six-speed
gearbox, has been redesigned Responding to concerns about high maintenance costs and cumbersome service procedures, Triumph has given the new engines shim-under-bucket valve tappets, nearly doubling their adjustment interval. A 3-into-l exhaust system is used, with a large, free-flowing muffler canister.
The first-generation Triumphs shared a steel-backbone chassis whose central concept was its ability to house all the engines in the line. The new T509/595 platform embodies specialization beyond this, with fresh goals. The oval-tube aluminum perimeter chassis is unique to the Triples. It weighs only 22 pounds, and features a 1.8-inch-shorter wheelbase, a less-rangy reach to the controls and a lowered center of gravity that results from removing that big steel backbone. This chassis also gives defining style to the machines; it is neither a Japanese-style twin-spar nor a Ducati-style “birdcage.”
Suspension is fully adjustable, consisting of a conventional Showa 45mm fork and single
Showa shock with Triumphdesigned internals. A cast-aluminum, single-sided swingarm is used at the rear. The 3.5-inchwide front and 6.0-inch-wide rear Brembo wheels are shod with Bridgestone BT56 tires, the 190mm-wide rear employing a dual-compound tread. The Nissin four-piston front brakes are claimed to deliver the shortest lOO-to-O-mph stopping distance in the world.
Regardless of the new bikes’ many improvements, Locke dismisses rumors that Triumph might go Superbike racing next year. That awaits further changes planned for 1998, he says.
It’s bold for this small, new company to reach for world class in these redesigned Triples, but yesterday’s exotic features quickly become today’s necessities. Manufacturing technology is the key to delivering them at prices people can afford-which to U.S. buyers means $ 12,995 for the T595 and $11,795 for the T509. It’s no accident that the T595’s power output is bigger than that of Honda’s CBR900RR, and that its price is smaller than Ducati’s 916. Honda reputedly sells 30,000 CBR900s a year in Europe. These Triumphs take aim at that profitable business. And with all the excitement generated by exotic Ducatis, the time is ripe to bring their features to a wider market. With Japanese prices at an all-time high, and with Britain again an attractive place in which to manufacture, this is a don’t-miss business opportunity. Wonder what Triumph is planning for 1998...
Kevin Cameron
