This was the UK manufacturer’s first decent stab at a big-bore sportsbike and what a good stab it was. It’s still a good road bike and still decent value, we at CB-Net say…
Looking back, all we at CB-Net can say is that the T595 was hyped in a massive way!
Motor Cycle News was at its height back then and secret shots showed the almost Ducati 916-vibe going on with the aesthetics, while their own ‘hide-in-the-bushes-at-Bruntingthorpe’ shots showed the bike really cut the mustard… But, if we are all honest with ourselves, 20 or more years on, it wasn’t quite the machine it was hyped-up to be… however, that doesn’t mean it isn’t a bloody good bike to ride today.
The big problem was all that flag (and willy) waving from the bike press at the time: all they wanted to do was be the first to get the bike in their pages so – like today – lots of things were (we say) ‘fake news’. Was this a Blade beater? Nope – fake news… was it a great British bike? Yup… deffo…but it wasn’t the world-beater the press of the time promised.
Sadly the other issue was final development of the bike and this was played out by and with the first owners of the bike. Why? Well, these guys and girls wanted to be the first to own this new machine and yet there was an early recall on the first T595 model. Two types of frame weld were used at the start of production: a butt-to-butt weld and a later dog-tooth weld with a more generous surface area. You’d think this would spell the end of the bike… but Triumph were brilliant and shrewdly swift to act to head off any issues. Not only did they quickly recall and replace these early frames (often giving owners the option of a polished frame) they issued letters to say the swop had been done. The result: owners were blissfully happy with how they had been treated. Japanese and other European manufacturers please take note…
The bike itself wasn’t the sporty thing MCN had trumped it up to be… So, over the years, while the Honda FireBlade and Yamaha R1 went off in sportier directions, Triumph went about refining the bike, making it something that little bit different and yet something very special. And keeping it more ‘middle of the road.’
So, instead, it became a very adept sports-tourer – with the accent most definitely on ‘sports’. Riding the T595/955 has never been as easy or silky-smooth as swinging a leg over a Jap four-cylinder big-bore sports machine, but you get a connection with the Triumph, that you simply don’t get with an oriental machine. OK, so the clutch can be heavy, yes your wrists can ache on the early models, and if you check out the temp gauge it will be running hot and it’s agricultural, but also involving… we love them…
Lots of changes have happened to the T595/955i, but the three major models are easily identifiable thanks to major aesthetic changes. Finish has improved since 1997 so for us the last of the line are our pick of the best riders, while the first are more for the collectors and these are still pretty cheap…
Brakes: Good from new, these Triumph-badged Nissins do have to be looked after, so clean calipers regularly.
Front forks: Suspension was good (internally) as new, but externally they suffer from pitting fairly badly.
Engine: Early models produced around 115-120bhp. Later models added more revs and peak power went up to around 130 real bhp at the rear-wheel at around 10,500rpm.
Engine electronics: Fuel-injection (using the Sagem system) and engine management was in its early stages 20 years or more ago, so many issues cropped up. Back in the day and since, the engine management light would come on for a number of different reasons. You’ll need to invest in diagnostic equipment or head to your local Triumph dealer to find out what the issue is when it comes to the relevant fault code to solve the problem. Owners of later machines (Daytona 955i – 2002-on) have reported some problems with the light coming on just before the fuel light when the tank is running dry, or when the tank has just been filled.
Servicing: Every 6000 miles, with expensive ones coming up at 12k and 24k: we say go to an expert or Triumph dealer. Best thing is, today – there are specialists around that aren’t charging main-dealer prices: www.triumphtorque.com is a good place for dealers and advice.
Fuel tanks: 2001-on 955is had a further three litres in the tank (up from 18 litres.)
Electrics/battery/starting problems: Clocks have been known to die and speedos can give errant readings. This can be a speedo-sensor issue. Keep a closed throttle when starting the bike, too…
Engine issues: Not many, but some owners have reported faulty camshaft position sensors, over-heating, oil pipes can hole after rubbing against the oil cooler etc. Original owners also reported the odd oil leak near the gearbox, or the countershaft seal or from the head gasket/cam chain area: so keep an eye out.
Clutch/Gearbox: The early T595’s had problems with 4th gear. Some owners who had 4th gear disintegrate found that the factory still changed it for free! Later models are better, especially with the direct ‘lever-to-gearbox’ addition which came post 1998.
Rear suspension: Has stood up to 20 years of abuse well, it seems – but will be worth an upgrade by now. Replacement shocks come in at around £250-£500…
Finish: Original T595 and T509 machines had some very exposed electrical connectors which suffered in a British winter – things improved from there on. Owners also reported that shock mounts, adjusters and shock bodies would suffer in rain.
Chain adjuster: Make sure the adjuster is clean and lubed: as if it’s jammed, it’s hell to strip.
End cans: Some original and high-level ‘race’ end-cans can become leaky over time. You’ll see exhaust stains around the joints or feel exhuast gases coming out of the joins…
Recalls: A recall in 1997 for potential cracks in frame, ignition lead and fuel pump: 2001 potential problems with clutch cables fraying on the 955 and other models, and in 2004 the possibility of some male connectors fracturing.
Prices: We can still find the odd T595 coming in at £1500… truly… most are now around £2000 – but what a bike for that money? Later models can go up to around £4000…
