Resto tips: Triumph T509/595
Hinckley hardware not without issues, but very much loved
There are a few issues with these big Brits, best be aware if you’re in the market for this Hinckley produce
BY THE LATE 1990s, a resurgenttriumph had hit its stride with a solid range of tourers, sports tourers and retros sharing a parts bin of modular engines and chassis, but it lacked a true sports bike to rival the Honda Fireblade and imminent Yamaha R1.the Daytonat595, launched in 1997, wasn’t quite it, but it leapfrogged the Daytona 900 it replaced in terms of performance and was the closest thing to a proper superbike that Hinckley had yet built.
The Daytonat595 used an evolution oftriumph’s ubiquitous three-pot, but boosted in capacity from 885cc to 955cc and housed in an all-new alloy perimeter frame sporting a single-sided swingarm and John Mockett-designed bodywork that echoed the Ducati 916 and marked a departure from the firm’s angular, slab-sided look.
At the same time the Speed Triplet509 was launched as a successor to the Speedtriple 900. It was developed in skunkworks-like secrecy alongside thet595 with which it shared its chassis (but used the older 885cc three-pot motor) and finally sloughed its cafe racer skin to appear with bug-eyed twin headlights that perfectly captured the streetfighter zeitgeist. It became a best-selling hit.
In 1999 thet595 would evolve into the Daytona 955i and establish itself as a fast, effective and well-regarded road-going litre-bike but it never managed to shake off its nearly man status against Japan’s more trackfocused 1000cc competition.the T509, meanwhile, morphed into the Speedtriple 955i and later the 1050, and remains a stalwart of the line-up to this day.
Prices for thet509/t595 can start as low as £500 – but beware, the pitfalls are manifold, from cracked frames around the headstocks on earlyt595s to warping plastic fuel tanks and exploding fourth gears common to both, so do your research.
Not quite a sportsbike, but still with a meaty goodness