BUYERS’ GUIDE: TRIUMPH DAYTONA T100R
Get the tastiest example of Triumph’s sweet 500cc twin
There’s a school of thought among some Triumph enthusiasts that Meriden’s finest twins were actually the 500s, rather than the more popular 650s. And, while a 500 will always lose out to a 650 (or 750) in terms of raw power, there’s little doubt that the smaller twins are smoother and sweeter running. So, what if you could have a nimble, free-revving and light 500 with performance not far off a 650’s? You’d have a Daytona, that’s what. And that might be no bad thing.
The Daytona, introduced for the 1967 model year, may well be the best 500 twin the factory ever produced. Appreciably peppier than any previous half-litre offering, the Daytona was originally conceived to celebrate Buddy Elmore’s victory in the 1966 Daytona 200 aboard his tuned, factory-prepared twin-carb 500cc racer. The following year, Triumph released a twin-carb 500 roadster, while back at Daytona, seven of the top 12 finishers were Triumph
500-mounted, with Gary Nixon securing a second win in as many years for the Meriden marque. And, while the road version might not be quite so potent, it won a lot of fans for its lively performance and easy handling.
High-comp pistons, twin carbs, larger inlet valves and hotter cams gave the Daytona a ton-plus top end, with lively acceleration to match. It was a pretty impressive package right from the start. Improvements started from the 1968 season on US bikes, with eight-inch twin-leading-shoe front brakes. Uk-market models got the new brake for the following year, when the engine received a ball-race timing-side bearing to replace the bush previously fitted. After that, aside from stronger conrods for 1971, the Daytona’s only significant improvements were a front disc brake and a more aggressive cam on the final handful of so-called Series 2 machines in the final year of production.
Bearing all that in mind, a Daytona makes an extremely practical and enjoyable classic ride today. Spares are relatively plentiful and affordable, and
the engine is generally reliable – especially ’71-on bikes, with the improved timing-side main bearing and stronger conrods. They also benefit from the ’68-on double-damped forks and probably Triumph’s best drum brake ever in the eight-inch tls unit.
If you’re a fan of Triumph twins, but don’t feel you need the power or the extra weight of a full 650, the Daytona has got to be worth considering.
THE RIDE
A blast on any Triumph 500 twin will remind you just how sound Edward
Turner’s inspired, original design was. Eager to rev, smooth and with that familiar, rasping Triumph exhaust note, it’s no wonder the Speed Twin and its descendants proved a massive hit. And with 30 years of modestlypaced development, the Daytona feels like the peak of the overhead-valve 500cc parallel twin’s evolution.
Compared to the (unsurprisingly) torquier 650s, you’ll need to rev a Daytona to get the best out of it. Useful power starts to kick in at around 4500rpm and continues until over 7000rpm. The American magazine
Cycle World coaxed 105mph out of their 1967 test bike – that’s more than decent for a 500. And, if you’re lucky enough to find one of the handful of late-’74 disc-brake models produced, you might even squeeze a bit more out of it. That’s a 650-style top speed, but I wouldn’t recommend trying to prove a point on a nearly 50-year-old Triumph. Rather, make the most of the Daytona’s willing engine and excellent (for the era) brakes by sticking to twisty A and B-roads, firing out of corners and diving deep into them with the help of that tls front stopper.
The handling of the Daytona won’t hold you back, for sure. The T100R retained its traditional frame to the end of production, resisting the change to the oil-in-frame trellis bestowed on the 650s from 1971. It works very well and, with around 50lb less weight than one of the bigger twins to contend with, you’ll be able to keep up with plenty of bigger machines with ease. Well, you will until you venture onto dual carriageways and motorways – but then, when were they any fun?
Later Daytonas have one foot in the modern world in terms of equipment, too. From 1971, they come with indicators – a boon in modern traffic – and although only those few, very late bikes have a disc brake, the eightinch tls unit is up to the job. Throw in a comfortable seat, easy kickstarting (especially with modern electronic ignition) and an ideal riding position for the average build and the Daytona adds the advantage of everyday practicality to its willing performance.
If you’re into the Brit parallel twin thing and love the timeless style of a Triumph but don’t need the extra bulk of a 650, the Daytona might be just what you’re looking for.