Brand new, fresh and fancy motorbikes are all very well, but there’s a hell of a lot to be said for a good used machine – even if it’s ten years old.

TRIUMPH DAYTONA 955i BY CHRIS MOSS

PICTURE BY MIKE WESTON

With the price of new bikes being as it is, and the funds of many individuals being as they are, the used bike market is booming. And with machinery like this excellent Triumph Daytona 955i on sale for less than £2500, it’s a no-brainer to see why buying second-hand can be a wise move.

I must say, even before its owner Paul Uzzell agreed to let me ride his pride and joy, just a few minutes poring over its classy lines got me thinking – about buying it! I’d heard on the grapevine it was up for sale, and as it’s a hard bike to resist, I gave it some serious thought. Being in such superb condition, and knowing the owner’s reputation for looking after his machinery in a meticulous manner, I was sure the Triumph would be a safe purchase.

When he agreed to let me test it, my affections for it became even stronger. This 12,500 mile-old 955i is a bloody good bike and with an asking price of just £2300 can’t be described as anything other than top value.

It rides really well too. OK, if like me you’re accustomed to the latest 2012-spec machinery, then you’ll sense the age of the bike’s design a little. The Triumph feels relatively weighty and lethargic to begin with. But just as I do after riding my own 12 year-old VFR for a little while, you soon accept it for what it is. It doesn’t really feel handicapped.

Quite a tall bike, shorter-legged riders might feel a little daunted when they first get on board. But much of that possible worry is likely to disappear on start up thanks to the distraction offered by the bike’s exhaust note. The distinctive sound that quietly roars from the three-into one end can is typically Triumph, and one of the best tunes in motorcycling. There’s also a welcome, if subdued clattering from within in the engine cases. At a time when mechanical workings are so silenced you’d think bikes were electrically powered, the three cylinder lump represents a welcome aural change. This is a bike that stirs the emotions even before you’ve put it into gear and set off. Do that though, and the satisfaction is boosted all the more.

The gearbox is typically clunky and you can’t mesh first gear without some evidence of doing so. It’s not an issue as such, but as it’s nowhere near Suzuki-slick you’ll notice it. Get underway and the tallness of the bike evaporates, to be replaced by a lovely balanced and neutral feel.

As speeds rise, the impression of poise and stability also increases, and while the steering and agility of the Brit bike isn’t in the same league as today’s superbikes, its dependable feel is welcome. The 955i turns nicely but doesn’t ever give the impression it’s going to get frisky. This isn’t a bike you’re going to need to fit a steering damper to.

One of the very few modifications owner Paul’s has made to his bike really aids its handling, and the Renthal high bar kit he’s fitted makes the Triumph even easier to manage. Giving a lot more leverage than the original lower set clip-ons, direction changing takes next to no physical effort. With more comfort provided by the more upright riding position, as well as the extra control it also delivers, the mod is a sensible and effective one.

With a realistically set footrest position and good protection from the wind via the taller screen he’s fitted, Paul’s Triumph is capable of longer mileage trips without generating any serious aches and pains. Comfortable suspension settings also assist more relaxed going. There’s no doubt the support offered by the forks and shock are geared for harder riding, and you definitely feel the bumps less when travelling more quickly. However, the ride is always decent enough, and with their adjustability you can set each end to suit your tastes to get the comfort/control level you desire. Paul says he wanted an all-round bike capable of coping with a variety of different uses, and I’d say he’s got one. It’s an easy and untaxing bike to live with.

Slightly surprising, though still worthy of plenty of praise, is the Daytona’s engine. Torquey, usable and flexible it might be. But there’s no doubting it’s a motor designed for a sportbike, and once you’ve spun it higher into its rev range that becomes apparent. There’s enough power on tap to dawdle around town in bigger gears with fluid reserves of drive to draw on with the throttle alone. But add more of a challenge when you’re out on open roads and being ready to use that less than perfectly slick gearbox becomes more necessary.

There’s no way you’d label the triple as peaky, but once you’ve sampled the greater strength of the mid-range, and rush when the tacho needle gets to ten grand, the bottom end feels relatively weak. Certainly if you’re burdened by a gradient, or a bit of extra weight in the shape of a pillion or some luggage, yet need to get past that car swiftly, then sampling those stronger veins of power and torque is the best way forward.

Quite often I left the bike in fifth gear to ready it for such moves if they looked likely to be regular. It gave the motor a better chance of responding to any immediate needs. Besides, it’s a great engine to hear to with higher rpm making its music all the more listenable. If you’re not in such a hurry, and the challenges of the route are more predictable, then top gear is often sufficient for most needs. Braking power can always be relied upon to keep the speed in check with plenty of strength and progression. The brakes are a bit friendlier than some of the over-sharp offerings fitted on currently produced bikes.

One thing the Triumph isn’t short of is style. The passage of time has allowed the Daytona to develop a really classy visual appeal that’s likely to last an age. Solidly built, with bold and stocky lines, the bike just oozes quality. It looks like it’s the product of a team of dedicated craftsmen rather than that of a line of robots. There’s a hand-built attraction to it, rather than a mass-produced anonymity.

I only spent a couple of days with the 955i, but like all bikes with the sort of appeal and character it has, I definitely bonded with it. Alas any chance of extending that relationship sadly came to an end when I returned the bike to its owner. With a firm offer to take ownership coming from one of his workmates, the chance to buy it disappeared. And that’s a real shame, as I think my life could have been enhanced by the addition of this bike.

SPECIFICATIONS

ENGINE

Type: 955cc, l/c, 12v, DOHC, in-line triple

Maximum Power: 147bhp @ 10,700rpm

Maximum Torque: 74lb/ft @ 8,200rpm

TRANSMISSION

Gearbox: six-speed

Final drive: chain

CHASSIS/COMPONENTS

Frame: tubular alloy trellis

Suspension:

Front: 45mm forks, fully adjustable

Rear: rising-rate monoshock, fully adjustable

Brakes:

Front: twin 320mm discs, four-piston calipers

Rear: 220mm disc, twin-piston caliper

Tyres:

Front: 120/70-17

Rear: 180/55-17

DIMENSIONS/CAPACITY

Seat height: 815mm

Wheelbase: 1425mm

Dry weight: 191kg

Fuel capacity: 20litres