Triumph Daytona T100R

 

 

 

Make Model.

Triumph Daytona T100R

Year

1967 - 74

Engine

Four stroke, twin cylinder, OHV, 2 valves per cylinder

Capacity

490 cc / 29.9 in
Bore x Stroke 69 x 65.5 mm
Compression Ratio 9.0:1
Cooling System Air cooled

Starting

Kick

Max Power

29.2 kW / 40 hp @ 7200 rpm

Transmission

4-Speed

Final Drive

Chain

Front Suspension

telescopic forks

Rear Suspension

Twin Shocks, coil springs

Front Brakes

Drum, internal expanding

Rear Brakes

Drum, internal expanding

Front Tyre

3.25-19

Rear Tyre

4.00-18

Wheelbase

1360 mm / 53.6 in

Wet Weight

175 kg / 386 lbs

Fuel Capacity 

13.5 L / 3.6 US gal / 3.0 Imp gal

Top Speed

160 km/h / 99.4 mph

Though the Triumph 650 Bonneville was Triumph’s best seller in the 1960s, the 500cc T100 and its variants were far more important in motorcycle racing competition. Until 1969, bikes with overhead valves were restricted to 500cc in AMA-endorsed competition events, including the prestigious Daytona 200 mile race, which between 1955 and 1965 had pretty much become a Harley benefit race. But Triumph engineer Doug Hele’s dogged development work on the T100’s performance and handling earned back-to-back wins at Daytona in 1966 and 1967 with Buddy Elmore and Gary Nixon riding.

Not for the first time in motorcycling history, a win in a famous race prompted a new model name. For 1967, the T100R Daytona replaced the T100S/R, and featured a new cylinder head with larger intake valves, racing “Q” cams with radiused followers, dual 1-1/8-inch Amal carburetors and a revised frame/swingarm. The result was 41hp in a bike with a curb weight of just 371 pounds, 25 less than the Bonneville. The Triumph T100 C street scrambler joined it shortly after.

The Triumph T100 C used a single Amal for 38hp and was fitted with a pair of smaller mufflers mounted high on the bike’s left side, a small 5-3/4-inch headlight, no tachometer, and knobby tires — all of which said “desert sled.” Though undeniably purposeful looking, in stock form with its street-oriented suspension the T100 C didn’t really cut it in the truly rough stuff, but made a pleasant “dual-sport” rider.