Triumph Daytona Super III
With Ian Falloon
After acquiring the name and rights of Triumph in 1983, and subsequently leasing these to Les Harris, John Bloor quietly set to work designing a new series of motorcycles with no prior connection to Bonneville. . The Triumph Super III pictured here is perhaps the most distinctive model from the first generation of Hinckleys.
Determined not to repeat the string of “mistakes” that had been the epitome of many motorcycle industry revivals in the UK (especially Hesketh and Norton), Bloor set up a research and development unit , and started looking for a suitable factory location. It is clear that Bloor’s business philosophy is significantly different from that of Edward Turner’s earlier model that characterized Triumph in the previous era.
Instead of pursuing immediate short-term profits with underdeveloped products, Bloor penalized brand-new designs, underwriting development costs for several years. While the name Triumph is well-respected, it also comes with some behavior, especially in terms of electricity and reliability in general.
Therefore, Bloor decided to take a cautious approach, promoting the new line as modern rather than classic, and launched Triumph as a small high-quality producer with the ultimate in mind. jointly developed into a large volume mainstream manufacturer, directly competing with Japan.
In 1988, Bloor purchased a 10-acre site in Hinckley, Leicestershire and proceeded to build a modern 150,000 square foot factory, called T1. The factory opened in 1990, with about a third of the components produced in-house to ensure outstanding quality control.
Triumph’s renaissance was shrouded in mystery, and when Triumph introduced the new line to the press on June 29, 1990, journalists were flabbergasted. Privately funded with £80 million, Bloor built a state-of-the-art factory and secretly developed the bikes. Following the debut of the initial series of pre-production models at the Cologne Show in September, a list of six models was shown in December at the NEC in Birmingham, with production planned for the 1991 Model Year.
The new engine design is said to be Kawasaki-influenced and emphasizes durability. The valves are operated by twin camshafts running directly at the top, these valves are actuated by a Hy-Vo chain on the right side of the engine. The cylinder head design is the same for all engines, with two 32mm inlet valves and two 39-degree tilting 28mm exhaust valves.
Adjust the valve with a bucket and spacer, and a one-piece rotary shaft is coupled to the balance shaft, one for three and two for four. An example of Triumph’s quest for reliability is the crankshaft manufacturing process, the crankshaft is heat-treated for 30 hours in a plasma nitride furnace and machined to a 5 micron tolerance.
The horizontally split crankcase consists of a wet liner and since all engines share the same mounting points, the frame and fuel tank are interchangeable between all models. The aluminum backbone and swingarm are also manufactured on an in-house robot production line, and the swingarm MIG instead of TIG is welded to minimize distortion.
No longer a UK-based carburetor or suspension supplier, Kayaba supplies front forks and shock absorbers, Shin Nippon wheels and Mikuni carburetors. With a focus on build quality, each machine undergoes cold engine testing, culminating in a taxiway analysis, and the result is a range of British motorcycles with genuine character. Practicality is also a priority, with prime service intervals of 6,000 miles and only 11 service items across the entire range.
Production began in February 1991, initially with only a modest 5 units per day, this number increased significantly in 1992 and 1993. Triumph was also determined to create a real sports bike. the Daytona exoskeleton, and the Daytona Super III appeared in 1994.
The 885cc Super III engine shares the updated Daytona’s 76 x 65 mm stroke size and includes a new cylinder head and shaft box designed by Cosworth Engineering in Worcester. Cosworth also helped develop new high-lift camshafts and gas-powered cylinder heads. With higher compression 12:1 pistons, three Mikuni BST 36mm flat-sliding CV carburetors, and updated exhaust emissions, power is up 15% over the standard Daytona 900, to 115 hp at 9,500 rpm. minute.
The spine frame is a regular Daytona, made of high-strength 600MPa micro-alloy steel, while the aluminum swingarm includes an eccentric chain adjustment. The front fork is a conventional 43mm telescopic fork, with an adjustable Monoshock rear suspension.
Along with carbon fiber fenders and silencers, the Super III is the first Triumph to feature new Alcon-made six-piston calipers, which radically improve braking performance. Alcon specializes in Indy automotive brake systems. Dual discs measure 310 mm in front and 255 mm in back.
As on all Daytonas this year, the three-spoke 17-inch Brembo wheels replace the six-spoke. These have hollow spokes and wider rims, and a rear swingarm with chain guard. Although the new crank and carbon fiber parts save about 5 kg, the 211 kg Super III is still much heavier than comparable Japanese Superbikes, especially the 185 kg Honda Fireblade.
The Super III was also extremely expensive at the time and was essentially unchanged in 1995, with another 300 being produced. 1996 was the final year for the backbone Triumph, and the Super III received a lighter Nitrogen-charged rear shock absorber, and a reworked Kayaba front fork that was worth shorter that fits in the upper triple clamp.
The brake calipers are yellow, not black, and this year the Super III is only available in a limited run of 150 pieces. Total production of the Super III over three years was just 805 units, and while not the most contemporary sports bike, it laid the foundation for the next sporty Daytona.
By the end of 1996 Hinckley’s early renaissance had ended. Having successfully launched using an economically viable modular approach, it’s time for a more pragmatic module. In an age of increasing specialization and intense competition, a strong, efficient, yet heavy backbone has its limitations, especially for a sport bike. While the backbone models will overlap for the next few years, Hinckley’s next set will include new tubular aluminum frames and fuel-injected engines.
Specifications of Triumph Daytona Super III
- Engine – Liquid-cooled, four-stroke, three-stroke, DOHC
- Capacity – 885 cc
- Diameter x stroke – 76 x 65 mm
- Compression Ratio – 12.0: 1
- Touch – 3 x Mikuni BST36 Flat Slide CV
- Published power – 115 hp at 9500 rpm
- Claimed torque – 89 Nm at 8500 rpm
- Gearbox – Six-speed
- Clutch – wet, multi-plate
- Final Drive – Chain
- Frame – High Strength Steel
- Rim – 17 × 3.5″ (F), 17 x 5.5″ (R)
- Tires – 120 / 70-17 (F), 180 / 55-17 (R)
- Front suspension – 43 mm forks, three-speed springs, fully adjustable, 150 mm . travel
- Rear suspension – Monoshock, preload/rebound adjustable, stroke 126 mm
- Front brake – 2 x 310 mm float disc, six-piston caliper
- Rear brake – 255 mm disc, two-piston caliper
- Length x Width x Height – 2151 x 690 x 1185 mm
- Wheelbase – 1491 mm
- Rake / Trail – 27 degrees / 105 mm
- Saddle height – 790 mm
- Ground clearance – 138 mm
- Dry weight – 211 kg
- Weight restraint – 245 kg
- Fuel capacity – 25 liters
