The Daytona shares it gauges and controls with the Speed Triple. Neither of them have a "choke lever".

The quick measure of an efi system can be done by determining whether or not it has a "stupid lever". A stupid lever is located where a choke lever would normally be found on a carbureted bike and it serves basically the same function as one; you pull it to facilitate cold starting. But what the lever reveals is that the efi system involved doesn't have the brains to understand that the engine is cold and then make the proper adjustments on its own. When is the last time any of us had a car that required pumping the gas pedal to the floor prior to cold starting or, worse yet, had a car with a dashboard mounted cold starting lever? That would be inexcusable. So why some efi bikes have them, I don't know. Cheap. The T595 doesn't have a stupid lever.

Triumph offers a choice of pipes as do many aftermarket companies. Remapping the efi is recommended.

The efi on the Daytona is a thing of marvel. It knows not only everything that you and the engine are doing but it also makes predictions about what you're going to do next. Supplying the efi with this information are sensors that read rear wheel speed, cam speed, voltage, throttle position, intake air speed, and so on. It knows the truth. You can't fool it. What's neater yet is that the system is reprogramable so you can add an aftermarket pipe or other modifications and then remap the system for performance. At this writing there are a number of aftermarket companies that make pipes for the bike and the good ones know what mapping is best. If the guys you're buying a pipe from are dumb to the mapping question, you might want to shop around a little more.

The T595's frame is a combination of extrusions, castings and forgings. Count the number of welds from the steeringhead to the swingarm mounting plate.

The one shortcoming that the Daytona will face if it ever sees racing action will be due to the length of its chassis. Although the T595 is about eleven feet shorter than the bike it replaced, at over 56.5 inches it is still an inch longer than the nearest bike of its class, the Kawasaki ZX-9R. It's nearly three inches longer than the R-1.But if you're not going to race the thing don't worry about it. And anyway, Curtis Adams has been winning races like crazy on the thing in the twins and triple class that most of us have yet to figure out. Oh all right, beating Buells is one thing, and beating real live superbikes is something altogether different.

Up front, the suspension is handled by a set of RSU (right side up) 45mm, fully adjustable Showa forks. Out back the Daytona has a single sided swingarm mounted to a Showa shock that is also fully adjustable. Although the swingarm is functionally sweet, it is the one thing about the bike that's less than beautiful. The sharp turn the arm makes as it slips in between the rear tire and the sprocket makes it look unnecessarily industrial. There is no design to its form, just function, unlike the handsome arms found on the Ducati 916 or Honda's RC45. The Daytona's swingarm shares the aesthetics of a '63 Ford Falcon differential. It does its job but avert your eyes. But the T595's suspension works quite well, thank you. Don't sell short RSU forks -- you just might be finding them on more and more performance motorcycles because engineers are realizing their advantages to upside down units. The rear end works too, although at least one racer determined that the progressive ratio is a little steeper than he'd like. On the street it's quite fine.