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Discussion Starter · #1 ·
This is trx900's awesome Speedtona, looks the goods and has the balls to back it up big time. Started life as a t595 and now it has a 04 955 Daytona motor tweaked just a bit ;D ;D ;D ;D. With lots of trick bits added. That’s one hell of a bike mate nice one.
 

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Well here's the dyno chart, as can be seen I raised the rev limit quite substantially just for this one run, revs limit is now set at the 11,000 rpm as revving it to over 12,000 rpm will have legs coming out of bed all over the place, engine has port work and compression increased also has a custom air box and the cam timing has been altered quite substantially, exhaust has been cleaned up and a lot of remapping to suit I'm happy with that now that's the end of development for me.
 

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Hi all just to give you a benchmark figure the same bike with no engine work just a pipe and and air filter and a triumph map put out a 135 hp, and then when I made a custom map and modified air box the bike put out 140 hp, so I think 150 plus is a pretty good gain.
 
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Can you fix up my bike TRX900 I'm not far from you mate.
I got a Tunboy key and I'm willing to pay you for your time. I have a naked Daytona it's a red one have you seen me around on it?
 

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Sorry trackboy but it's not just a matter of putting a map in your bike, there's a lot of work that needs to be done to the cylinder head and fabrication of a new air box, plus with work I just don't have the time.
 
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Very nice curve. It shows a well developed powerband. It looks very much like the virtual curves I have been getting with some of my software - scary close. This is by far the best curve I have seen for a Daytona - or ANY Triumph engine.

LOTS of questions if you don't mind sharing:
Is power SAE or SP/DIN?
At what rpm is peak power developed? (10,800?)
What is peak torque and at what rpm is it developed? (80 @8000?)

How much is compression increased over stock? What is the chamber volume?
Do you have flow numbers at various lifts? (121-122cfm @ 10 in. H20?)
Stock or aftermarket cams? Specs?
Which header? What are the primary and collector diameters and lengths?
 

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High devious peak torque is developed at just over 8000 rpm and is 79 Ft pounds peak power is developed at in 11,000 rpm, I do not use a flow bench cams are standard Daytona redialled headers are standard Daytona cleaned up at the flange, throttle bodies have been ported compression is close 13 to 1, this is my first triumph engine that I have hotted up I usually do Kawasaki's as I have over 25 years of experience with Kawasaki's, there is nothing special about this engine it is just commonsense hot up techniques, good luck on the 1050 that should be heaps stronger than the 955 160hp and 90 ft pounds of torque sounds good to me the only problem with the 1050 might be how hard can you rev it.
 

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devious If I was building a 1050 engine I'd just put Daytona cams in it,and Daytona headers up the compression and a bit of head work, and a lot of work on ignition timing plus cam timing and you should be on the money.
 
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Thanks for the info. It really helps - and confirms my thoughts.

I have looked at the Daytona cams (and header) - that is 25 degrees more intake duration. It looks WAY off for use on a Naked bike. Too much piston speed, and low life.

I do not want to change the engine into a high revving track bike. If I wanted that, I would have bought a GSXR 1000 (or 750) and not a Speed Triple.

I am looking at producing peak power around 9500 rpm with head work, custom cams, and header. This will keep the nature of the Speed Triple and make for a torquey engine. Getting much more than 151 hp will require a lot of head work and development. Around 150 rwhp (Dynojet hp) looks fine if the revs are kept under 10,000. I feel I can get 87+ ft-lb.

Compression - How much material did you remove? Do you know your cranking pressure?

Heads - Did you just do bowl clean up work and some port matching?
 

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devious I understand your concern about Revs but it's my experience that the bigger the engine the more cam you have to give it, you can always dial the cams in for more low down and mid range power, the head was shaved by .4 of a mil the ports and throttle bodies were all just blended and cleaned up, as I believed the factory know what they're doing with the porting and you just need to finish it by hand.
 
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I understand that the larger the engine, the more duration required, but that is to maintain a given rpm. With a stroker, you want to let the piston speed dictate max rpm and give it the duration to maintain this rpm based on head flow. Also, the longer dwell time and harder pull from TDC of the 1050 piston means the duration needs to be less.

If I wanted to take the 1050 to 10,000 rpm (max 10,400 rpm over-rev) for similar piston speed to your 955, I would consider the Daytona cams with greater lobe seperation. This is for someone else to work on. I will let you and others build the track bikes and have the higher power and rpm honors.

I want to keep the max revs under 10,000 and peak at 9500-9600 rpm. I really like the low end torque on my Speed Triple. I Just want to improve it and get the efficiency up where it should be.

I hardly think of the 2005+ Speed Triple as a track bike. It is fun to play with on the street with an occasional day at the tracks - road and drag. I bought my bike to play with, but I don't want to ruin its hooligan character - just improve it.
 

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devious I know it's not a track bike, I just like to try and get the most out of what i have got, i have always play with my bikes as I always like to improve on standard good luck on 1050 and keep us posted on your progress.
 

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Discussion Starter · #20 ·
Dev,

You can race the 1050 in BEARS you would need all power you can handle for the track, rexy has achieved very good results in both BHP and torque.

My speedtona is still a hoot on the road with 17/45 gearing its great fun on the tight stuff and I hardly ever hit the rev limiter on the road and that’s with only a 140RWBHP with an untouched head.
 
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