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No news is...well, no news
Sorry I haven't been keeping up with the board, had to work, etc.
Net out is: 1050 is a stroked 955, bore centers, are the same. Daytona heads have larger ports and valves and correspondingly more aggressive cams and larger exhaust pipes, all of which moves the power peak higher up in the RPM range. Note that Daytonas also have shot-peened rods and wrist pins to cope with the higher RPM. They also have coated alloy cylinder liners, which make their 955i engines 2 kg (approx 4.5 lbs.) lighter than a 955i Sprint's.
I haven't been able to find out anything definitive about the piston geometry of either the 955 or 1050 engines. I suspect that the 1050 may have an altered compression height that would prevent fitting the higher lift Daytona cams due to interference. Nor have I been able to find out anything about rod lengths or weights, ditto for piston weight, skirt geometry, etc. all of which would be key to determining if new pistons are worth the expense.
I have two dealers reasonably close and I have asked them to let me know if/when they tear down an engine so that I can come over and mike some parts. Whether they will or not is anyone's guess seeing as how there is really nothing in it for them.
I do know that the engine technology is now fairly far behind the state of the art, which is not surprising since the design is twenty-some years old. For example it still uses a thick, relatively high tension ring package. And the valve springs are conventional, constant-diameter-cylindrical form wound from round wire and not even Chevy does that any more.
Unfortunately, there doesn't seem to be anyone who has tried to bring our big triple up to current technology standards. South Bay Triumph in LA has some experience with the Bonneville and some people are racing the 675, but mostly it is unknown territory as far as I have been able to learn.
If anybody knows anything different, I would certainly like to know.
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