Triumphrat

John21

I am curious. I am thinking of buying a 955 Daytona just for fun. How much power can I get out of one?? Cam changes? Head mods? Has anyone really dug into these motors and gotten some awesome power outputs?

fivehundo

I asked the cam question a while back. If there is a shaft upgrade out there, I'm not sure where you would find it. As it is with any head, you can always try milling it down or using a thinner head gasket but the compression is so high already that I'm not sure that would be a good idea. You'd most likely be sacrificing a good deal of reliability and longevity for that performance (but that's usually is the case).

There are a few things you can do to get some better numbers though. You can port out the header and have it Jet Hot coated (it looks pretty sweet too). You can go down to a 520 chain conversion and get reduced weight wheels, like dymags. Those modifications will probably be the best "bang for you buck" so to speak.

Beyond that, getting a Trident or Wolf exhaust and using a good tuneboy and/or PCIII map will help get your numbers a little higher. Messing with the pistons, crank and cams shouldn't be necessary.

__________________
"The Father wove the skein of your life a long time ago. Go and hide in a hole if you wish, but you won't live one instant longer. Your fate is fixed. Fear profits a man nothing." Herger the Joyous

MQracing

Great post Five Hundo. I agree. The compression ratio is already very high on this engine--- and I think the factory squeezed out about as much HP as your going to get minus the hints that five hundo points out.

This engine is pretty phenomenal--- delivering about 2.5 horsepower per cubic inch--- puts it right up there with the balls to the walls 410 inch all alum small block chevy sprint car engines that are developing horses in the range of 750 to 800. So, the triumph horsepower per inch ratio is already very high for a naturally aspirated engine.

otherwise go buy a gixxer or wait for the new 220hp aprilia. My feeling is that once your well over a hundred hp--- it's the rider and the chassis setup that is going to dominate.

More riding, more miles, more twisties will get ya a faster bike at this point than more HP.

MSL

fivehundo

Thanks MQ!

You know, you mentioned "Naturally Aspirated" and then I remembered that John King at Sky King Products has a Turbo 955i.

If you wanna put up some impressive HP numbers, that's the way to go. You might have to run 100 octane but you would certainly turn some heads...

http://www.skykingproducts.com/

__________________
"The Father wove the skein of your life a long time ago. Go and hide in a hole if you wish, but you won't live one instant longer. Your fate is fixed. Fear profits a man nothing." Herger the Joyous

rickster

john21; I've been looking for the same info., and I haven't been able to find any data from anyone out there who's done any serious development on a 955i, nor was I able to find a source for cams, AFFORDABLE pistons, etc. Either it's not being done, I'm not looking in the right places, or they ain't talkin'. I've reduced the ambition for my engine to maybe finding a 1050 crank & rods (not likely), shaving the head a little after measuring the actual C.R., trying some cam timing numbers, cleaning up the port mismatch, and coating/treating everything in the engine/gearbox that's practical. True, there is a lot to be gained just by getting the proper map, changing gearing, etc., but I want the whole package.

__________________
"The older I get, the faster I was".

John21

Rickster, there was a group of "cycle enthusiasts" in St Louis at the Donnelson Cycle shop. Donnelson's used to (and probably still does) sponser rides.

This group was involved in street racing to the extreme. This was back in the late 90's. Most had hopped up Jappers, but some had hopped up Daytona's. I do know that several of these guys must have been pretty well off because they talked about sending their engines off and getting them back with cam changes and lot of hop up items.

This would have been 1998. The 955 Daytona was in it's first year. Most of these guys probably were riding the older 1000 CC models. Some the even older 885 models. I don't think the 1200 Daytona's were much in the way of handling, but I could be wrong........

So, somewhere, there does exist people who have hopped up Daytons. I would think that if I bought a 955, I think they should be able to reach 160-170 Hp with cam changes, re-mapping, and a header system....John

ckassen

Unfortunately the 150hp is to the crank, I have ridden a 155hp to the rear wheel(04 zx10) and WOW....But anyways, how many ponies are at the 2002+ 955i rear wheel?

I have to say that a port and polish is a good idea. Cams seem to raise the running temp alot and will be very expensive(if they can be found). And a turbo, not my style. I want to ride my bike everyday. But I agree with fivehundo a 520 chain with lighter wheels would be a good idea. The closer to 150rwhp you can get to, the better. Remember is not the hp, but the hp/weight ratio.

Making a 1000cc jap. or 1300cc busa faster is easy, anyone can do that with a little money, but making a (somewhat rare) 955i faster is a far greater challenge, maybe even a skill....

triumphtimes

I think this whole issue goes back to basic discussion. People don't generally buy a Triumph to have the fastest bike out there. I think they are for those that want something a bit different, that is a good all round bike, reliable and fast enough to have a riot on. Triumph really hits that all rounder niche. Trying to squeeze more out of a motor that was basically developed to the max, seems a waste of time and money. If a person really needs faster or more powerful, for about as much as it would cost to try and upgrade or further develop a Daytona, one could go out and buy a GSXR a few years old and smoke a Daytona. Like rickster said and I have experienced, the gains are in fine tuning with a tuneboy or power commander. Spend the time and money on a suspension conversion like Decosse or even an ohlins conversion like racecomp offers and then have a bike that runs great and handles great. The tona is a great machine as is and is no longer even in production. We should all enjoy them while we still have them. I always think about the fact that for every gain we squeeze out of a machine there is a loss somewhere. I generally tend to think that loss would be in reliability and longevity. I think I'll keep mine the way it is.

bradtx

"But anyways, how many ponies are at the 2002+ 955i rear wheel?" -- ckassen

The Daytonas have been pretty consistantly in the 128 RWHP/68 lb.-ft. RWTQ range without modification.

Brad

ckassen

I can agree with that. People dont buy a Triumph to rocket down the road. And generally the more power you have the faster things will wear out. But that is also why triumph doesnt have a aftermarket. I think that if somebody doesnt want to go and buy a jap 1000 that everybody has, but just wants to make his bike faster, more power to em'. And then what do you have. A very fast, very comfortable, and very drivable bike.

If you think about it. There is an approx 20-22hp loss through the drivetrain. If one could make it to where you were losing only say 10-15hp, it would be incredible. And then if you were to go and just get a few mods, like port and polish, air filter, exhaust, tuneboy map...Shoot, you might be able to get 140 to 145hp to the rear wheel, loose some weight, and wouldnt really shorten engine life.

The GSXR front end is a good idea and I plan on doing it soon.(: But one could make the same argument that if you want to go out and carve canyons then why dont you go out and but a GSXR750 or 1000 that is designed for racing.