Triumphrat

smdl · 08-27-2004

I have the opportunity to buy some (more) Super III parts and am now considering buying the engine. Only trouble is, it's in pieces! So, I'm wondering if anyone knows how to make sure that the critical parts I see are really from the Super III and are not regular 885 pieces that someone has swapped in after taking out the goodies.

I'm making my Sprint into a Speed Triple, so I either have to disassemble the current engine to have it powder-coated black, or I can start with an engine that is already black. I'm also seriously considering 955 liners and pistons, so I would have to take everything apart anyway. As a result, it might make sense to buy the Super III engine and put it together again.

I know, from Hinckley's experience, that the Super III head doesn't work very well with the 955 stuff, so I would still have to mix and match a bit anyway. Bottom line is that I could end up with a black 955cc T3 engine and a graphite 885cc engine with Super III head and pistons.

Too many choices, too few brain cells. *sigh*

Any thoughts appreciated.

Shaun

Hinckley · 08-27-2004

Quote:

On 2004-08-27 00:22, smdl wrote:

I know, from Hinckley's experience, that the Super III head doesn't work very well with the 955 stuff, so I would still have to mix and match a bit anyway.

I don't know how well a stock Super III head would work with the 955 kit. You have to keep in mind that my head was massaged by C.R. Axtel prior to my ownership. He may have shaved it a bit, I don't know. The reciepts I have with my bike simply say work was done, it doesn't say what was done.
Wade Wilcox confirmed that the head had been ported and polished, and was confused when the compression ratio shot up over 14:1.
Either way, it ended up not being a big deal, they simply put in a thick head gasket and that was that. It runs great!

smdl · 08-27-2004

Thanks, Hinckley!

As I remember, didn't they also do something to the pistons to make it work?

By the way, how have you found the conversion over time? Are you still as happy with the performance compared to more modern bikes? Would you recommend it to others?

Thanks,
Shaun

Hinckley · 08-28-2004

You know what? You are right. They did take some off the top of the pistions too didn't they. I sit corrected.

I have roughly 5500 miles on the new engine and it still surprises me how strong it is. I have not ridden against the latest crop of superbikes but I am thrilled with the performace that it has. The guy I ride with the most has a Erion Racing 929. I can keep up with him with no problem in the straights, of course he rides away in the corners, but that is mostly due to the fact that he is a better rider than me.

Would I recommend it? This modification is a "must do"!! This and Ohlins suspenders. But if I only had the cash to do one or the other, I'd do the Ohlins.

I have a book with the part numbers of the Super III parts. I have been looking for it since I first saw your post here. As soon as I find it I will post the part numbers of the parts that are specific to the Super III.

Hinckley · 08-28-2004

You know what? You are right. They did take some off the top of the pistions too didn't they. I sit corrected.

I have roughly 5500 miles on the new engine and it still surprises me how strong it is. I have not ridden against the latest crop of superbikes but I am thrilled with the performace that it has. The guy I ride with the most has a Erion Racing 929. I can keep up with him with no problem in the straights, of course he rides away in the corners, but that is mostly due to the fact that he is a better rider than me.

Would I recommend it? This modification is a "must do"!! This and Ohlins suspenders. But if I only had the cash to do one or the other, I'd do the Ohlins.

I have a book with the part numbers of the Super III parts. I have been looking for it since I first saw your post here. As soon as I find it I will post the part numbers of the parts that are specific to the Super III.

smdl · 08-29-2004

Thanks for the info!

Regarding the mods, I do agree with you about the importance of suspension (and brakes) before power. I have a Penske shock coming and will be doing RaceTech springs and emulators for the bike, as well.

For brakes, I have the complete Super III front end, so the stopping power should be more than up to the task! I've heard nothing but good info on the 6-pot brakes.

Regarding the part numbers, I would appreciate the info if you find it, but don't be too concerned, as I have ordered the fiche for the Daytona, and I would assume that the Super III parts will be detailed there.

Again, thanks for all your help!

Shaun

smdl · 08-29-2004

Thanks for the info!

Regarding the mods, I do agree with you about the importance of suspension (and brakes) before power. I have a Penske shock coming and will be doing RaceTech springs and emulators for the bike, as well.

For brakes, I have the complete Super III front end, so the stopping power should be more than up to the task! I've heard nothing but good info on the 6-pot brakes.

Regarding the part numbers, I would appreciate the info if you find it, but don't be too concerned, as I have ordered the fiche for the Daytona, and I would assume that the Super III parts will be detailed there.

Again, thanks for all your help!

Shaun

GeoffE · 08-30-2004

Hi Shaun,

I can help with a couple of part numbers, but obviously any of the attached should be verified by yourself.

I understand the pistons are actually the short stroke ones from a 750 Trident/Speed Triple/Daytona and also used in the four cylinder Daytona 1000. They are fitted into the long stroke block (to give higher compression) for the Super III and Daytona 1200 (147ps) models:
1120005T0301 - Outer Piston Assembly;
1120007T0301 - Inner Piston Assembly.

The cams fitted are the "red" spec (high profile) ones:
T1140275 - Exhaust;
T1140265 - Inlet.

From hearsay, I think the head was cleaned up a bit by Cosworth, and they also produced later crankcases (which perhaps were fitted to all 900 models across the range later - the original castings were wearing out?).

There are a number of comments around regarding the "red" cams having dips in the power curves lower down, and you may want to think about fitting cam adjusters so that these can be smoothed on a dyno? I know Wilcox offer these, but there may be others?

I have riden a Sprint with the Triumph/Alcan 6-pots, and they are impressive!

Interesting project, and please keep us updated.

Hope this helps?
Geoff

GeoffE · 08-30-2004

Hi Shaun,

I can help with a couple of part numbers, but obviously any of the attached should be verified by yourself.

I understand the pistons are actually the short stroke ones from a 750 Trident/Speed Triple/Daytona and also used in the four cylinder Daytona 1000. They are fitted into the long stroke block (to give higher compression) for the Super III and Daytona 1200 (147ps) models:
1120005T0301 - Outer Piston Assembly;
1120007T0301 - Inner Piston Assembly.

The cams fitted are the "red" spec (high profile) ones:
T1140275 - Exhaust;
T1140265 - Inlet.

From hearsay, I think the head was cleaned up a bit by Cosworth, and they also produced later crankcases (which perhaps were fitted to all 900 models across the range later - the original castings were wearing out?).

There are a number of comments around regarding the "red" cams having dips in the power curves lower down, and you may want to think about fitting cam adjusters so that these can be smoothed on a dyno? I know Wilcox offer these, but there may be others?

I have riden a Sprint with the Triumph/Alcan 6-pots, and they are impressive!

Interesting project, and please keep us updated.

Hope this helps?
Geoff

smdl · 09-03-2004

Thanks for the great information, Geoff!

Shaun