Triumphrat

Poacher886 · 10-31-2008, 06:11 AM

Hi,
First question....Why is the Trident 900 called the T3? should it not be called the T9!

Now my real question: I have an early 92 Trident 900 and a real problem leaving bikes alone!...This winter i fancy changing its appearence and making a few mods.

When i bought the bike earlier this year (my first Triumph) it had a 'really nice' Dynojet sticker on it.....it did'nt some time after!, anyway im guessing its been jetted and if it has'nt it will be, but my question relates to the air filters.

The big, clunky air box is just that, and i would like to remove it in place of some single carb filters (looks better, easier to get your hand around the engine, and often better performance) my question is, has anybody done this with a jetted Trident 900 and was the result favourable or not?

Thanks.

MotT3 · 10-31-2008, 06:19 AM

Collective wisdom seems to indicate that the stock air box is difficult to improve on, individual filters are a step backwards unless the carbs are swapped out for FCRs and jetted/set up to suit.

We would all dearly love to junk the stock air box but seems we are stuck with the knuckle scraping, hose pinching, big plasticy joy of it all ;-/

BadTriumph · 10-31-2008, 06:31 AM

I'm going to have to disagree... I can't say for sure with the Trident, but on both my Daytona and my Rocket I picked up power by switching to individual filters. I don't have before and after numbers on the Daytona. I did have to increase the jet sizes though which means it was flowing more air. On the Rocket I had a before and after dyno test and I picked up seven horsepower before tweaking the power commander. Granted the Trident won't see numbers like that, it should still pick up a few. Then you have the sound... The individual filters improved the sound on both bikes. Both have aftermarket exhausts which sound better than stock to start with. The filters brought the sound up a couple notches.

Poacher886 · 10-31-2008, 06:32 AM

I was worried that might be the answer....Even if there was no performance loss i would still go for it, for the convience and look, but to take a HP hit is a hard thing to bare.

Poacher886 · 10-31-2008, 07:06 AM

Opps, it looks like my post registered late, i was refering to MOT's post!

This sound promising, it does have a 3-2-1 Remus Inovation system on it, (not my choice) but it came with the bike!

As stated, as long as i don't LOSE HP i would go for it, but it would be nice to hear from some of the experienced T3 tuners that have had the mod done properly and the results proven on dyno.

KitNYC · 10-31-2008, 12:23 PM

As to your first question: technically, the Trident 900 is a T309 R. A Trident 750 is a T375 R, a Daytona 1000 (*not* a Speed Triple!) is a T301, a Daytona 1200 is a T312... This bunch of bikes with the 750/1000 & 900/1200 carbureted motors is collectively known as the T3 series. My 2004 Sprint RS is a T625, & I assume all the bikes with 2nd-generation 955 motors are T6-series. The original injected bikes of 1997, the Speed Triple with the injected 900 motor & the Daytona with the original 955 mill, were the T509 & T595 respectively. T4 was, I think, some variant of Tiger.

As far as the pod filters go, you do run the risk of losing ponies by scrapping the factory airbox. To the best of my knowledge, the only people benefiting from pods on a triple motor have upgraded to Keihin FCR carbs.

Cheers,
-Kit

Poacher886 · 10-31-2008, 12:40 PM

Thanks,
To be honest i cant understand what the difference is.....

With pods / singles, the only thing restricting the carbs sucking in air is the filter....

With the airbox, the only thing restricting the carbs sucking in air is the filter.....

Whats the difference?? The airbox is not restricted, nor pressurised, why the performance difference?

ervdrvr1 · 10-31-2008, 01:38 PM

Well, we could get into some long technical explanation. But, I don't feel like it today. To put it simple, CV carbs don't operate the same as regular old butterfly or slide type carbs. CV carbs rely on vacuum, preasure, and air speed to operate correctly. If you could see it in action, the slide constantly opens and closes with the intake pulses of the cylinder. So, any changes to the vacuum, preasure, or air speed, effects the carbs operation.

Erv
Deep in the Heart of Texas!!

daytona 750 · 11-01-2008, 11:16 AM

the airbox on a 4 stroke is similar in function to the exhaust on a 2 stroke.
pulse waves and pressures are very important

SC SuperIII · 11-01-2008, 12:03 PM

Why would you want to take the hot air right off of the engine case to power your bike? The stock box uses snorkels to draw air from the vortex created by the rear wheel (much cooler, i.e. MORE HP). This is not a good idea for a bike with bodywork. The air box also allows for a greater length to the intake which will increase torque. (hence the reed spacers on my jet ski) HP is great but torque will get you there, to take the HP to the top end. The loss of HP is something that is difficult to BEAR, but I don't want to know about anybody getting BARE over it. Keep your clothes on, please.
LMFAO!!