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Twins Technical Talk Technical Talk for Hinckley Triumph Twins: Bonneville, T100, Speedmaster, America, Thruxton, and Scrambler.

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Old 11-06-2012, 02:51 PM   #191 (permalink)
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Old 11-06-2012, 04:26 PM   #192 (permalink)
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Quote:
Originally Posted by georider View Post
Then I rode a EFI Thruxton with pod filters, Arrow exhausts, Re-map, the works.
Truth is, although in high revs it pulls much, much harder than mine, it isn't as nice to ride around town.
One doesn't get the feeling of a better, higher performing bike. It feels more like a dedicated racer's bike.

So, like I'm sure many others, I don't really know what my future performance up-grade will be. I mean, the bike is fine for what it is, but if I were a snorkel removal away from an extra hp...
Depending on which tune the owner used or how long was spent on the dyno, there's every possibility that the fuelling for the range of throttle and revs for bimbling around town would have been quite messy. It's an area of a tune that takes a lot more time than WOT to get right. There's a good chance that you rode an EFI Thruxton that wasn't tuned well at the bottom end as you really should have noticed the difference between your own bike and the Thrux.
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Old 11-07-2012, 01:43 AM   #193 (permalink)
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In response to Georide and then Pieman what Mike (TTP) says is true. A bike shouldn't be unsettled around town.

I had a custom tune prepared on the dyno using TuneBoy software. A respected and reliable operator I was told. My bike had Staintune reverse cones, pod filters, and AI plugged and still connected electrically. The bike ran well and had good horsepower but was frankly a mongrel at low speeds. Lots of lurching, hiccups, and the odd stall, sort of like a tuned up race bike. This was before TTP were selling tunes online.

I then purchased tune 11 with ignition advance, O2 sensor removal and rev limit increase from TTP. It transformed the bike. Road speed and high speed were no different except for hard acceleration where the ignition advance can be easily felt by the backside dyno. However the biggest difference was at slow speeds and just tootling about. A smooth as silk. Much much better than bog standard. From my experience with this tune, put simply it is fantastic.

Other than buying quite a bit of stuff off TTP I have no link or relation with Mike. Just a damned good product.

So a 'good' tune with a 'standard' engine will make the bike run well in all sorts of situations, around town, charging about like an idiot, on the racetrack, or going for a long lazy ride. It doesn't have to feel like a racebike, and it is better to ride around town than standard.

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Old 11-07-2012, 05:16 AM   #194 (permalink)
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PieMan and Simmo, my experience it's not so much about the fuelling, I think it was spot on, crisp response all through the rev range. It's more about the feel. My Thruxton fells like there's... butter coating the engine parts, it's smooth, an almost electrical feel. The Thruxton with all the changes fells much more raw and mechanical. One can feel each and every single detonation in the engine. Feels like there's water instead of oil for lub.
In low(ish) rpm the power is more or less the same but the response to twisting the throttle is far more instantaneous than mine's.
As rpm climb the power increase is clear and near the red line it really pulls hard.
In the US does the Thruxton have the exact same motor as the Bonneville?
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Old 11-07-2012, 12:18 PM   #195 (permalink)
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In the US does the Thruxton have the exact same motor as the Bonneville?
Identical apart from small differences in CR and the exhaust system is slightly different.
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Old 11-07-2012, 12:53 PM   #196 (permalink)
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Identical apart from small differences in CR and the exhaust system is slightly different.
Over here the Thruxton has "High compression pistons and hotter cam shafts".
It has 1 (yes, one !) more horse power than the Bonneville.
The Scrambler has a 270 crank shaft and 10 less hp.
Also the lowest quality petrol one can buy is 95 RON. There's also 98 RON in every gas station and some (like BP) even have 100 RON Octane petrol.
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Old 11-07-2012, 06:51 PM   #197 (permalink)
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Absolutely, manufactures must stay within the acceptable emission and noise constraints of the current standards and still produce acceptable power. This is exactly why Triumph ditched the carburetors for EFI. Less intake noise, more efficient A/F metering for various conditions.

This however doesn't suggest the engine is running at peak effeciency or can't be modified to run more optimally.
That is very true. there are allso a hand full of custom head work guys that could teach triumph alot about air flow on these heads.
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Old 11-25-2012, 12:36 PM   #198 (permalink)
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Restrictor plate

Quote:
Originally Posted by Ventura View Post
Hi again propforward, you should certainly give it a go!

Without a doubt removing the snorkle will lean up your mixture.
And will take it slightly above the 13 which we strive for.
The only restrictive factor will then be the airbox restrictor plate which you should also consider.

This really is a simple job, especially if you remove the battery and the four air-box securing bolts. This allows you to move the air-box around by just enough to give access to the elusive three screws which would give a problem otherwise.

If both are removed then a step-up in jets will be required, and you'll certainly notice the difference!

V.
Please excuse my ignorance - what is the restrictor plate?
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Old 11-25-2012, 12:54 PM   #199 (permalink)
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Quote:
Originally Posted by wyomingpat View Post
Please excuse my ignorance - what is the restrictor plate?
It's a sound control device loosely slotted inside the airbox. Its purpose is to reduce the intake roar noise although it also robs you of around 3 hp. To recover those hp, carbed bikes need re-jetting and EFI bikes need re-mapping of the ECU as well as air intake snorkel removal.

It's the yellow thing shown here:



Removal instructions and an explanation of its purpose are all over this forum and also at
TTP's site:

http://www.triumphtwinpower.com/triu...le-removal.php

Last edited by Forchetto; 11-25-2012 at 01:17 PM.
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Old 11-25-2012, 06:11 PM   #200 (permalink)
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Talking Thanks for all this info

When I was fitting a K&N a few weeks ago I thought "why do I need this rubber trumpet?" I read this article today and went out and pulled the trumpet off and replaced the panel. The only other mod I have are the Emgo megaphones. I drive fairly conservatively changing up at 3,500rpm or thereabouts so when I took it for a ride after this mod I was really impressed by the improved responsiveness driving normally. Opening it up was a surprise! The bonus was that the induction sound now reminds me of my '74 Bonny back in Blighty!

I came back and cut out the unnecessary extra trim, I estimate 10% more area maybe? I have the kit for the air injection removal and the resistor set up to go as soon as my gas tank is empty. Then I will get the ECU mapped. It is going pretty well without the remap and we are at 6,000 feet.

The Emgo mufflers by the way sound great, fit great and the chrome is good - I just wish I had got the shorter ones at 18". Cannot see what spending $350 more would have got me. I would like to see a real performance comparison to the Arrows or Predators.
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