Liners are being bored at https://www.kmbengltd.com/
. They were given to me by another forum member as he wasnít using them!
I will report on the next phase as Iíve some questions on ignition timing!
So my aim. Something a little bit different from the run of the mill that I can achieve rather than farming the work out. Some bits will need specialist help (dyno and welding come to mind) but the rest should be achievable easily if someone wants to copy.*
Inspiration. Three monkeys ( http://thekneeslider.com/six-monkees...ke-conversion/
) started me off when they put a Daytona 675 fairing on the second gen 1050 s3 and the various forums discussing throttle bodies, big bores and cam shaft changes wet my appetite. Pure Triumph (https://www.bennetts.co.uk/bikesocia...-1050r-on-sale
) also showed what could be done with a standard S3
Hitting the age of 60 further pushed me to do my own thing when a try out of new bikes didn't really give anything much different than the 2002 Daytona or 2008 s3 I already had. My youngest son's comment of ďwhy don't you build something yourself, you'll be much more satisfiedĒ was final push. The the latest Speed Triple RS changed my mind a year later so the garage has now 2018 Speed Triple RS, 2002 Daytona 955i and this featured bike, a 2015 Speed III R
My Aims when I started
So it's going to be a 2015 Speed Triple R (for abs, suspension and ability to get into the ECU).
It's going to have 80mm bore (standard head gasket and will not thin out liners too much)
It will have specialist rods (so I can up rev limit without fear of failure), though knowledge that the new RS now uses the same rods for the rev limit I intend to set has changed this aim.
It will have throttle bodies matched to port
It will have higher lift cam's with longer duration (though no specialist grinds)
It will have Daytona 675 fairing modified to fit.
So in essence a compilation of my two existing bikes, brought up to date.
Technical deliberations (work in progress?)
I've listed below my original thoughts on the key aspects of the technical build. They all overlap and impact on each other. This is the point where other forum members can input as my knowledge and understanding is limited. Iím already indebted to a number of forum members who have provided me with input and reading material. Always happy to receive more!
Fuelling and ignition
I plan to use the latest ECU on the 2015 S3 enabling me to retain the link to the ABS system rather than use the older Segram 955i version. Ill start with the 20524 hex map which has ignition and fuelling cell up to 9700rpm with rev limit of 9900rpm. Alain from TuneECU has already provided me with a revised map that will allow rev limit of 11000rpm but at the moment I am unclear on what will happen between the the 9700rpm cell line and the rev limit. Iím assuming either there will be s straight line or exponential change in fuel and ignition (I know from the forums the rev limit of 9900rpm has been used so something must happen!). I determined that once I understood the rev limit of the rods and piston I could then plug the space above 9700rpm with something like a power commander. Ive not run the bike above the 9900 set RPM as Ill only do this when I install the forged piston.
Air and exhaust flow
Iím not planning to make any changed to the air box apart from K and N filter (I've used them since Mini Cooper days in 70s/80s). The air duct on the Daytona 675 fairing will get plumbed into the S3 frame inlet. I'm not planning to change trumpets but the throttle bodies and head have received some work which Iíve shown. My original plan to retaining the twin Arrow exhaust the bike came and a 955i header in place of the standard exhaust was changed when Triumph did an end to run sale. So its a low boy which will cope with the resulting power. Reasoning is I should end up with slightly more power than the 955i/Speed IIIRS
Rods and pistons
In going for the increased bore Ill use forged piston, which enable me to raise rev limit. The existing s3 rods appear to be the same from the part numbers as the 955i examples. Subsequently to starting the project I discovered the rods were again used in the RS and mentioned before so Ill stay with those for this engine build.
Camshafts and timing
This is probably the most interesting bit and most complex.
I could simply fit the 955i valve gear and cams but I don't do this right away as I felt they wouldnyt give me the type of road response I'm after. So I went down down the route of 955i exhaust cam onto the 1050 head in the inlet cam position with its inlet cam going to exhaust cam position ( http://www.thespeedtriple.com/forum/...cams-s3-4.html
). Having run the bike for a year now, and from forum feedback, particularly Sussurf I'm going down the 955i Cams when I pull the engine apart (timed at 105/105) - more later.