Here is a breakdown of the sprocket, exhausts and gearing changes along with dyno results after a tune with the rapid bike evo. Hope this helps others.
I did go to a 15t front, and although )you could definitely go +1 or +2 on the rear as well if you wanted more but it would be to much for commuting). The 15T front puts you in the perfect working range to hold 3rd gear for the endless twisties with enough power to throttle out hard. At a few glances, it sits at around 6500 revs at 80km/h in 3rd, so with that little extra twist youíre into the 8000rpm+ range where the lighting strikes.
I have changed the front sprocket to a 15 (-1) on all my street triples being, 08,13 and now 18 765 and by far the best result has been in the 765! Itís a must do!
SC Project S1 (replaces SC1-R)
Letís face it, they are popular, and popular for a reason, they look good, sound good, provide gains of power, decrease weight and most importantly, the Titanium changes colour
So, how do I find it?
I absolutely love it! This is the exhaust I have wanted since I first spotted a black 765RS tearing up Mount Glorious after the bikes launch, admiring the welds and sound and quality. I never thought I would ever have the opportunity, and well, now I have!
The sound is marvellous (baffle out), please keep in mind I run CUSTOM plugs, and at times run music.
If you run the baffle, you may not need plugs depending on what helmet you have. Because I have a race inspired helmet, itís light, but wind noise/external noise is shocking, like your not wearing a helmet at all. So, there may be difference in noise when compared to wearing a shoei GT air or similar that has great wind and road noise blocking characteristics.
If I didnít have plugs, or if I was going on long rides with mates, the baffle will absolutely be going back in.
The sound is of higher pitch and crisper than the SC1-R of previous.
The exhaust compliments the quickshifter, as when you change up, there is a lovely crisp pop that puts a smile from ear to ear. I found myself holding gears longer and changing more than required just to hear it over and over.
The noise on the dyno was less than ideal (that review later) as it was shaking the whole room, but, was still somewhat interesting to listen too.
On the way over to the dyno, the bike was surging at around 3500-4500 revs, so maybe keep this in mind if you were to consider it. Perhaps over time the ECU or rapid bike autotune would have the parameters to adjust this out.
The titanium has changed colour and its only the first few days, It really sets it off.
So, if your looking for a new zorst, look no further.
Quality - just utterly amazing, the weight of this slip on is mind boggling light.
The welds are just porn, and I nearly found myself going in for a lick.
Install was 20-30 mins. Difficultly 1/10
Points to note:
- Remove the small silver exhaust shield (which you will need to do to remove the existing system).
- Remove exhaust clamp
- Undo bolts and remove stock exhaust
- Mount the mid pipe and loosely fit the exhaust clamp
- Slide the slip on, onto the mid pipe
- Mount the slip on to the bracket (exisiting from stick exhaust).
- The system comes with extra nuts, washers and bolts but the stock bits can be used
- Tighten the slip on nut and bolt - this will get the rest of the system into alignment.
- Tighten the exhaust clamp.
- Replace exhaust shield (best to line up from the other side of the bike looking under the bike)
- Attach exhaust spring using spring hook tool, or a piece of steel steel hanger with a small sharp bend in it.
- Use pig nose pliers to remove baffle - Slides right out.
Everything goes together as it should, no messing about or confusion.
Disclaimer: I take no responsibility for excessive gearbox wear due to the constant unnecessary gear changes to hear all the sensational noises it makes
DYNO - Dynomite Performance (QLD AUS)
I was met with a smile, and handshake and a good morning! A great start!
The shop was laid out nicely, clean and tidy with a lovely selection of bikes from sport, to track, to custom, to cruiser, to dirt!
Jamie took the bike for a quick spin to see what it was up doing. I noticed when riding it, it was surging a bit in the 3500-4500 range due to the new S1 exhaust so a tune was required anyway (or the 12 min reset). He also picked that up straight away.
Rolled up into the dyno room to find a super clean, well laid out room with a very impressive dyno that has all electronic controls to move the bike, fans on, fans off etc and once we got started the ventilation was sensational! Finally a dyno room where your not drowning in fumes.
All connected, the bike looked like it was on life support. Jamie was meticulous with the bike ensuring everything was removed carefully and laying all the parts removed out in the corner of the workshop.
Before we got started, Jamie pulled up a result from a 2016 Daytona 675R as a comparison which pulled 108RWHP and my last stats from Mainline Dyno were 107RWHP and 50nm.
Jamie advised the Dunojet dynos are more expensive but give an honest rear wheel figure, not a calculated crank figure.
Initially, Jamie plugged the 02 Sensor plugged in prior to cat to get a more accurate reading but the reading was playing up a bit so had to go front the exhaust.
On the first run (with 02 sensor before cat) pulled a respectable 119.6 and 57nm. This was with the AIS hose unblocked and I was already happy, but Jamie went on to explain in full detail whatís going on, and established, GAINS CAN BE MADE! WOOHOO! These gains were in the mid, and a little at the top!
See the graph.
Jamie was able to explain things in a simple, easy to understand way, as letís face it, most of us donít know what the hell tuners talk about. This built interest and confidence! This would have been added pressure for him as you normally couldnít have the customer there while tuning, so it was nice he welcomed me in.
So with that, he moved the 02 sensor into the exhaust and cracked on! Throughout the tune he would call me over to explain whatís going on, keeping me in the loop the whole time. 1% this, 6% that, running lean here, running rich there...and so on.
Jamie did explain there is not as much fine adjustment as there was on the old tuneboy style, but the parameters are effective and the auto tune will pick up any slack.
The auto tune was tuned off for the tuning process, and once complete, then turned on auto tuning again so it works with the new parameters.
Jamie also blocked off the SAI, what a good egg he is!
Tuning is such a fine art and the service I received from counter to workshop was excellent. Jamieís wife is lovely and we had a great chat afterwards.
The ride home was enjoyable - power and torque everywhere! I canít fathom how much gain there has been for general riding! The numbers may not reflect big gains but the bike is an animal, yet completely controllable.
Mainline dyno with rapid bike and SC1R.
Just a dyno run - not tuned
Dynojet dyno with full custom tune
SC Project S1
BMC air filter
I hope riders find he above helpful.
For Aussie riders, search Facebook for Triumph Triple Riders Australia (TTRA) they have discounts for the above suppliers, and many more.
Itís not a dick swinging contest either, take my info for what it is. I donít normally post such articles to forums because muppets canít help themselves and start crapping on.
Donít let this be you who ruins the thread
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