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It seems almost every bike has common mods. Wonder what folks do, mod-wise, if anything to the early S3's?
 

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Wow. I'm not worthy... :bow:
I do have a carbon fiber front fender. Didn't even know they made carbon fiber side cases. Some serious mods there. Very nice looking machine. somebody will be lucky.
 

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The carbon side cases are kind of a mystery, I do not know where they come from. The one says Taylormade on it but I have had no luck any info on the company or what country they were made in. I also have never seen another set. Thanks for your complents.
 

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That is one tasty mother....dribble dribble :wink:

I've only kinda scratched the surface in comparison :???:

But so far

Powder coated:
Clock covers, mounting plate, exhaust/footrest hangers and brackets, rear indicator mounts, wheels (plus rims polished) and rear caliper.

Carbon:
Idiot light surround, clock bottoms, rear hugger (painted to match), exhaust, left hand hose cover and tax disc holder.

Wavey discs fitted, front fender extender, fork protectors and home made rear linkcage gaurd. Single seat cowl, mini arrow indicators, uprated horns, Motrax mirrors, renthal rear sprocket, LED rear lights vision plus headlight bulb hagon rear shock with remote preload, iridium plugs blah blah blah
 

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Where did KitNYC's message with the Taylormade link go :???:
 
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Thanks for asking, Faffi! I would've thought I was going crazy...

The web site I found is here: www.racetaylormade.com/

No idea if it's the right one or not, but it's the only TaylorMade I saw that does carbon fiber bike stuff...

Cheers,
-Kit
 

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Hi guys,
here is some sights to check out if you want a little background on Paul Taylor and His Triumph racing.
http://www.accralite.com/accralite/Triumph.htm
http://www.motorcycle.com/mo/mcmail/bears/saxon.html
Chuck if I were you I would not let those carbon engine covers go with the bike, as I doubt you will ever find another set it looks as though mr. taylor has moved on to other racing adventures and I have not seen anything to indicate that he still makes any of his old parts. those covers are quite rare. I did not know they even existed, not that I am an expert. He also made a 985 kit for the motor which I wanted for years untill I found out that Hinkley had one come apart on him.
back to the original thread other items that can be done for the original speed triple.
1 brakes there were 6 pot brakes available made by alcon rather pricey but having a set on my bike I can tell you they are great other bikes have 6 pot brakes that interchange do a search as I am sure there are other threads
2 keihin fcr carbs many swear by them and some swear at them pricey and from what I have read finicky.
3 955 kit later model triumphs have the larger bore and triumph in their infinite wisedom kept some of the dimensions the same. with a bore of the lower crankcase the sleeves and pistons from the 955 models fits for greater hp and torque. definitely on my list over the next couple of years. as Tim Allen would say "MORE POWER! (grunting sounds..)
4 this one is up toward the top of everyones list that does it! suspension. the recommended list is gold valves and stiffer springs in the forks. and replacing the rear shock. shock recommendations were ohlins but availability is suppose to none now, Iam currently researching this as I am doing shock and forks this winter. If ohlins is out there is WP gets great reviews from others, hagon for lower prices, and the recommendation of my suspension shop currently is either wilbers or hyperpro. they say the wilbers is very good but is a little genaric on shim stacks etc.. so may need dialed in. and the hyperpro they say is flat excellent built individually for you to your spec. the down side of the hyperpro, other than the ohlins price, is the delivery time around 4 to 6 weeks. as far as the WP I get the impression that they are not as impressed with it as they are with the other two in terms of design.
5 small stuff exhaust I run the factory sebring but they are hard to find. there was the yosh system but I also believe they are not being made anymore. air filter K and n. jet kits dynojet or factory. I have the dyojet and it works pretty good but I am considering moving to the factory kit. ignition advancer sims use to make them but do not anymore however I just saw one listed on factory jets site.
this is a chunk of either my completed list or wish list that I have developed over the ten years of owning this bike. I will not sell even though I have had offers. I may add other bikes to the stall that are newer. but I love the sleeper image of the bike! no one expects it to be quick or handle. that of course is relative because I don't expect to be up there with a 675 in the corners, or an r1 on the straights, but just keeping them in sight surprises people.
sorry I went on so long but this thread hit a cord with me as I am in the middle of modding time again. I just guess I am an old hot rodder at heart and a complete bike is a boring bike!!!
P.S. meanchuck I look forward to seeing picks of you tbs as I have seen some beautiful examples after modding, and if you want to seperate the covers out I would love to talk to you.


:cool: :cool: :cool: :cool: :cool: :cool: :cool: :cool:
 

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That's ironic, I had a Saxon Racing 980 kit that I just sold in August. You have me wondering now, my engine always raised a lot of questions. I was always told that SuperIII cams leave a big hole in your midrange except when you run the bigbore kit. I have the cams and can power wheelie at 4000rpm in first with all the grunt my motor has. A friend of mine that works at a Triumph dealer rode it this summer and said it was more powerfull than a new one especially down low. Another thing that is weird is the bolts on the engine are drilled for saftey wires, odd for a street bike. It currently has stock carbs and airbox on it and a stock-style exhaust. Makes me wonder what some flatslides and a 3into1 would do.Since the Taylormade and Saxon parts are related makes me wonder if my engine has a big bore kit. the original owner spared no expense putting this bike together and would explain the midrange grunt.
 

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SO CHUCK YOU GOING TO LET GET THOSE ENGINE COVER FROM YOU NOW THAT YOU KNOW HOW RARE THEY ARE???? :hammer:
 

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Yes I know how rare they are! As long as I had the bike this is the first time I ever found out their origins. plus the fact I have never seen another set and neither has anyone I have ever talked to. I really don't want to seperate them from the bike but you know as well as I do everything has it's price. PM me with your offer.
 

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instead of boring the cases for the 955 kit just machine the outside of the liners and they drop right in the case....ive been running this set up for quite a while, as some of you know, and its the way to go. the piston pins are the same from the early 885 motors up until the 955 motors, so you can run the high comp alum. daytona pistons as i did with the alum. daytona liners....tasty bits indeed.
 

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Great topic and very informing.Personally I have the Sprint Rs 955 but I've been thinking about changing some parts.
Would the piston pins be the same on my Rs engine as the Daytona?
If I were to take it one step further would the Daytona rods fit with my crank shaft?I understand the Daytona rods are forged.Only thing left to do would be to slip in a set of Daytona liners.
Awesome info Mikey
 

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Akells I had not heard of doing it that way but as long as the strength is intact that sounds great as it leave the case untouched. I dont see where it would be an issue strength wise at the base of the cylinder liner how about the rest is everything a drop in or does there need to be any fly cutting on the pistons or anything like that. It will be awhile before this is done as this year is the suspension. see my thread here;
http://www.triumphrat.net/modules.php?op=modload&name=Forum&file=viewtopic&topic=67046&forum=30
maybe next year if santa and the tooth fairy are kind to me.
 

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...total drop in after cutting down the OD of the liners. zero strength issues, etc in many miles/years of use on mine.....best of all you can use all Triumph parts, that are readily availble form dealers/ebay, etc...the only issue i had with mine was getting it enough fuel after all of the engine mods, so i went with a set of FCRs.
 

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how well do the fcr's work I have read of tuning issues etc. I already have issues with I should retune the jetting twice a year now. In phoenix we use reformulated gas for the winter 10% ethanol and you can feel the difference when the gas changes suddenly the jetting feels either spot on or rich. before you were not able to jet rich enough? or was it that there was not enough air flow to go with the kit? was it bottom end or top end that needed the change? I know too many questions. but this is how I prepare for doing things, learn from what others have done and make my decisions.
 

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i just couldnt get the bike"right" with the stock carbs, jet kits and then rejetted everywhere and the combo was never spot on....mainly they{stock carbs} are just limited in size and adjustability so i went with the 39mm FCRs...awesome investment, huge results. the carbs returned great driveability, with throttle response and some awesome hp numbers throughtout the range. best $$ that ive spent.
 
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