Four years ago I swapped an '06 engine into my '05 Daytona 955i. At the time I was aware that the '06 Daytona engine used the then new 1050 cases with the 955i crankshaft, pistons, rods, cylinder liners, alternator, Sagem ECU, though the 1050 had a 6.4mm longer stroke. I wasn't sure if the deck height was the same, or if the new engine would have cylinder head mounts 3.2mm out of line with my old frame. Fortunately, everything lined up.
Anyway, I got the engine out with some difficulty, single handed, by stacking a wooden platform under the engine, lifting away the bike then lowering the engine to the floor. This was obviously not easily reversible. I ended up buying a chain block, attaching it to a beam in the garage roof, propping up the roof and hanging the engine by two rope slings. I was amazed at how easy it was to wangle the engine in and line up the engine mount holes, single handed. The bolts almost fell in. I'm retiring next year, I'll probably do some Speed Triple 1050 project, so I'll swap engines again, the same way.
I compared the Daytona and Speed Triple specs in the Triumph 955i workshop manual. One difference is that the Daytona has much smaller piston-to-bore clearance, Daytona 0.005-0.033mm, Speed Triple 0.055-0.090mm. Other interesting differences too, 35mm dia big end journals vs 41mm, 17mm gudgeon pins vs 19mm, forged pistons vs cast, all of which made the Daytona (in my experience) a smoother engine. The cams too, of course, and even different oil routing. The 1050 engines inherited the Daytona's smaller 35mm big ends and 17mm gudgeon pins. The other important difference is the Nikasil plated aluminium cylinder liners, vs cast iron. I assume the similar thermal expansion rates of the aluminium pistons and liners makes possible the tighter clearance.
I read that the RS uses forged pistons and Nikasil plated aluminium liners, like the Daytona. I wonder if these liners and small clearances are needed to allow a safe 11200rpm limit.