T100R Daytona

Well this is my new project, I do not have any pictures yet, all I have is a pile of parts so far. But a lot of hard/expensive work has already been done to the parts, 90% of the black parts have been nicely powder coated, the tanks and guards finished in the correct 1970 scheme of Jackaranda and silver sheen. Some chrome done and the wheels re-built with re-chromed original rims, stainless spokes and new period tyres.
Power unit is as is but cleaned externally. So who has had one of these and what are they like to ride. I imagine she will be totally different to my Mk11 850. But I have heard the Triumph engines at 500cc are sweet but need plenty of rev's.
Oh and any information on sensible updates would be considered. I am thinking of discretely adding a Commando oil filter, I have ordered taper roller steering head bearings.
The only thing that looks incorrect is the 930 series carbs, I think they should be 626's. But apparently it ran okay on the bigger carbs?

Cheers Richard

A 1973 T100 could be a good thing as a road bike. It has a real bearing in the timing side of the crankcases . The stroke in those motors is 65.5mm, my old 500cc Triton racer had a 63mm stroke. If you try to make your Daytona go fast, it could turn nasty on you. My old racer could grab you by the throat in an instant - had a power band between 6,000 RPM, and 10,500 RPM. If I ever had to slip the clutch to get around a corner with the CR gearbox, it would be instantly sideways. I don't know how Percy Tait ever got sense out of them.

" The only thing that looks incorrect is the 930 series carbs, I think they should be 626's "

more pity you .

sounds like someones got their Er.. together .
If youre lucky itll have 650 sleeves in the bores to , giveing 560 c.c. with 40 over 650 pistons .
Later barrels have meatyer castings and accept this o.k.

Being 2/3 of a Trident , 30 m.m. gets it working well . Should pull from say 2.500 on up . Hard .
Could have the legs on a good stock 650 if the heads done , 30 mm ports & valves . The one we
' flatted with ' had rubber hose , reinforced industrial stuff - carb mounts, so the little chrome
screw on bezzles were at the front of the seat post .

Would just snot a worked TR6P , even two up . And blow of all the jappers on the dirt roads
despite ( or helped - traction ) being two up , and the 59 flexi flyer frame .

Hard to find a beter suburban combat machine , unless youre suicideal . Button of at 80
so as not to overshoot lights .

Giveing the brakes the third degree , trueing drums & heavy duty ( AM4 ) lineings
& overhauling / setting up front end , shocks & swing arm pin correctly should get
light accurate steering & pretty good roadholding . Best advanage is light weight &
nimbleness . So the rider doesnt have to get as intense as on a weightyer machine
with more inertia in confiined operation . Damn obstacles .what are ll these cars
doing on the road . .


27s will strangle it , particularly if you hit the highway / go touring . Though youll need to row the trans through the speed range . If you weigh over 20 stone , disregard this post entirely . Cant see how you wouldnt enjoy it immensely .

Theres a post on britbike on the raceing 500s , if you want to start chopping bits off & adding nitro . :twisted:

The short stroke Triton I raced for 12 years was raced by a friend of mine at Bathurst in the 50s and he crashed it. I sold it back to him in 1978, and it is now in the next town to the one in which now live. I enjoyed racing it, it was very exciting and really fast for a 500. I was glad to replace it with the Seeley 850. I never want that sort of anxiety again. 'Torque wins races' ! It is the bike in the photo to the right of this post, the barrel is 12mm shorter than a normal 650 :

Thats a Pre Unit Acc. !



Id set it up like this - ish . just as well the tirade dissaped . theyd die of shock .

but crack test - sonic - the crank . stuff stock if betters better , like filters - sock ones ?
Spend the loot on Mech Essentials first . Like Alloy Rims. NOT CHROME .

Cranks the heart . Start the $$$ there , and work outward . :wink:
Something wrong with a Triumph 9 500 up 0 if it wont do a Ton in Third . usually .( road spec & geared to redline in third past 100 . therfore tops ok for touring . Trials cogs etc obviously another game . Read up on the I S D T Tri 500s .



Some people get things mixed up restoring them to how they were made .

bu**er that stock c***

EEW , thats a b s o l u t e l y F ILTHEY !



EEW , Y OU V E got MUD , Allll ov e r iT .


http://www.bing.com/search?q=ISDT+Trium ... &sp=-1&sk=

All Right Then . If you dont like MUD .

My God ! . its got NO Mufflers ! :shock:


1969 Triumph T 100 Daytona in Gemini Man, Movie made for TV, 1976 . If that wont do you , we'll have another talk . ! :wink:

Love the Steve McQueen slogan, man even with a Prius we would all get plenty of action if we looked like that with a shirt off, sadly I am not quite so buff these days, haha. Never the less I am not tipping the scales at 20 stone either, YET! So I am looking forward to the Daytona experience with a 850 Norton and 86 inch HD Shovel as comparisions.
I hate say it guys, but I favour the return to original scheme, I don't mind some subtle mechanical improvements, if they don't take too much away from the time warp of a great old machine. This one should be an enjoyable job, as all the nasty painting part is done, all I need to do is clean up the serviceable original fasteners, re zinc plate. Rebuild the seat with a fresh cover and restore of the seat base, maybe a gel insert for my sensitive arse.
I have ordered a swing arm pin & bush kit and also tapered roller head bearings.
Cheers and anyone have any tips and tricks on mechanical upgrades that are not so obvious.

Cheers and thanks Richard

This book goes into gas flowing, valve train, compression ratios, big bore conversions, cam choice, ignition system, gearbox, exhaust, brakes, suspension, race preparation and much more.Much is covered in regards to unit 500 c.c.,
650 c.c. etc.

Stans the Man !





Raced by Boyers of Bromley and won the 1968 Thruxton 500 mile race at Brands Hatch,
ridden by Peter Butler and Dave Nixon.





this is likely his new one . Get Both. Twice the fun .

'70 model is a good one.They had the timing side ball bearing since '69.A standard T100R is good for 110 mph.They can run at 8000 rpm until the tank is empty.Fill it up and do it again.It's just a shame they had a different gearbox to the 650/750 engines and didn't get the 5-speed.
The brakes are plenty for such a light bike,far better than the conical 2LS on the OIF 650.Best 2LS brake triumph made;heavier than a disc but just as effective.

You might be happier with 926 carbs than 930.THERE IS NO WAY I would increase the intake port size in the head,except just near the valve guide.You can make the rest of the port smaller,and lose no flow.Until you reach 12 mm valve lift,the valves don't flow as much as a 26 mm port can.Standard valve lift is only 0.336"" (8.5 mm),and standard port size is 1-1/16" (27mm);already too big.Making the intake port bigger just kills velocity and torque,without increasing flow.
http://www.britbike.com/forums/ubbthreads.php?ubb=showflat&Number=386917&#Post386917

Doug Hele's favorite bike, he said it was better than the Norton Domiracer could be. A strong candidate for the best British twin ever made and nothing needs to be improved on them as long as they have the already mentioned 2ls brake.

A friend of mine who had a Daytona "ported" his own head and made the bike slower, put a stock head back on and it was fixed. On a Triumph Daytona you don't have to worry about being passed by any other British 500cc roadster, and the guys on their 650s had better have them well tuned if they don't want to be embarrassed.

I am sure the Daytona could easily take larger carburettors, but by using tapered intake manifolds and stock ports would be the way to go for a street bike. I looked at a Norton 88ss in person once that a guy had put 32mm Concentrics on, and he said the bike ran great with them, so the Daytona should be able to do something similar easily.

I had a 73' Daytona once that someone had put a Honda Dream front fender on, it must have been the ugliest thing they could have thought to do, I am sorry I did not take a photo of it. If you find a 68' or earlier one in a barn to fix up then do not run it unless you take the engine down and clean it and check that timing side bushing to make sure it is in spec.

5 speed gear sets have been available from the aftermarket if someone has to have one. I would check with the Nova company in the U.K. first.

Thanks guys, all these favourable reports of the little Daytona make me more excited about getting her going. And I have a few mates on 650 Bonnies the 850 Norton I have does not make it sporting, but this little bugger will certainly make it fun to have a good scratch through some tight stuff. I may just find a new home for the 30mm Amals, and get some brand new 626's for this bike.
Will post up some photo's as the build gets underway, right now all I have to show is the front part of the frame on a stand with wheels. The tank and guards look fantastic in the correct Jacaranda and silver. Should be a pretty one?
Cheers and thanks, sound like most of you guys have fond memories of these bikes.

Richard

beng said:

Doug Hele's favorite bike, he said it was better than the Norton Domiracer could be. A strong candidate for the best British twin ever made and nothing needs to be improved on them as long as they have the already mentioned 2ls brake.

I am sure the Daytona could easily take larger carburettors, but by using tapered intake manifolds and stock ports would be the way to go for a street bike. I looked at a Norton 88ss in person once that a guy had put 32mm Concentrics on, and he said the bike ran great with them, so the Daytona should be able to do something similar easily.

Click to expand...

You mean that a Norton 500 twin will run better with a pair of 32mm carbs tapering down to stock ports dia :?:

Bernhard said:

You mean that a Norton 500 twin will run better with a pair of 32mm carbs tapering down to stock ports dia :?:

Click to expand...

I meant what I said, that the Triumph Daytona and the Norton 88ss were both snappy little sporting bikes with close to square engine dimensions and sporting camshafts, and they can both utilize carburettors a little larger than stock, 1 1/16" upgraded to 1 1/8" or 1 1/4" is something they can handle as long as the engine and especially valve springs are in good shape. The Daytona is a stronger better built engine though, I would keep the Norton 88ss under 7000 rpm in stock form.

A run between a stock Triumph Daytona and a Norton 88ss would be very close, both bikes were tested back in the day with similar performances, the poor 88ss is hobbled by it's single-leading shoe front brake though, so it would have to be run against a 67' Daytona to be fair. ON the track where there is not limit to tuning, keeping the stock bore and stroke per AMA rules of the 60s the Triumph 500 had the edge in numbers and parts availability and reliability, Norton did not get the 88ss out until 1961, and never built enough bikes or spare parts to make them popular or easy to maintain in competition. C.R. Axtell kept the Goldstar a threat through the mid-60s but had to quit as he ran out of new parts to beat to death on the track and dyno.

Look at the Triumph 500 racing successes though, with a second in the Daytona 200 in 62' right behind Dick Mann's G50 Matchbox, outright wins in that race in 66' and 67', and some other major wins courtesy Gary Nixon and others. If the two-stroke had not been invented the Honda 450 would have taken over, but Yamaha ended the 4-stroke game with 250cc strokers that would run with 500-750cc Triumphs and Harleys by 1968.

Looking at the T150 as a daytona and a half , or three TR25s , the 30 makes sense . If you are after more top end and can stand to loose trials benefits .

Likely 30 tapered to 28 manifolds , with head face 28 tapereing down to the curve . Maaybe opened up a little there though .

Shentons books , or the first are full off big pictures , and cover thinggs without getting all algerbraic . Pay to look before cutting .

Tear Down . Go Slow - check all ' witness marks ' for correct functioning and alignment , as you go . Take it quitely , make notes , & enjoy it .
Theyve plenty of ground clearance if you want to do bush trails , though the SS headers , up on the left look cool , despite boiling rain at 90 .

Stick the commando oil filter kit on it (many people do, on the return side) and ride it round the world. Ted Simon managed it on a T100 so they must be pretty reliable.

Webby

Thanks Webby,

The oil filter is on y list of to do's. I modified the one on the commando to take the filter of a chevy/holden V8
much easier to buy than the Norton one and cheap as chips to replace. So will find a nice discrete spot on the T100 for this.
Cheers Richard

My first motorcycle was a T100R. I have a T100C and am also rebuilding a '68 T100R. The T100R was based nearly as quick as the T120s but rev very well and are very nimble. Like any Triumph, it would benefit from an aftermarket alternator and regulator and electronic ignition. With the prices of 650s and 750s climbing, the 500s are getting more popular.[img][/img]

Nice collection Chris, you are at the same stage as me with that frame, just got new swing arm bushes and shaft, and some taper roller steering head bearings, to begin the build. I am still preparing sundrie fasteners for zinc plating.
Cheers Richard

Wheels are out getting relaced, motor on the bench with all the new parts accumulated. Tapered bearings in the steering head, sealed bearings in the wheels. Head has been rebuilt, cylinders rebored. Just need to keep plugging away.

I looked at a 1973 T100 years ago at a swap meet in Bendigo. The guy wanted $3,500 for it . It had been raced, however I couldn't figure out how to get even a 5 speed CR box into it without spending a big dollar. Nearly everything on them is different to 650 stuff, so as a racer it would be an extremely expensive exercise. Regardless of that, the motor has great potential, Percy Tait proved that. A good rider on a good 650 Triumph could just outpower my old short stroke 500cc Triumph. The lack of torque makes for a difficult race ride, however it is always very exciting.
Got an old Ducati 250 frame lying around ?