Re: TRIUMPH T 100 R / T 100 RR
J.A.W. said:
Interesting input - ta, guys.
Those unit 500s had splayed inlet stubs for X2 carbs,but not ports [funnily enough the the late Bonnevilles went back to the same idea using Tiger parallel port heads].
The Daytona heads were different from the lower tune TR 5 single carb dirt bike type [ part No` & big valve/combustion chamber shape].
Boyer included them in their Triumph tuning manual, & the factory applied many of the lessons hard-learned in high revving 500cc U.S.''C''class race tuning to their Trident.
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The Stan Shenton "Triumph Speed tuning" book is an excellent place to start, they go into detail on the 500 units, 650s and Triples, good primer on this tech, there is ALSO a good book written for Preunit triumphs, "Secrets of more Horsepower through,,, Tuning the 650 Triumph" by Dwain Taylor. Both these books are tad bit dated,, tech had evolved, for example these both come from the era of "polished intakes are a good thing"
and we know now more about Squish, tumble and Swirl,, no Singh grooves in these tome's Id encourage you guys to look for Taylors book, there used to be a shop selling them on Fee-bay, Shentons books are back in print and updated, please support these guys,, but if you CANNOT find Taylors book, i have made a copy for a friend before,... can do it again, but i prefer you exhaust your resources before you ask me.,
I did NOT get into the types of unit 500 heads for a reason, only about the valves being allegedly bigger on the late Daytona vs the regular T100s,,
the reason is I hear often that people claim the Unit 500 late Dayotna head had bigger valves, ive heard it and read it,. I MAY be wrong (It happened once,I was told by my wife) but i havent seen any evidence of that. But there IS differences in early heads and later heads for a different reason, the early heads had a large domed hemi styled combustion chamber and matching high domed pistons, at some point in the mid to late 1960s Triumph redesigned the heads and went with a shallower combustion chamber and soft domed pistons and in some cases a flat top, well, the piston has a slight dome and then flat on top, there are some alternative slipper pistons with cut down skirts and a soft rounded dome as well (I have some in several sizes and like to use them, I dont think you can find them now)
Some builders claim the early hemi heads are better and advocate using them on a late Daytona with the late Daytona cams and altered cam settings (Adv-retard by the teeth) to suit the race tracks or conditions ie: long straights =high end or fast out of the corners=Torque.
But finding pistons for the hemi heads can be a challenge
just depends, cyl head and combustion chamber tech has come a long way, on Sir Eddys race engine Les at Littles Engine service completely reworked the Norton head, hour glass combustion chambers, med rise domes,tight squish, singh grooves, 6mm black diamond valves and reworked ports, its the latest tech amd desiged for the high RPM land speed record style racing we are going for.
A torque monster dirt bike or street tracker is a different animal, which is what im going for with my Triumph-Rickman.
horses for courses laddies..
