How to de- restrict 900cc Triumph Street Twin/Cup/Scrambler/T100 for LOTS more power and torque.

[Music] hi and welcome again to tech byte Potts I hope that little intro has whetted your appetite a little bit and we've actually found quite a bit of power out of the new triumph 900 mortars and what has been bugging us about these since they came out was trying to produced an 900 cc mortar with probably less power than one of modern 650 has now they come up with various reasons for this basically sin that it was a high torque motor and that's what people wanted but we looked at the design of it and what was really frustrating us was all the normal tuning methods we were using on the mortar weren't producing the results we were expecting to see things like slip-on cans air filters things like that where you would normally see said no significant improvement nothing was really happening then a lot of kisses power was actually going down now if you look on YouTube there has been various videos of people posted doing dyno runs on these bikes and nobody's managed to get any more power out of them so this really wetted our potato and we thought we're going to have to look get it at the bottom of this so we did various things on the bike first of all we thought it was like most modern bikes that it was the problem was in the ECU and the tune so we would be looked at doing retuns which you can't do because triumph don't release any tunes for them now they did it first do a tune for the Vance & Hines exhaust system we installed that and installed the the the Vance and Haines system it cost about 1500 quid for the the system and the download and it produces about one brake horsepower so not very good value for money 1,500 pound for one brake horsepower and don't take our word for it there's all that people have done dyno runs and posted them on YouTube so we thought next they could say it was the the ECU so we actually built a whole different system fuel injection system and put it on and again the mortar just wouldn't breathe at higher revs so with the it's it's got to be either inlet or something and say the mortar so we did the easy thing first we looked at the inlet no it does have quite a strangled Inlet on this motor the airbox is very restrictive and it does have just a single throttle body on the 900 a single 38 millimeter throttle body whereas the the 1200 has 240 formed throttle bodies own so it's there's quite a significant difference between the nine hundred and twelve hundred there yeah we're on to it here so we designed built a larger throttle body put it on and we did get a little bit more power up to a certain Rev and then it just dropped off again I thought well the hell with this we're going to have to delve into the motor so we took the top end of the motor apart to have a look to see what the problem was and when we got the degree we on the mortar we discovered what the problem is triumphal fitted a restrictor camshaft to this motor it it almost gives it that the poet characteristics of a diesel car engine the power drops off dramatically after about three to four thousand revs well it didn't drop off but it strangles so we decided we're gonna have to design a new camshaft or this mortar so for the past six months we've been working on cam designs to get that the the motor just right what we didn't want to do was run what most people do is put a standard high-performance comment of the mortar because that would spoil the bottom end characteristics so we had a very tape design brief on what we wanted to do to this mortar we wanted the motor it's still complitely euro for emissions we wanted all the bottom end power as it was at at the moment no reduction in the bottom end power but only increase in top end and bottom end power and we didn't want to affect the fuel economy so pretty take design brief and it's a bit of a holy grill for camshaft designers to be able to get more top and bottom power without losing bottom end power but we felt that the design of the motor was good enough to do that from triumph and that they had he restricted the motor with the cam that they put in anywhere six months down the line we've done extensive testing and we're going to show you in a moment how that testing went came about with dyno charts and on dyno runs now the reason we've discovered why triumph have done this well DeSantis is discovered we've sort of worked out why triumph of put that this low power mode end of this bike is basically a marketing ploy the true potential of this engine is too close to the 1200 mortar and there would be no incentive for people to buy a t120 over T 100 for instance because there would be no power advantage no performance advantage when you take into account the extra weight of the 1200 bike also things like the triumph know do an a2 kit for the net for learn illegal power restriction on itchin license holders know in the past they've had a fit and mechanical restricted of the bike that restricted the throttle and that isn't very good for riding characteristics so what they've done is that they've used an ECU BIST power restriction so really all they need to do is plug the computer in and it restricts the bike and also the bike can be checked at any time by by downloading the information in the ECU to check and verify that it is it too compliant no to do that the fact that put this restrictor come in because you couldn't restrict it purely on the ECU with just the that tune that the engine would be too strong at the top end so that they've had to do that to keep the bottom end power and keep it here to compliant so anyway we've spent a long time getting this camshaft right and to do a buck de buck test and to prove that it works we we went to a local company called dragon performance bikes down in Durham the reason we use them is because they've got to dinos and both recently been overhauled and calibrated so the were running very accurately so as a benchmark we decided to run the street scrambler which is it's got the stock camshaft in now this big is all stock apart from a D cut it has a D cut on it no D cap does give you a few brake horsepower over the stock triumph caught these of the crankshaft 54 brake horsepower though you normally lose about eight brake horsepower by the time the power gets to the the rear wheels so you would normally expect about 49 brake horsepower at the rear wheel on one of these no if you want to check you can verify on YouTube there's very strict winds and streets ramblas being run up not owned by us all over the world and they all run between 48 and 50 brake horsepower at the rear wheel depending on the dyno that they run on so it's vanch mark on the same Daniel will run this one up and you can see the first day no run which will be on the screen now the interesting point is the the bottom line on the dyno run which is is your talk now you'll see your talk peak is at about 3,500 rpm and then all it does is fall away from there the top line on the graph is your brake horsepower and as you can see the pick brick horsepower on this is fifty two point seven which is a little bit of one stock legacy you would normally expect about forty nine at the rear wheel and this is exactly what we would expect with just a D cut on it slowing the engine to breathe a little bit better but as you can see that the power starts to tail off before it actually gets to the the peak revs it's almost like an inbuilt rev limiter that doesn't need the electronic limiter and there's no incentive to rev this bike out no the next run that we do which you'll see that the the video that the the sheet on now is the first run we've done with the bike with the camshaft in now again this bike is totally stock apart from a D cut which is the sim spec as this and the camshaft know the countin as you can see is the u n-- because of the only difference it gives a really good back-to-back comparison now as you can see in the top lane it is drastically different to the the the power line on the the the stock cam we know the 63 brake horsepower in 59 point 1 pounds foot but again if you also that's not just the only thing if you look at the graph it goes up at almost 45 degrees all the way up to the redline and it only stops when it hits the rev limiter it's starting to flatten out as its getting the rev limiter so this is an almost perfect power curve you bottom-line your talk the talk peak has moved up now it's moved up to about 4,000 but it gives the same spread Tim talk at lower revs but you've actually got a bigger spread and it doesn't drop off as much it doesn't really drop out a pic talk until it hits about five those NAR p.m. and then it just tails away gradually till it hits the redline so you've got more mid-range talk and a lot more brake horsepower now what you find where this is no you your Reverend you're using the full revs of that the bike and when you're sitting in the talk sweet spot when you open the throttle it doesn't drop out of the talk it carries on and it keeps on accelerating right up to the redline now this has got the standard this run had was run with the standard silencers on know what was infuriating us before is when we put straight through sensors on we weren't seeing any significant increase in power like we would expect so we specifically run it with first run with the stock silencers on next one we put our straight through slip-ons on so that's Dana run three and we've done a comparison Dane overrun with two and three and you can see all the way up there's a big comparison a big differential between the the standard can and the aftermarket can in torque and brake horsepower peak horsepower they've gone up from 63 brake horsepower to sixty five point eight and torque has gone up 261 pounds foot so not a huge increase in torque but it's a useful increase its brake horsepower that's gone up quite a bit no that's what we would normally expect to find with it with a slip on cam now all these runs have been done with the stock airbox with the snorkel and filter on all a standard you know we thought this was now going to be the restrict and factor on the mortar so the next run we did with just the throttle body on me with no airbox are connected at all just to show how much restriction the airbox is running so that was number four so we've got a comparison chart know between three and four and again you can see quite a jump in brake horsepower and torque know what you do find is actually you lose a little bit of talk of bottom end because you have such a large airflow into the engine which is what you would normally expect but it doesn't lose an awful lot but if you back up the normal talk at about 4,000 rpm again and then it just keeps on claiming and your power now goes up significantly top end of 270 points six brake horsepower and sixty two point three pounds foot now the de put this in comparison the rear wheel brake horsepower of a 21 2012 hundred is about the same talk a slightly higher but your brake horsepower is about the sim triumph on the t 120 so our final shows the comparison between the stock bike with the decal on and the baked with all the improvements don't do it that their box bypassed the straight through zon x-pipe and come and we are running 70 point six billion to point 3 pounds foot at the rear wheel and the stock bike was running fifty two point seven and fifty five pounds foot now that doesn't tell the true story you need to look at the graph to get the better idea know at the redline that somethin that was not p.m. this is where he'll see the huge difference the stock motor is producing it actually drops away and is producing about forty six horsepower whereas the modified motor is actually at its power peak and producing seventy point six so you've got a thirty brake horsepower difference it are at maximum rpm know that you have to agree that is a huge amount of power difference and it's certainly noticeable when you ride the bike know that to pull out in the context the the triumph quote for the the t1 twenty twelve hundred mortar seventy nine brake horsepower at the rear wheel in seventy seven point four pounds foot sorry at the crank these that these are no you need to take about eight to ten percent off those so when you look at that and look at this this that this bike is now almost ruined 1200 triumph power near as damn it it's only at the mid-range where it's very slightly Laurent talked though in the real world you won't run the airbox off completely what we normally do is remove the snorkel turn over the floor at the airbox a bit better and put a high flow filter in so you in real world situation you probably get about sixty eight brake horsepower unless you want to take the airbox off completely and run a K&N then you'll get close to the 70 but it's a bit of a difficult job on these because so many components hung on the airbox it's and it's also quite a loud with it there box on but that's to get that extra to brick horse bowl you may not feel you need to do that so really the sum up after the tuner said will run on the dyno is very rare to get this sort of performance out of a camshaft only best Yunnan system without losing the bottom end which points us to the direction that this is the cam that try and design for this motor from the onset and that the change the put a restrictor come in though the company were working with the make that cam is one of Britain's oldest well England's oldest established camshaft makers very much rightly respected and they've actually worked with triumph quite a bit in the past so this has obviously helped us getting into the the mindset of how this camshaft was designed so effectively reused trying to design criteria from the pastured redesigned this so what you haven't good what you've not got to think of this as the performance camshaft this is more like a stage one or even a stock camshaft it is designed to give you a good spread of power right across the range and yes the power increases sound significant but bear in mind the Yamaha 700 CC twin which is 200 cc smaller than this actually produces about those figures that we're getting now so it's not like we're putting huge amounts of stresses on the mordor there is more power to come if you wanted but not cheaply to get more power at this more than now your biggest restricting factor or the valve sizes you would have to put a larger particularly inlet valves on and you would have to run twin throttle bodies that it's the inlet side no that restricts the breathing of the mordor no an interesting fact is that we haven't used a power commander we haven't used any other tuning devices on this motor this this motor is running the stock ECU to get that power again this points that the fact that the ECU and the motor were built with this in mind and restricted at a later date the bottom end of the engine will take this power no problem whatsoever basically most of the components on this engine of the same as what they use in the 1200 are it's just sleev down really that the engine is basically the same the biggest difference between this and then the 1216 is all in the top end the struction has bigger valves different camshaft obviously a higher compression and a bigger ball so all those factors take you up to 90 odd horsepower and that shows you what you would need to do to this motor to get after those figures no doubt somebody somewhere one time will get a hundred brake horsepower at this engine which I'm sure it's it's capable of easily doing but it wouldn't be cheap you would have to run a different head different throttle bodies yeah yes the list goes on and on and on you it it's not really economically viable to do that so I think it's a good compromise the motor power performance we've got out of it and it's not just about power this beggar rides much nicer know that it was it came from the factory it hasn't got the the the this nasty drop-off in power one of the downside is it is significantly faster now and the next up grid is going to be on the front brick the standard two pod color but it really isn't man enough further the sort of speeds this bike will do now but that's a thing that's easily upgraded wouldn't we can soon drop a 6 pod caliper on there now I'll cure that problem as well no the cams were going to make a small production run at first to test the market basically to see if what the demand is these are being made from billet steel and nitrated because it's it's not worth it first if we're not gonna make a huge production and making cast cams like the originals so that much higher quality because they're all individually machined and groaned but obviously they're a little bit more expensive than a the cast cam we're expecting around about two hundred and fifty pounds for a count which is not the way for a performance come and we're not charging a lot on the top we really just want to get them out there and if they are they're significantly taken up by by the the industry we will start producing a cast camera will we'll get the price down even more know what the other point is with the reliable at the engine on these is what we found when we chew of the old Triumph motors was that the clutch wasn't not brother Joe now again this indicates that the the fact that this engine was designed to take this power is that the clutch does not feel any stress whatsoever at these power outputs and normally on the old clutch will hunt for heavier springs and more and better plants and once one sees even started tuning them mildly so this is another good indication that this this this motor will take this power and it's all on the stock ECU now we have been running that the Vance and Hines map the triumphs were fitting the bikes with this Vanson hain silencer which is slightly richer at the bottom end and the stock mark now apparently triumphs have stopped supplying this map no this is a big political thing that I'm not going to get into at the moment but we can run this with a stock map with a fuel and device on and and I'm gonna do another video all about ACU remapping tuning power command there's all your options there because I get lots and lots of phone calls and emails about it and let me have my dear is spent a bunch on those at the moment so I'm going to do a very basic guide to what you can and can't do what you need to spend money on and what you don't need to waste your money on but probably gonna be the next video in the series so keep an eye out for that and I'll show you some really cheap ways that you can get a lot more performance only a bike and you have to keep the bike running really well without spending a fortune but quite understand that if quite a few people maybe a bit or apprehensive about fitting Delvin into the motor and fitting a new camshaft but it is really quite straightforward to do I'm going to do a separate video on on how its installed and we'll install a one on this bike here because this one's done that the stock come in so we're sure how it's done basically in a nutshell he does this little cover here has to come off the top of the water so you need to stay for the turn get a few other little bits and pieces off here take this cover off held on with four screws and you need to remove this sake of a obviously needed R in the oil to do that triumph said Suzy you need three special tools to do the job and I assure you how to do it without any of them and just bits and bobs you've got lying around the workshop the only special tool you need is it as a rated torque wrench for taking the carriers back up again but it's all fairly straightforward it's about a two hour job until community easily done by most home mechanics if you've ever done the tappets on your engine before your tablet clearances you should be able to do this no problem so I think that's about a nutshell if if you're interested in one of these comes drop me a line and we'll put you on the on the on the list of people who have reserved one there should be available in January 2018 and say we're gonna do a video showing the installation in January on this bike here also going to do so that would be a separate video and we're going to do a separate video about ECU tuning on this bike and all these bikes or if you do you fit in different bits and pieces to them and also how to make them right now so with the increase in the fuel and at the bottom end okay so thanks for watching and we'll see you next time a bye bye now [Music]

Channel: TEC Bike Parts

Views: 202,699

Rating: 4.9236135 out of 5

Keywords: power, tune, street twin, T100, triumph, street cup, derestriction, performance, street scrambler, TEC, upgrade, torque, cam, camshaft, exhaust, slip on, full power, turbo, supercharge, air filter, dyno run, dynometer, rolling road, 900cc, water cool, water-cooled, faster, remap, ECU, re-flash, de cat, X pipe, de- restrict, restrictor.

Id: hRk6x_u3mBI

Length: 22min 48sec (1368 seconds)

Published: Sat Nov 25 2017

Reddit Comments

[u/[deleted]]

This guy is absolutely brilliant. I love listening to him talk about these bikes.