10/8/2017 0 Comments Mail Washer Pro 3 3 CracklingHi-Fi Blog New since Jan 2017, sections are Indexed. A Blog on Hi-Fi, Audio, Tech & Hi-Fi News Mag 1970-1980 If you've just found our site, have a read of the Main. Job Interview Practice Test Why Do You Want This Job? Answer this job interview question to determine if you are prepared for a successful job interview. ![]() Triumph Hinckley FAQ – MK1 Speed Triple Owners Club (MK1. STOC)This is a blatant copy of a good old FAQ I found on archive. ![]()
It’s a collation of information gathered from a mailing list that used to be maintained by a US chap called Steve Manes. Also Kit of triumphrat. It only seemed right that this information wasn’t cast side and has been revived here verbatim for posterity only. It also helps that a lot of this info is relevant to your MK1. What you do with your bike in the privacy of your own garage or tuning shop is between you and your beloved bike. This inform- ation, while compiled from actual experiences by those who have been this way before, is inherently confusing. Tuning is a sticky business. In a nutshell, we’re not responsible if something doesn’t work. If your bike blows up, don’t come crying to us. Jetting back to top. Summary of jetting experiences Here’s a chart of main jets, needle position and mixture screw information compiled from people who have done changes at the wonderful place that is triumph@microunity. I am deeply indebted to the folks who actually did this work. After the chart are detailed e- mail messages from each of the folks who were kind enough to help me out when I was searching for information. Later in this FAQ is my experience in making some of these mods that I thought made the most sense. A special thanks here to: John Fitzwater, tuner extrordinare and Triumph dealer in Nelson, NZ, who has done dyno work on the triples and was gracious enough to share his info. If you’re ever in Nelson, look him up. I’ve got half a mind to travel there myself to do some business with him, for all the help he’s given folks on the list (johnfitz@central. Norm Bartoo, whose added a Sebring 3–> 1 pipe to his once- Calif.- spec Speed Triple and reports good results with the pipe and rejetting, including easy 1st- and 2nd- gear wheelies (Norm@wallyworld. Carlo Klein, who bought his Daytona 1. Dynojet- kitted, and tracked down the original specs (cakl@ensae. He’s now taking the next step by having a tuner fine- tune it. Leon Watts, who rides a ’9. Daytona 9. 00, and was kind enough to forward on the European specs (law. Jorge Glascock < jorge@microunity. Jorge ran the original triumph mailing list. Net Triumph riders everywhere owe Jorge a debt of gratitude. Steve Manes, < manes@magpie. Jorge had to move on. Running a mailing list is often a thankless jobs, so: THANKS! The list is by no means complete, and I’m very interested in any adds or corrections folks might have. Please e- mail Grant Parsons at gparsons@nando. Or better yet, subscribe to the triumph mailing list and post stuff there. See below for information about the list. Main Jet. (Cylinder) Needle Position. Needle number) | Mixture Screw | Pilots From. Stock | 1. 25 | 1. CO | 4. 0 | T’umph USA | | | | | (~1 turns out)| | USA. Stock | 1. 25 | 1. CO | ?? | Leon Euro | | | | 5. E5. 6 |(2- 3 turns out)| |. Inside | 1. 25 | 1. CO | ?? | A good track *| | | | 5. E5. 6 |(2. 5- 3 turns | |source+. THE Hot| 1. 30 | 1. CO | ?? | John setup | | | | w/2 spacers 5. E5. 6 |(2. 5- 3 turns) | |. Stock | 1. 25 | 1. CO | ?? | John NZ | | | | 5. E5. 6 | (1. 5turns out)| |. Norm’s |1. 27. 5| 1. CO | 4. 0 | Norm Sebring | | | | | (?? Any thoughts on Dynojet kits and Triumph triple engines? From tuner and dealer extrodinaire John Fitzwater < johnfitz@central. Depending on the state of tune of the bike in question (eg slip ons, 3 into 1 etc) we will either fit a Dynojet kit (for non stock bikes) or rework the factory jetting in the case of stock bikes (stock airbox and mufflers)In NZ the 9. Daytona,Sprint,S/Triple etc) are fitted with 1. The needles are 5. E5. 6. The clip is in the 4th groove from the top.(The Dynojet kit) contains a drill for the slide, and a drill for the air jet (I think). Likewise, I think it came with springs (pardon my lousy menmory – I only own the place – the mechanics do the majority of the dynotesting and kit fitting). The mixture screws shouldn’t need fiddling with according to Dynojet, and we’ve found this to be true.(Anything particularly troublesome about the install?) The worst part is the time required to removebattery/seat/panels/aircleaner/ coils/carbs and fuel and breather lines and then refit the whole mess. We were disappointed with the Dynojet kit on a stock bike, but it is a must on a modified bike, cos you just can’t get the stock jetting rich enough. From Jim Bazz < daytona. Interesting news regarding the Dynojet kits – per two different sources (one of the engine builders at Sims & Rohm and Matt @ Luftmeister/South. Bay Triumph) the kits are too rich! Sims & Rohm had just received a Triumph with the kit installed from Corbin. Said it was way too rich and needed a lot of dial in work. Matt@Luftmeister also said the kit was way too rich and after you’ve drilled out the slides, you’re basically screwed… Luftmeister is working on their own jet kit which they will test on their dyno and CO tester – but this will be special tuned for the pipes they are producing…. More complications!!!! What about Dynojet kits on the fours? From (I seem to have lost the source; if it was you, e- mail for credit.)Dynojets kit – part # 5. This kit retails for 1. US. The main jets supplied are DJ1. DJ 1. 16 for use with aftermarket headers or high flowing baffles. Regarding the mixture screws, Dynojet includes a 5/3. The instructions also call for installing the Dynojet needles on groove #3 using all of the stock spacers and locating the Dynojet washer above the e- clip. Dyno chart shows the stock bike pulling about 1. HP at the wheel with no appreciable dips in the powerband. With the kit installed and still maintaining the stock airbox and exhaust, the bike now pulls just over 1. HP. Power curve parallels the stock bike for the most part – there were no inherent dips to overcome. This is four a four, folks, so stop salivating). What about just massaging the jets and not going for the expense (and drilling) that a jet kit requires? This, also from John, is golden information, a veritible Holy Grail for do- it- yourselfers. It is the ‘HOT SETUP” above.) Thanks John! FWIW, on a stock bike, you can get very good results by reworking the stock jetting. Triumphs triples have a characteristic downward bilp in the power curve at 4. You can fill this in by lifting the needle to the 5th groove from the top (ie bottom groove) and fitting a couple of Dynojet style needle shims under the clip. This will give you about 4. Air mixture screws should be turned to between 2. We take the centre mains out to 1. The good bit is it costs you almost nothing other than time. What if i just want to spruce up the power band with even less work and eliminate the cold- starting problem we’ve got here in the U. S. without seriously mucking about? This is the information on the “Inside Track” specification. Let’s just say this came from a source very close to Triumph and leave it at that, since messing with jets is an EPA- mandated no- no and could not be endorsed in any official capacity whatsoever. Not that I’m saying this is any way official at all. Even if this information happened to come from within Triumph USA. Am I waffling enough on the source? I thought so My source says the jetting in the U. S. is identical to the jetting in Europefor the 4. The only difference is in the mixture screw. The source suggested not messing with the jets at all and adjusting the mixture with an EGA machine, or an Exhaust Gas Analyzer. U. S. models are set at 1 percent CO, and they should be reset to 3 percent CO. Better shops have EGA machines, but they’re awfully expensive for home mechanics. Such changes may require drilling and removing the metal covers over the air mixture screws, and would, for the record, be illegal (as would *any* carb mods, for that matter, but I assume you’re running this bike on the track, right? If you don. Ut have an EGA (the things cost like $2k for a good one), I’ve had four separate and knowlegeable sources confirm that 3 percent CO is about 2. Doing this, the source said, would eliminate the cold starting problem and generally make life grand. It would also set the carbs up to euro spec, according to the source. The source offered that the Triumph shop in Lynchburg, Va., USA, has done a fair amount of dyno testing. It seems as if they might be a good source of info, fwiw. If you don’t have access to an EGA, take this advice from Pete Serrino < serrinop@ehsct.
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