The TTP X-Files were compiled from data and knowledge accumilated from hundreds of hours of dynamometer (dyno) time and real life road testing over many years. A vast majority of the data was collected whilst creating our ignition advance curves, carb jetting kits and EFI tunes for the Triumph classic and cruiser range of twins. (sorry no Thunderbird cruiser data). They show our experiences using what we consider to be the most popular induction and exhaust configurations.
To ensure consistancy we used the same bikes from the first dyno run to the final road test for each model. Also before commencing testing each bike was given a complete service including valve adjustment and carb/throttle body balance along with other checks to make sure the engine and systems were working within spec.
Our initial dyno runs were carried out on standard bikes with between 3-5000 miles on the clock and with the Secondary Air Injection (SAI) system removed. We remove the SAI as the air introduced to the exhaust ports with the system installed colour the air fuel ratio (AFR) readings given by our wide band O2 sensors. These runs are what we call "OEM Factory" and are the lower traces on the dyno graphs, they are used for comparison with the modified bike runs.
The dyno we used for testing and development for all models was the same throughout, this gave us consistency of the measuring device. Each dyno run is conducted from around 2,500rpm up to the rev limiter, but it's best to disregard anything on the curve below 3,000rpm as how you open the throttle at the begining of the run can distort this region of the graph.
To stop any confusion, it's worth pointing out that the type of dyno we use, as with most end user dyno's, gives figures for torque at the rear wheel. Triumph's official figures are measured directly from the crankshaft and are around 12-13% higher when compared to ours, this is normal.
When analysing dyno runs, it's the torque curve (ftlb) that is the most interesting as it shows you where improvements are being delivered in the rev range. The power curve is of less interest as it is the product of a mathematical equation using the torque figures and RPM, so higher BHP figures can only be achieved by increasing the torque curve. The peak BHP figures are good for bragging rights, but ultimately not that important as a bike with excellent peak BHP and mediocre mid range torque can be a real pain to ride on the road.
Induction Modifications Overview
We used two types of induction modifications, the TTP Stage 1 Torque Induction Kit and the TTP Stage 2 Power Induction Kit. The stage 1 kit consists of the Breathe airbox intake cover, a DNA high performance air filter, an O2 sensor removal kit and TTP custom EFI Tune or jetting kit. The Stage 2 kit consists of our airbox removal kit, DNA performance pod filters, DNA crankcase breather, O2 removal kit and TTP custom EFI Tune or jetting kit. With the Stage 1 kit we also show dyno's and conclusion with the internal airbox baffle removed, we call this Stage 1.5.
There are three common variations of airbox modification for the Triumph twins and deciding on which airbox mods are right for you is very much dependant on your riding style, how much power you want, where you want the power to be produced and how much time you're willing to invest in to your bike.
- Stage 1 Torque Induction Kit - (Basic Airbox Mods) - These mods are a very quick and easy solution. It involves removing the airbox snorkel assembly and air filter, then replacing with the TTP Breathe airbox intake cover and DNA performance air filter. These mods usually take around 15-20 minutes to install and will give a very good boost to the mid range and a reasonable increase in top end power over a factory bike.
- Stage 1.5 mods - Stage 1 with the airbox baffle removed) - Bonneville, T100, Thruxton & Scrambler only. A little more time consuming than the basic mods, as it involves removing the internal air box baffle as well as installing the TTP Breathe and DNA air filter. If you are the hands on type, it's worth investing the time and effort as with this mod you gain torque from around 3,500rpm through to the rev limiter. This mod usually takes around 2 hours to complete, but once done, you will feel an excellent boost in mid range torque and a decent top end power increase. HERE is a link to our internal airbox baffle removal guide for the Bonnie, Thruxton and Scrambler.
- Stage 2 Power Induction Kit - (Airbox Replacement & Pod Filters) - This mod involves complete airbox removal and the installation our air box removal kit. This is the most involved option and will usually take around 3-4 hours to complete. If you enjoy riding your twin above 5,000rpm on a regular basis, then this modification is for you, as no other induction configuration gives you more power at the top end.
Exhaust Modifications Overview
The silencers/exhaust systems used were slightly different between the classic and the cruiser ranges. We used Triumph Off Road Silencers (TORS), long free flowing silencers, short free flowing silencers for the whole range and 2-1 systems for the Bonneville/T100, Thruxton and Scrambler.
- TORS - A popular choice, as Triumph did a good job with them as a "factory" after market silencer. They don't produce the best torque figures compared to other free flowing silencers, but the figures are very good for a silencer with middling noise levels.
- Long free flowing silencers - These silencers measure over 20"/50cm (not including the header connection pipe). They are silencers like the popular Predators, Dominators, Staintune Reverse Cones, Hyde Reverse Cones etc. for the Bonneville/T100 and Thruxton. and the Staintunes, Sceptre, Thunderbike, etc. for the cruisers. These free flowing silencers are louder than the TORS and produce more torque.
- Short free flowing silencers - These silencers measure under 20"/50cm (not including the header connection pipe). They are silencers like the Britsh Customs shorty reverse cones, Lossa Stubbys, EMGO Shorty Reverse Cones etc., these are usually the noisiest silencers and generally give excellent mid-range and top end torque curves.
- Complete 2-1 system - These were used on the Bonneville, Thruxton and Scrambler. These systems are noisier than the TORS and generally give a stronger torque curve compared to a 2-2 system.
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