RE: Triumph land speed record attempt update: PH2
Wednesday 10th August 2016
Guy Martin and Triumph's bid to break the motorcycle land speed record is on track after the team set a blistering 274.2mph during practice. The time was logged on August 8 at Bonneville and is actually a record in itself, as it surpassed the previous record speed for a Triumph of 245.7mph (and an unofficial record of 264mph) set by Bob Leppan in the Gyronaut X-1. So Guy is now officially the world's fastest Triumph rider - congratulations. Will the records keep on tumbling?
Triumph land speed record attempt update: PH2
Guy's record bid is on track. Or should that be salt?
According to the Triumph Infor Rocket Streamliner team, Guy has adapted very quickly to piloting the streamliner and the team is confident that they will be able to break the record of 376.4mph later this month. "It's good and we are moving in the right direction, but it is just one step on the way to what me and team are here to do," said Guy after becoming the world's fastest Triumph rider. Which is a bit restrained considering he had just beaten a record that has stood for 46 years - more to follow when we have it!
Discussion
Great stuff, nice to see in an era of health and safety and lack of risk taking that there are still some people willing to push the envelope. To go over 100mph faster before the end of the month sounds a tad ambitious to me, but I have to assume the guys at Triumph know what they are doing.
I wish them all the very best and look forward to hearing that they've cracked it.
I wish them all the very best and look forward to hearing that they've cracked it.
Loyly said:
Or put the 1050 engine in a Daytona, or even develop a new triple!
Very unlikely to happen. The 1050 isn't really suitable for a competitive modern sports bike, low revving, large and quite heavy. Developing a new engine for a shrinking market wouldn't make much sense, though it would be great to see Triumph compete with the current superbikes.Mr2Mike said:
Loyly said:
Or put the 1050 engine in a Daytona, or even develop a new triple!
Very unlikely to happen. The 1050 isn't really suitable for a competitive modern sports bike, low revving, large and quite heavy. Developing a new engine for a shrinking market wouldn't make much sense, though it would be great to see Triumph compete with the current superbikes.Compared to a modern litre bike it is indeed low revving but 140bhp @9,700rpm at the wheel and 80lbs/ft of torque between 4,000~9,700rpm makes for an easy to ride, fast road bike.
For comparison a BMW S1000R puts out fractionally more torque and I mean half a lb/ft or so but at nearly 10,500rpm with a torque curve a 350LC owner would call peaky!
Tango13 said:
I have a tweaked 1050 engine in my Daytona.
Compared to a modern litre bike it is indeed low revving but 140bhp @9,700rpm at the wheel and 80lbs/ft of torque between 4,000~9,700rpm makes for an easy to ride, fast road bike.
For comparison a BMW S1000R puts out fractionally more torque and I mean half a lb/ft or so but at nearly 10,500rpm with a torque curve a 350LC owner would call peaky!
I believe peak torque on the BMW is at 9,250rpm Compared to a modern litre bike it is indeed low revving but 140bhp @9,700rpm at the wheel and 80lbs/ft of torque between 4,000~9,700rpm makes for an easy to ride, fast road bike.
For comparison a BMW S1000R puts out fractionally more torque and I mean half a lb/ft or so but at nearly 10,500rpm with a torque curve a 350LC owner would call peaky!
Tango13 said:
I have a tweaked 1050 engine in my Daytona.
Compared to a modern litre bike it is indeed low revving but 140bhp @9,700rpm at the wheel and 80lbs/ft of torque between 4,000~9,700rpm makes for an easy to ride, fast road bike.
For comparison a BMW S1000R puts out fractionally more torque and I mean half a lb/ft or so but at nearly 10,500rpm with a torque curve a 350LC owner would call peaky!
Yes the 1050 makes good torque, and works well in the Speed Triple etc. but in terms of outright performance it would be uncompetitive compared to any of the current crop of litre sportsbikes. The 955i Daytona is almost a 20 year old design, there's no way they could launch that as a new bike now so not only would they need a new engine, the rest of the bike would need to be updated as well which would be a massive investment for a shrinking market segment.Compared to a modern litre bike it is indeed low revving but 140bhp @9,700rpm at the wheel and 80lbs/ft of torque between 4,000~9,700rpm makes for an easy to ride, fast road bike.
For comparison a BMW S1000R puts out fractionally more torque and I mean half a lb/ft or so but at nearly 10,500rpm with a torque curve a 350LC owner would call peaky!
Mr2Mike said:
Tango13 said:
I have a tweaked 1050 engine in my Daytona.
Compared to a modern litre bike it is indeed low revving but 140bhp @9,700rpm at the wheel and 80lbs/ft of torque between 4,000~9,700rpm makes for an easy to ride, fast road bike.
For comparison a BMW S1000R puts out fractionally more torque and I mean half a lb/ft or so but at nearly 10,500rpm with a torque curve a 350LC owner would call peaky!
Yes the 1050 makes good torque, and works well in the Speed Triple etc. but in terms of outright performance it would be uncompetitive compared to any of the current crop of litre sportsbikes. The 955i Daytona is almost a 20 year old design, there's no way they could launch that as a new bike now so not only would they need a new engine, the rest of the bike would need to be updated as well which would be a massive investment for a shrinking market segment.Compared to a modern litre bike it is indeed low revving but 140bhp @9,700rpm at the wheel and 80lbs/ft of torque between 4,000~9,700rpm makes for an easy to ride, fast road bike.
For comparison a BMW S1000R puts out fractionally more torque and I mean half a lb/ft or so but at nearly 10,500rpm with a torque curve a 350LC owner would call peaky!
They can't go any bigger on the bore due to the limits of the water jacket/big end centre spacing and they're at the limit of the stroke due to how far they can grind the big ends off centre due to the dimensions of the orginal crank forging.
In the white heat of a WSBK race my tweaked 1050 Daytona would need a sniffer dog and a map to see which way the pack went. On the public highway, ie the real world I've got a bike/engine combination that could bum rape a 90's F1 racer hard enough to make it cry.
The basic problem Triumph have with building a big bore Daytona is the laws of physics, 25m/s is the limit for piston speed. If you want a large capacity three pot engine you need large diameter pistons, you can't go too long on the stroke due to the 25m/s limitation so the bore has to be large with a shortish stroke, a big bore requires a physically big engine.
I think Triumph could actually say 'f
k you' to the whole litre sports bike market/concept and build a 'fast road bike' for use in the real world and with the right marketing sell enough to really worry the Japanese and Europeans.Gassing Station | Biker Banter | Top of Page | What's New | My Stuff