At the moment we have two projects going with the T595, the first is to build a high horsepower track bike, the second is to get as much extra power from the 595 as we can, without spending much money. The only exception was to put the BlackWidow exhaust system (Because I had to have one, period).

This dyno chart shows the gain from standard with the Triumph upswept carbon can, to the bikes current state with the following mods. I have also put a BlackWidow system on the bike bit this alone made very little difference.

The first thing to do was clean up the throttle bodies, The standard 595 is very rough in this area. The throttle bodies don't mate to the head very well and are rough through the centre where they have been bored. The other problem is that they restrict the airflow, The butterfly shaft is 8mm in diameter. This reduces the area at the smallest point from 1320 square mm to around 1005 square mm. See the following pics.

As you can see from these pictures I just hacked the bastards in half. A better way is to thin the shafts out on both sides between the screws and either side of the screws. I was in a hurry so I used a hacksaw. On Emma's bike we have used the second method and the increase in area is the same.

This modification increases the area by 14%.

Here are the pics of the other modified shafts (30/11/98).This increases the area and retains the strength.

The next area I attacked was the exhaust headers. After getting our other head back from the porting job I noticed that the header port is out of line with the port in the head. This creates a step down as the exhaust gas moves into the header pipe. This is not good for gas flow so I took out the trusty file and made it fit !!!.

This picture shows the old header and the modified one, I had to remove about 1.5mm from the top edge to get a smooth transition from the head.

Now I expected these changes to make a big difference to the bike but when I put the bike on the dyno I found the increase was only around 3 hp, and this was all at the top end.

I had heard that some power was to be had from advancing the ignition, As I was planning to swap the clutch plates I decided to advance the ignition at the same time. This took about 40 minutes (including the clutch change) and involved my trusty rat tail file, All that was required was to elongate the holes in the ignition pickup mounting plate (See following photo).

This advanced the ignition timing by 3.5 degree's, This seems like a very small change but it had a very dramatic change in the power. This was the only change between the two runs on this next dyno graph, As you can see the bike has picked up horsepower from about 2800 RPM.

The ignition change alone will not give these results but in conjunction with the changes in the breathing characteristics caused by the other changes, the ignition change seemed to bring it all together.

The ignition change can now be done with the TuneEdit software, this is a better way to adjust the ignition because you can add ignition advance exactly where it is needed rather than everywhere as the ignition pickup mod does. Using TuneEdit is also much quicker and allows you to try different settings until you find the one that works best.

I cannot say what effect the type of exhaust CAN has on the performance as I have yet to test the bike with the Triumph high can. I do know that the secondary length of the exhaust system from collector to CAN will make a difference to the fueling characteristics of an engine.

Note.

If you plan to take your throttle bodies apart you should take a multimeter and measure the voltage at the centre wire on the throttle position sensor (when the throttle is closed). Adjust the throttle position sensor to give the same voltage once you have re-assembled them. If you don't do this you will need to get the throttle shutoff reset with the gameboy.

After any throttle or exhaust mod you should have the CO reset by your Triumph dealer.