To Whom it May Concern:
I went to the tuner today, and 100 miles later, I am ecstatic.
For anyone considering a performance upgrade, who would like to obtain 90% of the fun (my imagination, to be sure) for 20% of the money, I highly recommend this performance upgrade. And I understand
@Neville Lush has several sets of these well-designed cams ready to ship.
With much assistance, I installed a pair of subject cams, and I am most happy with how the bike has turned out.
Many have followed my saga of changing the cams -- and that story is how a person of mediocre mechanical skills, with much support (particular shout out to
@warp9.9 ), can manage this job. All of the challenges I encountered would have been present had I been only changing out the cam shafts for OEM replacements -- all the challenges encountered had nothing to do with the excellent work produced by Neville Lush Racing. I'm sure the second time would go much more quickly and confidently. I am much more knowledgeable about the bike now.
Installation of Neville Lush Racing "street" cams in 2014 Rocket III Touring
Nev has a well-deserved reputation for an under appreciated skill set, called systems engineering, with a remarkable ability to combine that with effective learning and application of his arts to motorcycles, including oh so fortunately our beloved Rockets.
So let me set the stage.
What is real ?
Liars figure, and figures lie, and what follows I assert is as honest, and real, as is available.
I went looking for a Rocket in 2014.
The sound bite from Triumph at the time was: Roadster: 150 horsepower/ 100 ft-lb torque -- Touring: 100 horsepower/ 150 ft-lb torque.
Actual measured data at the rear wheel for multiple stock bikes yields:
Roadster/Classic 122 horsepower
Touring 103 horsepower
Against that backdrop, I completed my ECU map session today, at
MRP Motorsports with owner Kenny Martin at the controls, and much input from Neville Lush.
In round numbers, I'm looking at a broad torque curve of 147 ft-lb at 2,700 rpm, to 152 ft-lb peak at 4,200 rpm, falling off to 110 ft-lb at 7,000 rpm.
Power has seen a significant increase, to 115 hp at 4,000 rpm, 129 hp at 4,500 rpm, 142 hp at 5,000 rpm, 150 hp at 5,500 rpm, 154 hp peak at 6,200 rpm, 153 hp at 6,500 rpm, and 148 hp at 7,000 rpm.
The dynamometer run is accompanied by weather or ambient atmosphere data, because with normally aspirated engines this matters, and at 94ºF in the booth today, the bike is under performing by five to seven horsepower.
Many of you know I enjoyed running with a "derestricted" map from
@HansO for several years -- still a viable option (under "Resources") [dyno sheet posted previously].
Another data point here, is that my current setup achieves more torque at 60% throttle that I did flat out with the Hans map.
I am also told that the Rocket exhaust is its biggest limitation, and that will be my next project.
