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+--- Thread: Changed Final Drive Gearing 2013 (/showthread.php?tid=9908)
RE: Changed Final Drive Gearing 2013 - ClassicVW_imp - 10-16-2014
I also was a student of physics in school and as such, Bob's explanation(s) makes more sense to me.
RE: Changed Final Drive Gearing 2013 - CIP57_imp - 10-16-2014
(10-16-2014, 08:06 AM)ClassicVW_imp Wrote: I also was a student of physics in school and as such, Bob's explanation(s) makes more sense to me.
Hey, this is a great forum and everyone has a right to there opinion, even if its a modified single sentence
RE: Changed Final Drive Gearing 2013 - ClassicVW_imp - 10-16-2014
Yes, even sentences with grammar errors.
RE: Changed Final Drive Gearing 2013 - the Ferret - 10-16-2014
I think they are both right depending on circumstances and expected outcome. When I raced motocross I raced against a friend that geared his bike down a tooth because he never got to top gear in 5 th, whereas I geared mine taller because 2 nd, 3 rd and 4 th were all I needed to negotiate the course. I always beat him to the first turn because I took off in second and could wind it a long way before shifting to 3 rd . He on the other hand had his bike geared low, took off also in second, but could only go a shorter distance in each respective gear. On the start I shifted once, while he shifted twice.
Not sure what physics would say but in our case taller gearing made it easier to get into the first turn first....that or I had better reflexes and a better line lol
Hows that for convoluted logic?
RE: Changed Final Drive Gearing 2013 - CB4ME_imp - 10-16-2014
I made the same gearing changes as CIP57. I can't testify to the bike being slower or quicker but I like the gearing change and won't go back. I can't tell any seat-of-the-pants difference in acceleration - the bike still wants to pull your arms off when shifting at 8000 under full throttle. But ride characteristics have noticeability improved for general riding.
RE: Changed Final Drive Gearing 2013 - CIP57_imp - 10-16-2014
(10-16-2014, 09:43 AM)The ferret_imp Wrote: I think they are both right depending on circumstances and expected outcome. When I raced motocross I raced against a friend that geared his bike down a tooth because he never got to top gear in 5 th, whereas I geared mine taller because 2 nd, 3 rd and 4 th were all I needed to negotiate the course. I always beat him to the first turn because I took off in second and could wind it a long way before shifting to 3 rd . He on the other hand had his bike geared low, took off also in second, but could only go a shorter distance in each respective gear. On the start I shifted once, while he shifted twice.
Not sure what physics would say but in our case taller gearing made it easier to get into the first turn first....that or I had better reflexes and a better line lol
Hows that for convoluted logic?
Thanks for posting Mickey::
Motocross riders change gearing all the time to suit track conditions. Long straights require taller gearing even in the dirt. If shorter gears where faster they wouldn't change. The only time they go to shorter gears is on a tight loose track where torque is required. forward momentum is more important than torque. Here's a good read.
http://twostrokemotocross.com/2010/12/sprockets-and-gear-ratios-what-you-should-know/
RE: Changed Final Drive Gearing 2013 - the Ferret - 10-16-2014
This was the result of pondering on my ride yesterday after reading this discussion and wondering about where the tone was headed lol
I'm not sure what I posted proves anything one way or the other, more a personal philosophy about how to use the transmission on a closed course with a specific goal in mind. My brother was a flat tracker and carried a stack of front and rear sprockets for different tracks, but again not sure that says anything about physics other than certain combos of gears worked better on one track over another track due to specific conditions.
Generally I know in drag racing you gear down for say an eigth mile or quarter mile run, but not sure how that relates to a given circumstance as in a 60- 80 mph one gear acceleration test.
RE: Changed Final Drive Gearing 2013 - Randy B - 10-16-2014
(10-16-2014, 09:52 PM)The ferret_imp Wrote: This was the result of pondering on my ride yesterday after reading this discussion and wondering about where the tone was headed lol
I'm not sure what I posted proves anything one way or the other, more a personal philosophy about how to use the transmission on a closed course with a specific goal in mind. My brother was a flat tracker and carried a stack of front and rear sprockets for different tracks, but again not sure that says anything about physics other than certain combos of gears worked better on one track over another track due to specific conditions.
Generally I know in drag racing you gear down for say an eigth mile or quarter mile run, but not sure how that relates to a given circumstance as in a 60- 80 mph one gear acceleration test.
This boils down to the torque curve of that particular engine and where it is in that torque curve so it have a large relevance to it actually.
If you have an engine near the top of the curve and starting to head down before reaching the desired speed and one with the same curve but in the meat of it and won't drop off then it would be reasonable to presume that the second one was out accelerate the first is this given situation.
I dunno...I could be over analyzing this or just plain over thinking it due to lack of sleep. Man my sleep schedule is so far out of whack............ugh.
Carry on.
![[Image: 2d4309b3f57f11d7052283a285fb409d.jpg]](https://cb1100forum.net/forum/uploads/imp/201410/2d4309b3f57f11d7052283a285fb409d.jpg)
RE: Changed Final Drive Gearing 2013 - CIP57_imp - 10-16-2014
(10-16-2014, 09:52 PM)The ferret_imp Wrote: This was the result of pondering on my ride yesterday after reading this discussion and wondering about where the tone was headed lol
I'm not sure what I posted proves anything one way or the other, more a personal philosophy about how to use the transmission on a closed course with a specific goal in mind. My brother was a flat tracker and carried a stack of front and rear sprockets for different tracks, but again not sure that says anything about physics other than certain combos of gears worked better on one track over another track due to specific conditions.
Generally I know in drag racing you gear down for say an eigth mile or quarter mile run, but not sure how that relates to a given circumstance as in a 60- 80 mph one gear acceleration test.
Mickey, i think this thread has a lot of valuable information thats why it was created. Bob has some very interesting opinions regarding physics and history. But they are opinions and not facts for this particular application.
One of the premier tuners in the northeast (Ivans) does all his final testing on the road not on a mechanical dyno, or lets say real world test.
Its healthy to have these discussions as long as they don't get out of hand.
Please leave this thread up for people who are interested in the gearing of the CB1100, as far as any more discussion regarding the above I'll leave it to the facts which i can produce upon demand.
Cheers
RE: Changed Final Drive Gearing 2013 - Red1100_imp - 10-17-2014
CIP57, Is it necessary to slip the clutch in first with this change? What kind of rpm's are you pulling in 5th at 70 on a 2013? Thanks for the post.