What's BEST? All About Motorcycle FINAL DRIVES: Chain, Belt, + Shaft.
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- เผยแพร่เมื่อ 26 ก.ย. 2024
- Technical Editor Kevin Cameron and Editor-in-Chief Mark Hoyer talk about the advantages and disadvantages of the three types of final drive found on motorcycles. What's the final word on final drive? As usual, it's complicated, but there are distinct qualities to each type of drive that can give it an edge in performance, handling (yep), noise level, and maintenance.
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A tip that my dad gave me back in the sixties, and it's still true today, is that when adjusting the chain tension on a chain driven bike, the sprockets are never perfectly round, so, as the wheel and sprockets rotate, the chain will alternately go tight, then slack, as the chain passes over the high and low parts of the sprockets.
So, before adjusting the tension, first rotate the wheel by hand, and position it to the point where the chain is tightest, then adjust it. I often hear this phenomenon when a chain driven bike passes by, the chain makes a wow wow wow sound as the chain goes tight and slack during it's rotation.
I had forgotten about that. I will check my FZ09 because it calls for very little slack.
they might actually be round but the rear sprocket may not be exactly in the centre of the rear wheel
Also the shock travel plays a big part in chain tension.
So grateful to live in an era where such wisdom is available, easy to find and free. Thank you to both for this series and all the continuous support for Kevin's column at Cycle World.
These Kevin Cameron podcasts are even better than my Cycle World subscription 40 years ago. You can only pack so much information into a magazine article.
Love this series. Best motorcycle content currently produced.
In an age of 10 minute gratification, your hour long talks are mesmerising- thank you for the wisdoms.
The more technical you guys go the better. Very interesting. Thanks for making us bikers smarter. Fun.
For me, anything but a shaft drive is a no-go on a long distance touring machine. I’ve had em all and not having to think about it on a trip is bonus.
I'm an Engineer but what I tell people on adjusting chains is to get the countershaft, swingarm pivot, and back axle in a line...then do that in spots around the chains circulation because they have or will develop tight and loose spots. Make the tightest spot really snug but without preload tension there. The geometry is called a toggle mechanism. Used in rock crushers to generate giga force axially going over center. Also I say to lube inside the chain so it might centrifuge into the chain versus flinging off after lubing on the outside. Then bend the straw with a lighter about 70 degrees, blowing through it while molten, and lube the link plate abutments both sides instead of just generally hosing it willy nilly and mostly in the middle.
And that's all I know about that. My gift is free advice. And oh yeah I'm a farmer too.
Well put! …at least the alignment of the countershaft, swingarm pivot and rear axle. Also correct on applying lube to the inside of the chain, so as to lube the rollers as much as possible. However, with the advent of the “o-ring” chain, there is really not much need to apply much more oil than that… because the lube will never get where it needs to go. Thnx
@@macmclemore Well there's the question...do you really need to lube an o-ring chain? I always wondered. Sealde sintered bushings.
@@jeffcraft3980 I would think spraying the grit off an o - ring chain with silicone spray from the inside to the outside would do. I saw someone who commented that they did only this regualrly and got insane chain life mileages. But he was a commuter and a tourer, not a racer.
@@phil4986
Thanks for that Phil, l'll pass this onto my chain drive pals and see how it goes.👏👍
Thanks Jeff👍
On chains, As an old farm boy you learn real quick which way to install the chain circlip.
I toured the US over a six week period. I pretty much had to lube my chain every-single-day. I came away after that trip dreaming of a belt drive ZRX.
Auto chain oiler is your friend.
@@EnlightenedSavageYes it is but I’m too stubborn to add one to my bike. 👍
If you had to lube your chain that often… you had THE WRONG CHAIN. …or… you were just doing it wrong…. …or both.
@@macmclemore I was riding 400 to 800 miles per day. Top spec chain and yes I know how to lube a chain. If you’ve ever ridden further than your local coffee shop you would know you cut down any chance of something going wrong. I wore out a set of ST tires on that trip as well. Wrong tires?
Ive had them all and i think belt drive is the most bang for your buck in terms of performance, maintenance and reliability.
I’m guessing you’re a Hardely Ableson guy. At least now… at this point in your life. Just curious… wonder why there are no performance bikes using belt drive…?
Another great podcast. thank you very much.
How about doing a podcast with Peter Egan from time to time?
After all, he was the main reason for my 20+ years subscriptions to Cycle World and Road & Track...
It's in the plan!
@@markhoyer1736 cannot wait :)
Who knew a conversation about final drives could be enthralling? 😂 Kevin Cameron is truly a National Treasure! #motorcyclesdontscareme #coldchewinggum #bestforwhom
Ah Mosport in 67. I drove sweep truck that day. Great time Hailwood Agostini Ivy etc. Still have a plug from an rc 166
I am trying running my o-ring chain dry. A fellow KLR 650 owner ran a chain dry and cleaned it periodically with just WD-40 and got something like 38,000 miles on a chain and sprocket set. The theory being that the dry, clean chain wore more slowly than a lubed chain with a grinding compound of dirt in the lube. I only have 6,000 miles, but so far only one chain adjustment since new.
Please give updates
Hey, in these comments, the first one with 3 replies, a guy mentions chain maintenance of an o ring chain, just with a good cleaning regime using silicon spray.
I changed to shaft drive after a chain let go on me years ago, got lucky, no injury, minimal bike damage, still ridable.
I just love these conversations. As an aside velocette made an experimental constantly variable transmission using a humble 350 Mac engine which at best produced approx 16 hp and the thing bent the frame and distorted the chassis due to the torque multiplying effect.Transmissions and torque effects reactions are a whole huge book of calculations on their own .thanks again for these insights .👍
That brings back some memories of when I was about 10 years old, watching the old man with the motorcycle chain in the kitchen on the hotplate. Duckham's graphite in a big tin, it melted and the chain was dropped in. Then he would take it out the back and hang the chain over the pan to drain it back in for re-use.
Gentlemen, I was very hurt when Kevin Cameron mentioned 😢 John Wittner had passed.😢. What a great man! I helped pick up his bike when he crashed at Road Atlanta in about 1983 but touching me was that he rode a Suzuki and purchased our Cogent Dynamics suspension for his motorcycle. He was very pleased with that and he called me a couple times and once he asked if HE asked little me if HE could call to talk more if I had time. I loved the man, so intelligent and interesting. I feel a little robbed and partly because of my not reaching out more to absorb hit experience but more so his wonderful spirit. God Speed DR. John and thank you for your kindness such a fantastic man. We have lost a treasure. I doubt this will be read in your podcasts but know, you two share much of this spirit from what I have read and heard.
I have never listened to or watched podcasts on anything, however I love this series and the time flies by. Great content and hosts, thanks.
Wonderful discussions about motorcycle workings, thank you gentlemen, these are a weekly pleasure 🍻
Checked out the Merch Page. Bring back the Kevin Cameron t-shirts!!
I do love the shaft drive of my Moto Guzzi V100S!
I enjoy the podcasts!
In one of my classes in mechanical engineering technology years ago, we were told all chains were designed to be run in an oil bath only. Which jives nicely with my experience of failures and rapid wear on my motorcycles.
Many of the smaller bikes had enclosed chain guards, which should have been a good idea, but in the abusive hands of young riders, were more a pain in the butt, and were often just removed.
No doubt today's modern chains, ie, motgp, Superbikes, etc, the quality and longevity is far superior to 20, 30, 40 years ago.
However, cars and trucks gave up chains 100+? years ago....
With minimal hp loss, and ease of drive gear change would be my only reason to use a chain again.
I'll stick with my diff drive, or go to a belt if l get a Harley.
In the eighties I did a motor swap, XT500 motor into PE250 frame. The motor sprocket was a long way forward from the swingarm pivot and it had 13 inches of travel so a lot of reaction from the chain on the rear suspension. I made a ball bearing supported sprocket and held the chain down to just off the swingarm pivot. The suspension then worked properly right through it's travel including over harsh ground.
Great stuff! Over the past 50+ years l have owned all 3. Back when I thought I was a "racer " a chain was the only way to go. Then I bought a Guzzi Lemans I loved the shaft though it did have a maintenance schedule requiring some work. Now that I am older and not concerned about the maximum acceleration or need to change ratios my Buell and most recently Harley-Davidson belts have proven to be my personal favorite. Keep the good stuff coming. Kevin has always been able to spike my interest in the engineering side of things by keeping it understandable to us lazy brains! And I do miss Gordon Jennings. Should have kept that 2 Stroke Tuners Manual I bought in 1973.
Attempting to simultaneously renew and run a 1967 Austin-Healey Sprite directed me toward motorcycling as a viable transportation option. 😊
Im an engineer setting chain tension almost an art-form, amazing how many motorcyclists dont know about tight spots. Setting the belt tension on a Zero has taken it to the next level (Ive broken 2 on the SRF following manufacturers instructions and the click tension tester) its about alignment more than tension.
Amazing how many motorcyclists actually couldn’t care less about their chain. I haven’t been riding for a really long time, about 7 years, yet I’ve so many horror shows on wheels.
I own a Zero, an FXE, and haven’t yet adjusted the belt tension. Apart from the alignment, what tip would you give ? Would you use a laser to check the alignment like on a chain driven bike ?
Me too. But I’ve never in all of my decades of riding and racing motorcycles have I ever set or checked chain tension. Unless you were talking about a cam chain. I have set belt tension on Harleys but all of the chains I have dealt with I have checked and adjusted chain slack.
@@davidleonard8369 yep chain slack is a better way of describing chain setting, your looking to back off any tension at the tight spot to ensure you have optimal slack
I liked the enclosed chain on my 1969 Bultaco Metralla. Didn’t add too much weight and the chain was very clean.
Shaft drive on my Guzzi is very nice indeed.
This channel is AMAZING. Best motorcycle "stuff" I've ever come across. This is like the after party conversation at a MotoGP race. Bra-voo.
I have a Hardley Ableson, which is always in the shop, it's been there longer than I've owned it at this point, but the best thing about it is the belt drive. You just ride, get off, shrug, go inside, ride again. Through any weather. We'll it's in the shop again, hopefully for the last time; I couldn't go another summer with nothing, picked up a new SV650, absolutely love it...but.... chain maintenance.. every few days... I enjoy it now, sit there listen to a podcast, it's relaxing. But the chemicals and the mess...
This is the best motorcycle enthusiast publication since Mr Parkhurst. It is such a happy and wonderful thing that you are doing ! Nobody else now does this level of motorcycle knowledge transfer. It is so good. Please continue. We need to round up 1M subscribers for you.
Thanks for reading Mr. Gregory's remarks about working with T.C. Christenson at Sunset Motors in Kenosha Wisconsin. The distance between his shop and Harley-Davidson is about fifty miles. There must have been fierce week end battles at local drag strips back in the day when each was developing their drag bikes.
Very insightful of you to mention motorcycles, Bimota comes to mind, that had the centerline of the output sprocket concentric with the swing arm pivot. I recall the ATK A-Trak that was another attempt at a solution of chain geometry affecting handling.
Thanks again for another thought provoking, insightful Podcast.
As always I very much enjoy this type of video however, there was no mention of efficiency with regard to chain vs belt vs shaft.??
Agree, efficiency is very important especially with high fuel prices.
I’m pretty sure Kev has covered this subject as well. Chain and cog belt are quite close and both are vastly more efficient that shaft. Most of this has to do with all the 90 degree direction changes needed to drive a motorcycle with shat drive.
I have not owned a belt drive bike, but hear the Harley guys like them. I have owned several chain bikes and several shaft drive bikes. Shaft drive is hands down my favorite. The chain purists will complain shaft design eats horsepower, but the minimal maintenance to horsepower loss is well worth it !
Absolutely, 👏👏👏🍻
The fact is you get oodles of horsepower these days that you can afford to sacrifice a couple of percent. You still get amazing power and performance from them and they are pretty much worry free.
my concours 14 got a great shaft drive wish all bikes like this great content
Chains are great but messy which I dont care for ... Love the belt drive , had it on small Kawasaki street bike and it was quiet and long lasting ... Shaft drive has its quirks , but hondas design on the goldwing made it really good with the counter rotating drive train that eliminated alot of the quirkyness ... I like it best ....
Speaking of the R90S based superbike - I suppose you know of Helmut Dähne, former racer and longtime Metzeler developer. I recall an interview with him in the early 1970s, where he said that on his race BMWs, he softened the already unusually soft suspension. Supposedly for better grip. It must also have demanded a very smooth, and particular riding style in order to have enough cornering clearance and stability to win races. There is a video of him circulating Nürnburgring on TH-cam at a very fast pace on his RC30, yet it looks very smooth and in control.
Yamaha TR1/XV920 + MZ rubber chain tubes were great.
HD Sturgis. My brother has one. Just keep plenty of primary belts on hand. Love!y machine under 60 mph.
I love the sound of chain tensioners.
…you’re doing it wrong
Good stuff, you have another subscriber.
Reading old articles about the 80’s SUZUKI GS850, they talk about the shaft drive NOT climbing and diving due to some magic, can’t remember just what now.
Sitting here in Asia, appreciating the wisdom shared on your podcasts. I really miss the simplicity of my RD 250,s 350,s and 400 . Oh those were the days. KTM have a two stroke trail bike that can be registered for the road. What's stopping them from making a two stroke road bike with today's technology ?
Great stuff here! Physics is so much fun!
Very entertaining and enlightening. Love the topic and the very in-depth knowledge you guys share. You missed out the performance/power tradeoffs of different drive styles (and efficiency). Maybe another topic could be engine efficiencies and the best coupling of engine power to final wheel. I’m sure this would open up a lot of discussion points and be very interesting.
Is it just me or did they skip shafts other than mentioning there were some wierd thigs with them? Plenty on chains. smidge on belts..
I am not sure about USA but in UK 60's (I think) we used to buy a large round flat tin of "Linklife" that the chain was "simmered" in on the hot plate of the stove (after cleaning) and was way better than anything previously but not according to mum!
16:15 I'm new to Cycle World but already I've learned that there's nothing more Kevin Cameron than reading a ball bearing catalog for leisure
These videos are really interesting. I’m glad TH-cam somehow figured out that I’d like this content. New found appreciation for Cycle World magazine 🙂👍 And, in my opinion a proper motorcycle has a chain drive and spoked wheels 🙂
How about deliberately touching the rear brake into and out of turns_this can help stabilize the height and keep the wheels on the ground. I picked that up riding a friend's R75, before anyone told me about trail braking.
Mcrider and Canyonchasers have some great tips, njoy your ride!
I love this content. Let's talk about why bikes have multiple carbs or throttle bodies instead of just one next time.
Paraphrasing: if you are fortunate to live long enough, everything reminds you of something else. Wow! I can relate to that.
I listen with a pad and paper because, "The center of mass" is always shifting due to my insatiable need for "The Stuff"!
My "journey away from helplessness" just began March of this year. And this is the beauty of the algorithm. I get Joe Shmow and I get you. But I subscribe to you 🔔.
SKWID
Rider’s Shipmate
ET1(SS/SW/MTS) US Navy, Ret.
Killmonger: 2020 Fat Boy (Stage II+ by Blockhead)
SilverBAK: 2021 Road Glide (S&S 129ci/Fueling Race Kit by the Rider’s Shipmate)
Been watching this podcast a lot lately. Very impressive! Gotta say though, sometimes the elephant in the room is either not addressed, or marginalized. Just two quick examples. The podcast I listened to recently that was devoted to the incredible history of Ducati’s racing success.
While it was accurate in every detail,(as far as I could tell),I didn’t catch any mention of the fact that every time Ducati’s twins were unable to compete with the four cylinder Japanese bikes, the rules were changed in one way or another, to allow the Italians to, not only compete, but to dominate.
In a similar fashion, the episode concerning the rise in popularity of the parallel twin engines, while not ignoring the issue of cost, seemed to minimize that concern, while extolling the virtues of that engine type.
I suspect that, cost not being a concern, the four cylinder’s and the sport bikes that enjoyed huge sales numbers 15 years ago, would be every bit as popular today as they were then.
Just some thoughts from a 63 year old, still riding a current generation GSXR 750.
I made all the vibration in my GS 500 disappear by increasing the front sprocket from 15 teeth to 16. And a seat padded with semi viscous polymer padding. So comfy after that.
Once again, very cool.
You can see the squat and lift forces by doing the following: while sitting still, apply the rear brake and slight throttle and patially let out the clutch... the rear end will squat. Now put the front wheel against a wall and apply small throttle (do not apply the rear brake) and the rear end will rise. With a high torque dirt bike especially an old 500 2 stroke, the rear suspension would become useless due to too much squat
I get over 100,000+ miles out of a belt drive. The shaft drive outlast the bike it's attached to. Chains are for race bikes and dirt bikes and vintage British motorcycles. Bikes should be shaft drive or belt drive. In the 1980's Kawasaki would have chain driven,shaft drive,or belt drive versions of the same bike so you had a choice of final drive. I miss those days.
I've had chain and driveshaft bikes and shaft is WAY better. I'd like to try belt drive too.
If I understood correctly, at around 29:20 it's said that if the counter shaft is concentric with the swing arm pivot the bike won't turn.
The only thing that comes to mind is that it's not them being concentric that's the issue but that the swing arm is so short.
If that's not it, please explain.
I dub this episode: "Factors to consider when applying Big Power thru Sprockets". I love a TZ750 or TR6 sidebar as much as the next guy, but can we get to the title question at some point? 45 mins in and we're still down the swingarm pivot point rabbit hole..
I did a belt conversion on a Triumph Bobber. The difference in noise is substantial.
As for UTV/ATV CVT Transmissions................in North America motorcycles are still toys, same as old classic cars.
You will ALWAYS have a 454 Chev's, 327 or 350 small blocks, 426 Hemi's and 428 Cobra Jets with a carb.............regardless how expensive gas gets.
Mostly they are driven/riden on nice days when we want to feel happy, free and comfortable.
We want to bring the bike up through the gears, and hear the sound because it's what we are used to and like to hear. It's the sound of our youth.
Over in Europe motorcycles are more tools than toys, thus why scooters are seen as common place and bikes are rare
They enjoy the latest tech, and ease of use..................CVT transmissions will work great there, but are frowned upon in North America.
It's a case of same type of equipment being used for different purposes.
Now, lets talk to Suzuki about making a top end, class leading sport touring Hayabusa with a shaft drive..................All that power, and a simple yearly drain and fill and no mess.
Application and preference are key, but longevity and ease of daily use is very important. I really like shaft drives, but as a H-D rider for some time now the belt is very dependable.
Anyone here old enough to remember the ATK Chain Tensioner device from the early '80's that you clamped to your swingarm, which claimed to eliminate or dampen suspension maladies via power transfer from the drive chain? If I'm not mistaken, Cycle World must have done at least an article or two on it over the years. (I have all the magazine issues from then, but am too lazy to dig them out, lol) I can't remember how it was received by the in-the-know community for better or worse, but I believe it faded into obscurity as a "great idea, but didn't quite work" type of thing.
I bought a small fleet of Suzuki GS1000G/850G/1100G motorcysles to tour with my brothers. Cheap comfortable durable. I was pleased not to do chain lubrication or inspection. Yes you can tour on a $600.00 bike without the bike creating the drama.
When i was desert racing in the southwest in the mid '70s large countershaft sprokets with large rear sprokets was the thing to do ..with large sprokets your chain does not have to flex as much to follow around the sproket making less friction and heat
"Rio Hondo" in México they told me it means deep river. Additionally it means an intellectual deep dive.
It is always, "great to learn".
SKWID
ET1(SS/SW/MTS) US Navy, Ret.
Begins at 5:46
I would really like to hear you make a podcast on your investigation as to if Yamaha is actually planning to build an RD350 two-stroke motorcycle that with modern technology is able to be Euro5 emissions compliant. Currently there is a wide speculation on the specifics such as actual horsepower, electric starting, compression ratio, cat converters, etc. You being the 'inside' people to the motorcycle world might be able to find the real answers' I have 4 really nice current motorcycles; a 2010 VFR1200f. a 2012CBR250r. a 2014 CB1100, and a 2023 Grom, but long to own once again a light, powerful small two-stroke bike with water cooling and fuel injection.
Very interesting. So if they could mount the engine on the rear swing arm (Or Part of the Wheel itself) you would have zero squat or lift. Didn't the old V8 Vega have a heavy steel structure to connect the rear differential and rear of the transmission to halfway solve similar issues?
Two other Question of similar catagory:
1. Why doesn't a Honda Gold Wing tend to lean when you accelerate? Massive torque race boats require trim tabs.. what's the difference?
2. Steering Geometry: Why does applying brake with a slipping clutch during slow speed maneuvers tend to lift or "UnLean" the bike?
I like em all ,but chains are my fave
It depends on the application. Shaft drive is best for daily riding in my opinion.
I was a long time print issue subscriber. I really, really miss the print copy. I have hope that "what was old will be new again" happens at some point with Cycle World. The web site is really a big let down compared to the print copy. Just saying.
Belt is just as low maintenance as shaft drive...occasionally have to change the belt but you occasionally have to change the oil in a shaft drive as well. However, i prefer chain drive. Theryre all very easy to maintain.
Those drag Harley’s ran on nitro. Can you say choke? Toss some in the air and it evaporated in the way up.
I have 0 interested in belt drive. It has all the disadvantages with almost no advantage. I have 2 motorcycles an Intruder with shaft drive and R1 with chain and i would say that both are appropriate applications. If you have to pick one chain is the way to go . The shaft drive really has terrible driving character and changing a rear tire is an excerise in anger management. You do not have to ever fiddle with a shaft drive outside of a few oil changes and when you change your tires. Chain needs fairly constant maintenance and they are fiddly. Some of which can be mitigated. Chain drives Don't squat under acceleration unless there is bad geometry. The antisquat factor of a chain makes it ride so much better.
I like all three, the chain and belt are simple, the shaft drive is going to add weight, which is OK on a big touring bike
Love the shirt....👍🤣🤣
No "Bull" this time, just an admiration for the modern motorcycle chain.
My 2003 Kawasaki ZR7s has 180,000 km on the OEM EK chain, and there's much more left in it.
In a riding season, I usually cover about 20,000 km, and might make one adjustment of well less than than 360° on the drawbolt's nuts. I do oil the chain as the rollers on sprocket teeth need lubrication as do all rolling element bearings.
Much better than my first bike, 1967 Triumph TR6R, with a short lived Renold.
you must obey the speed limit then
John Gregory, managed Aston Villa & Derby County but I wouldn’t let him adjust the chain on my Street Triple
After owning many bikes, I am sold on belt drive first, shaft second, and I really detest chain.
Turn off sound and it looks like a Wayne's World blooper reel. Now that I got your attention, can you talk about dual plugging heads for the Harley Shovelhead motor?
Try flopping the slack on a large KTM chain, it's like a telegraph wire of slack. I really want a shaft drive on my next bike 🙂
Thanks fellas
I read an article that said the EPA said the camshaft gear teeth were too noisy on evolution big twin engine ..that is impossible..if you can hear gear teeth making any type of noise they are grinding together in a wipping effect that will wipe out the teeth in no time of maybe a weeks useage as the gear teeth will super heat when they are misaligned..gears have to roll off their center crowns and reengage the same way so the engagement does not slide together between the camshaft gear teeth and the crankshaft gear teeth. They will roll off of each other making no audible sound at all....there is a lot of evo engines with over 100,000 miles on the engines..this fact says the EPA is lying saying the evo cam gears made too much noise ..now days there are aftermarket engine builders like Ultima who build evo style engines that are very large displacement
..put one of these engines in an FX setup with dialed in Ohlins suspention front and rear and give it an unbiased cycle world complete test !
It sounds like the new Can Am electric motorcycles will have an enclosed chain with auto adjuster.
A Twin Engine Norton is Nothing .. E.J. Potter was running a Fuel Injected 327 Chevy in his home-built bike and he was three times World Record Holder for the 1/4 mile.. No Transmission just rev the bike up on the rear wheel stand. dump it off the kick stand and do a 1/4 mile long burn out ..
The first boss hoss
@@GS-zv3qn No EJ Potters bikes had Transverse mounted Transmissions. and it actually had a in in and out Industrial clutch . The clutch could be disengaged for started , but he put the bike on a rear wheel stand and engaged the clutch before he pushed the bike off from the kick stand and took off.
His first V-8 Bike had a 283 Chevy and an HD Sportster frame, but the Sportster frame was not strong enough .
Chain. Any 'tradeoffs' revolve around the maintaining and attention required which only whiners have problems with.
Belt is a squishy rubber band that does soften shock in the gearbox but absorbs HP energy in the process.
Shaft would be great if not for the horrible jacking effect it has on suspension when under load transitions. And the weight. And the inflexible gearing.
Belt is acceptable for E bikes.
Obviously I have strong opinions on the topic. Try to remember that anything that ever comes out of anyone's mouth (or is typed into YT comments) is only just opinion.
So, if you upgrade your front and rear sprocket to slightly larger sizes and put appropriate chain length, how do you measure the proper slack? Would it be the same as a stock chain or how would you determine proper slack?
The chain would need to be checked by compressing rear suspension to see if it gets too tight at any point in suspension travel, it's better to be on loose side, to much tension can cause chain breakage or damage engine case or bearing damage or wear on rear wheel or countershaft
I have shaft drive adventure bike bit heavier trade off change oil thats it chain s sprocket s wear out have to lube good for small CCS engine s dirt bikes never had belt drive looks quite and weight saving 😅
The conclusion is we need chain,belt and shaft drive except if using a electric hub dive motor
OFF TOPIC- I read in a magazine article Kevin saying "an engine is most efficient at torque peak" At some point could you get him to elaborate on that fact?
The small cc bikes also have better efficiency also ,they could talk about best engine size
I just replaced the chain on my FZ-07 @ 19,000 miles and the rear tire for the second time ..
Kevin is so interesting my son keeps wondering why this man is continually on the tv screen. I liked the bit time kevin was talking about the sparkplugs and how the racing guys used to read them to see how they mixture was going on in the cylinder. That reminds me once of my lesson learn during my ownership of my cagiva 125 motocross bike where i put in some duice called redex in the petrol that was supposed to clean out the jets and decoke thing, well the bike went mad like it had superpowers for about 1hr then it lost power so i went home stripped it down after reading my few engine books that i had, i changed the piston as that was scored had a skim done in the cylinder, checked that i had a spark with and without sparkplug got myself some feeler guages still nothing so more reading, checked the float levels in the carb, bike ran but had no powerband so i though it needed breaking in so spent weeks- hours doing a break in decoked exhaust even put homemade fibreglass wadding in the tailpipe which only made thing quieter.still no power, then i read something in my book and the lightbulb came on in my head i went out and bought a hotter sparkplug which was a size 10 the 9 i had i thought was a hot plug. Anyway i put in the 10 plug that burned a lot hotter and bang the bike was back to power and felt amazing after all the work i done, plugs will be my priority next time. Front row seat for me also please for the BS about stuff. Love the channel guys.
How does one know which side of the circlip is flat??
One side the edges are visibly rounded, the other side they are square and sharp. Occasionally the inside and outside circles are punched from different directions, then the square edge goes against the load-bearing side of the groove, that is, on an "outside" circlip the square edge of the inside diameter is load bearing.
Why does applying foot brake and slippling the clutch allow full lock parking lot turns at very slow speeds. If I apply enough rear brake and slip the clutch enough (Poor Clutch), I can almost balance the bike at zero MPH. This maneuver facilitates very tight U turns. There is some physics here can you guys explain it?
Keeping the engine spinning is acting like a stabilizing gyroscope, trials bike riders will balance bike at zero speed and Rev engine with clutch pulled in, riding rear brake also helps keep a bike more stable by keeping a constant load on suspension and drive chain,some pro motocross riders would overheat the rear brake because they were riding the rear brake in rough terrain to stabilize bike
@@GS-zv3qn Been experimenting with Front vs. Rear Brake at full lock turns. Harder to control both throttle and front brake, but think there could be a positive difference using the front instead of back in slow maneuvers. The front tire contact patch moves relative to the rear wheel patch and motorcycle push vector due to handle bar position as well as other suspension effects.
Wouldn't the Front Wheel stop vector interact with the Wheel Push Vector to cause a net torque torque vector on the bike? Punching way over my pay grade here..
Hmm is it legal to swap Clutch and Front brake Levers so I can do both at once better?
Sorry, I may have missed this part, but can someone explain which part of a shaft drive allows for the equivalent of slack in a chain to compensate for a moving swingarm?
Splines.
The shaft on a motorcycle has the same setup of splines as on a car or truck to allow for the rear wheel to move front to back some, the shaft is enclosed so it's not something you see but it has to have it or it would bind up and cause problems
@@GS-zv3qn Thank you.
Constant cycle and the super stiff spring: the request for the catalog item has to do with an engineer/tuner wearing the farmer hat.
+1 to searching for language possibly found in test.
Btw, the squat/anti-squat problem also applies to brakes, I imagine. If you can brake hard and if the front end doesn't sink, you have better control, especially when you let off.
Shaft drives are best when the crank and gearbox are mounted front to back. Short cranks are desirable as it keeps the wheelbase shorter, I guess.
Front swing arms are something I have interest in. I have to say perhaps ball joints and single sided swing arms in the front are needed. The concepts haven't been refined as much as forks.
Perhaps this is a topic worthy of your comments in a different video?
A belt for this gyroscoper any day