gearbox considerations
- Thread starter B.Rad
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hobot said:
Then you probably never heard of a Triton :lol: That'll get you knickers in a real bind.
hobot said:
How would you know. :roll:
So much depends on the track, gearing, number of gears and spread of ratios, first gear ratio, torque characteristics and state of engine tune. It is simply not that simple.
Some of the tighter technical tracks I am familiar with (ex. Grattan, MI) you get to use most if not all the gears.
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I got no defense on pointing out the un-reality of my brand name analogy but I don't tease about the riding risks to man and machine. I've been to the races now and see plenty of video and it does not compare to Ozark flings that use up bushes in one half day of play. Clutch wobble appears as 1st symptom. Tradition bodge is spiral groove the bushes and stick an extra worn one in between. Out rigger helped keep Peel's belt on. Steven Maanning on this forum reported identical life and failure of AMC sleeve bushes on his Manx because they do much WOT red zone time in lower gears. I spend the least amount of time in lower gears on factory Trixie and never use much engine drag down shifts to delay the renewals. I switched to Dextron II in Peel to get some better heat removal flow.
In 10 mph posted wagon trail bluff face switch backs 1st is good to 60 and 2nd almost 90. Ok 90 once passing 7600 when focus put on bluff zoom in. That's upright between hooks, where any hesitation in power increase ie: need to shift would lose control to sling rear out in time yet any slower just ain't nearly as fun a strain on the wrists. More open than 9 ft wide and less than 270' crooks - just makes one kinda wreckless in relief.
You'd love this special section as its 3 mile series of almost identical sets of switch backs, except they tighten up toward the top out in a 270' 'open' sweeper, I'll never be brave enough to do it w/o a spotter in radio contact. This place allows you to work up each aspect of handling one right after another so can fine tune each factor right now no waiting for another lap to dull down on.
Local sport squids shoot this place in wild abandon in 1st 35-45 mph, hehe between their tippy toe slow apexes. Its known as <Jasper Disaster> ride. Its an oil starved bushes worse nightmare. I tippy toe these apexes on my SV650 too but its gear box is made for it and flooded with hot thin oil.
I'll ping ITT and ask about this heat melt issue.
In 10 mph posted wagon trail bluff face switch backs 1st is good to 60 and 2nd almost 90. Ok 90 once passing 7600 when focus put on bluff zoom in. That's upright between hooks, where any hesitation in power increase ie: need to shift would lose control to sling rear out in time yet any slower just ain't nearly as fun a strain on the wrists. More open than 9 ft wide and less than 270' crooks - just makes one kinda wreckless in relief.
You'd love this special section as its 3 mile series of almost identical sets of switch backs, except they tighten up toward the top out in a 270' 'open' sweeper, I'll never be brave enough to do it w/o a spotter in radio contact. This place allows you to work up each aspect of handling one right after another so can fine tune each factor right now no waiting for another lap to dull down on.
Local sport squids shoot this place in wild abandon in 1st 35-45 mph, hehe between their tippy toe slow apexes. Its known as <Jasper Disaster> ride. Its an oil starved bushes worse nightmare. I tippy toe these apexes on my SV650 too but its gear box is made for it and flooded with hot thin oil.
I'll ping ITT and ask about this heat melt issue.
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Never new there was an issue with AMC gear box sleeve bushings; only recall a difference with sleeve gear bushes in the later boxes supplied with the Commando Mk3's.
I know the Ozarks and spent some time there in an earlier life - some of the best motorcycle roads.
I know the Ozarks and spent some time there in an earlier life - some of the best motorcycle roads.
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More single craft accidents in the Ozarks than most places. The county above mine containing the quaint Eureka Springs, is paraphased as Car-roll county. My county and next one to the east with Jasper Diaster and worse *Hwy 123*, don't have a single traffic light and rarely patrolled. Last week The Pig Trail in our county took out the Razor back's famous coach when his Harley went off the edge and his mistress he hired was exposed riding with him, so he was fired over it. Jay Leno did a spoof as coach face was cut up riding w/o a helmet, Jay asked, hey what happened to the red Harley?
One issue on THE Gravel is often its too fast to ride it in 4th at good oil pressure rpm or w/o lugging on the climbs or hanging, ugh easing, the turns. To ride with spirit requires transition into a flat tracker on a go kart tract. About 35 mph begins the hard plane where tires ride on top of rocks and feels like water skiing more than steering. Spirited riding begins like 45-55 depending on conditions, then any extra inputs throttle, lean, steer, brake all do opposite things at first and with some delay in reaction. I must stay in power band that gives a -one to one ratio - of throttle to tire response to set spin rate right now just so, just ahead of time. Miles above 5000 in 1st 2nd and even 3rd with rip-roars red lined then engine scream dragging back down on decreasing throttle. This is so stupidly dangerous I don't know if I'll do it again but to get a video with spotters about. Its the closest thing that flashes me back to small light hydroplanes on choppy water. Mostly I barely go over 30 in 4th hardly over idle. I feel guilty to be a pussy and down shift into luxury 'cruise' power band that eats sleeve shaft bushes and tires. The worse is at night in my 1/2 mile drive way, to keep lights bright and speed 20ish so forks effective 1st rev's like 3000 rpm, as i feel its thinness dissolving, so mostly use 2nd but thats scary fast 30-ish on a two rut twisty at 2000 rpm to keep voltage up. When i let hair down I'm a jerky pilot like you hear rally cars working the throttle and snapping steering inputs full lock to lock. They ain't in top gear either hanging or drifting or ricocheting turns.
One issue on THE Gravel is often its too fast to ride it in 4th at good oil pressure rpm or w/o lugging on the climbs or hanging, ugh easing, the turns. To ride with spirit requires transition into a flat tracker on a go kart tract. About 35 mph begins the hard plane where tires ride on top of rocks and feels like water skiing more than steering. Spirited riding begins like 45-55 depending on conditions, then any extra inputs throttle, lean, steer, brake all do opposite things at first and with some delay in reaction. I must stay in power band that gives a -one to one ratio - of throttle to tire response to set spin rate right now just so, just ahead of time. Miles above 5000 in 1st 2nd and even 3rd with rip-roars red lined then engine scream dragging back down on decreasing throttle. This is so stupidly dangerous I don't know if I'll do it again but to get a video with spotters about. Its the closest thing that flashes me back to small light hydroplanes on choppy water. Mostly I barely go over 30 in 4th hardly over idle. I feel guilty to be a pussy and down shift into luxury 'cruise' power band that eats sleeve shaft bushes and tires. The worse is at night in my 1/2 mile drive way, to keep lights bright and speed 20ish so forks effective 1st rev's like 3000 rpm, as i feel its thinness dissolving, so mostly use 2nd but thats scary fast 30-ish on a two rut twisty at 2000 rpm to keep voltage up. When i let hair down I'm a jerky pilot like you hear rally cars working the throttle and snapping steering inputs full lock to lock. They ain't in top gear either hanging or drifting or ricocheting turns.
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