How To Check Motorcycle Transmission

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How To Check Motorcycle Transmission – We’ve written millions of words about motorcycles here over the years. Probably about 15 million (about 30,000 words an issue, twelve or thirteen times a year, for almost 40 years, Internet, Twitter, Facebook.) words about brakes, engines, paint schemes, attractive women, racers, helmets. , radiators, underseat tool kits and Napoleon Bonaparte.

Not much about the gearbox. This is of course anecdotal: I haven’t (yet) managed to index every word on every page in a searchable database. One day at least… but based on ‘seat of the pants’ estimation, there might be one feature in five hundred about the transmission.

How To Check Motorcycle Transmission

How To Check Motorcycle Transmission

BMW K1200 gearbox. The clutch is on the left, with the black cylinder drive shaft housing on the right

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Which is both surprising and surprising in equal measure. That’s the key, the gearbox. But like gravity, ATP synthesis, and functional sewers, they don’t get much attention unless something goes wrong. People are spending tens of thousands of pounds on trackday bikes: loading expensive anobtanium exhausts, plugging in tiny ECU computers and dataloggers that could launch a mission to Mars, and upgrading suspension and brakes like no tomorrow. But for most people, the ‘Amble gear cluster is hidden in the dark. Unmolested by white-hot upgrade technology applied elsewhere.

Part of it, no doubt, out of sight, out of mind. And, of course, most modern bikes have fantastic gearboxes, which rarely suffer and can withstand a lot of abuse. The final drive, in the event, is the only part of most people’s upgrade: the massive gold chain with anodized aluminum sprockets looks great, reduces weight and power, and lets the rider fiddle with the final drive’s ratio. Drive, to help adjust different tracks.

But still. All the power and torque in the world is useless until you get the wheel back. And as the rise of quickshifters shows, a small increase in each gear change adds up to a lot, especially in twisty races where even a short session involves hundreds of gear changes.

So what is in a bicycle gearbox? Well, see above. In the simplest terms, there are two shafts: an input shaft connected to the crankshaft via a clutch, and an output shaft connected to the final drive sprocket (or shaft bevel-drive box). A pair of these gears in a thick, tough, steel shaft. As with a pushbike, changing the number of teeth in a pair of gears either multiplies or reduces the rotational speed ratio between the crankshaft and the rear wheel. Lower gears (1st, 2nd) allow the crankshaft to turn more times for each rotation of the rear wheel. So, like a pushbike, less effort (torque) is required on the crank for each turn. A gearbox multiplies the torque from the crank, putting more torque at the wheels, which means more thrust (thrust) pushing you and your bike. In low gear you can ride your bike slowly up the hill. The pedals require less force, so your little feet can manage it. But you have to pedal more often to travel the same distance.

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The situation must be reversed when the engine reaches its rev limit. You want to lower the ratio between the crank and the wheel, so shift into a higher gear. Now, the crank is changing less times for each rotation of the rear wheel. The torque is multiplied less, which means there isn’t as much force on the tires, but the wheel can be turned faster before the engine hits redline. To continue with the pushbike analogy, you’re now pedaling downhill, so the pedal force is less, but your legs can’t move fast enough. Selecting a higher gear means pushing harder, but with less pedal revolution for the same distance.

When the first bikes were built, transmissions were rudimentary or non-existent. Direct drive with a leather belt from the crankshaft to the rear wheel offers one gear, no clutch, and limited performance. Later, as the years passed, clutches appeared, so that the engine could be disconnected from the rear wheel, and gearboxes were used, giving a wide range of road speeds from the engine’s limited speed. A three-speed box is common in the early 20s

Centuries, then four, five and finally six speeds became the standard. Increasing the number of gears improves performance, as the rider can more accurately match road speed to a relatively narrow range of engine speeds where the best power is available. If you can keep the engine in the rev range where it makes peak power, without dipping down or reaching low-power engine speeds, you’ll get maximum acceleration.

How To Check Motorcycle Transmission

Notice the cam slot cut into the shift drum (pictured above) on this Nova Racing cassette gearbox

Parts Of A Motorcycle Clutch

So we have different gear ratios on the shaft. But you should be able to choose one of them. So we need a voting system. On most bikes, this means moving the selector forks, which are controlled by a cam in the selector drum mechanism. When you move the gear lever, the selector drum turns and the cam shape cut into it moves the fork from side to side. The forks engage in slots between a pair of gears and when they move, they slide different gears along the shaft, locking them together and selecting a ratio.

The tuning fork is clearly shown here – two ‘C’ shaped pieces. Usually they are shallower than this Nova dog ring gearbox

In our photo, you can notice that all the gears are engaged with each other. Because it is a ‘synchromesh’ gearbox. Gears are not changed by moving the drive wheels in and out of alignment. Instead, they are always connected, but when they are shifted by the selector fork, they are locked and locked to the drive shaft. ‘Dog’: A thick bump on the side of the gear wheel against the mating dog on the second gear and when the wheel slides, this dog locks onto the gear which is tightly fitted to the splines on the gear shaft. Locking a pair of different gears with the dog adds a separate pair of spinning gears to the input and output shafts to give you six speeds in the gearbox.

This Yoshimura racing kit shows off the gear dogs as well as the deep splines on the locked gears. Note the smooth, unbent inner surface of the small dog gears – these rotate freely on the shaft until the dog locks onto the splined gear, which then locks firmly onto the shaft.

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So, the same goes in the gearbox of a bicycle. So the question is, why do you need to mess with it? Whether you want to fit a better exhaust or brakes is obvious. How can you get better performance from your transmission?

Better ask the guys at Nova Racing (www.novaracing.com)? Nova has been making its own performance transmission parts and upgrades for more than 25 years, and the firm makes most of the gearboxes you’ll see on the TT, BSB, and even the WSB. Based in a small Sussex village called Partridge Green, the firm was started by a pair of bicycle engineers, Graham Dyson and Martin Ford-Dunn, initially supplying gearbox spare parts for racers. Martin is a blue-sky tech guru, and Graham turns big ideas into metal. They make the parts that techs and riders in the paddock are clamoring for – more powerful upgrade parts, or even spare parts that bike firms don’t provide.

Jeff Claridge is Martin Ford-Dunn’s son-in-law and now works for the company. “In the early days, it was all about racing,” he told us. “Some of our products are used on the street, but everything comes down to the competition. We change the four-speed box to a five- or six-speed gearbox, and make stock parts that you can’t keep.

How To Check Motorcycle Transmission

In the 1990s Nova expanded its product range, moving away from the ‘defining’ race bikes of the 1970s and 80s, such as the RG500s and TZs. Racing is now production based and the gearbox is less suitable for racing use. “People turned to production-based racing, using tuned road bikes and building them in s. The proportions weren’t suitable for racing, so Nova had more work than the team that raced. And ultimately more power came out, so they had to do the gearbox. Make it stronger,” said Jeff.

How Manual Transmissions Work

By cutting gears from scratch, Nova has complete control over materials and design. The gold part is the cutter, the gear that makes it is the silver part in the middle, covered with cutting oil

Today, Nova is still hard at work, modifying production-based gearboxes for racing. And it has an impressive customer list. From the BMW team in WSB, to GB Moto in BSB and Padgett in TT, they all rely on Nova transmissions. Indeed, Nova has been doing better than ever in the TT in recent years, says Jeff. “We have a bike

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