Different rear drive ratio/highway cruising - Page 3 - Suzuki Volusia Forums : Intruder Volusia and Boulevard Forum
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post #21 of 2185 (permalink) Old 06-20-2007, 05:44 PM Thread Starter
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treebeme, I thought it was, but I figured I would ask just in case you weren't sure what I was attempting to get from this...

On to the task at hand, I am going to try to break this down the best I can so that the non-gear minded folks can understand this...

On both the c50/vl800 and the c90/vl1500, the drivetrain is identical and setup in this order: engine>transmission>secondary drive gear>final drive gear.

The easiest way to modify the final drive ratio is changing the rear differential gears, here's why:

The secondary drive gear reduces the transmission speed to the final drive gear: The c50's secondary drive gear is 17/15 or 1.333, the c90's is 19/19 or 1.

The rear diff (ring and pinion gears) on the c50 is 34/11 or 3.09, the c90 is 32/12 or 2.666.

To find the final drive ratio, you must multiply the secondary drive gear ratio x the rear diff ratio:

c50: 1.133*3.09= 3.503 final drive ratio
c90: 1*2.666= 2.666

hybrid drive (c50 secondary drive/c90 final drive): 1.133*2.666= 3.02

WHOA! That's what I wanted in the first place!

Changing the secondary drive gear on the machine would be expensive (over $700) and harder, that's why I would be using the c90's rear diff.

I will now need to talk to a Suzuki service tech and make sure the c50/c90 rear diff are the same size which I believe they are.

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post #22 of 2185 (permalink) Old 06-20-2007, 06:09 PM
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Re: Different rear drive ratio/highway cruising

Quote:
Originally Posted by dhillis
1)optimum efficiency is typically at max torque RPM,
Not heard that before or the idea that you should cruise at max torque rpm. Why do you think this dhillis?
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post #23 of 2185 (permalink) Old 06-20-2007, 06:54 PM Thread Starter
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Cyclebiker,

The simple answer to your question is this: an internal combustion engine is most efficient at max torque. Torque is defined as force*distance. An engine is then most efficient at max torque because that is when it can produce the most force in a distance... this is where MPG's come in to play, miles would be considered the distance that the force would have to travel.

For more information read this:

http://www.howstuffworks.com/fpte.htm

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post #24 of 2185 (permalink) Old 06-20-2007, 07:12 PM
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Interesting subject! I'll be keen to learn the results! I find the C50T pretty well geared for our roads and for two-up riding, which is why I bought it. With my wife on pillion it has just enough "get-up-and-go" for top gear overtaking. Over here, you need instant grunt as passing room is often short and unless one has changed down early in anticipation, it's usually a case of "twist and go!" Plenty of hills, too, and I'm lazy and like to ride it like it's an automatic...

Having said that, our last long ride with four other bikes was at average speeds of 70+ topping at about 90mph, all two-up - and while I still tend to give the shifter that last flick to confirm I'm in top, the bike is fine at these speeds. I used to check the Katana was in top, too, at times, so maybe it's just a case of familiarity.

I describe the C50T as a "busy little twin", but it's smooth enough and relaxed enough that I really enjoy riding it anywhere. It's getting better and better as the miles get up, too. Up to about 2500km now.

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post #25 of 2185 (permalink) Old 06-20-2007, 07:17 PM
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Hmm? with all of that knowledge, I would have thought you would have taken a test ride and may have figured out that the 50ci would not meet your
needs. That being said I admire your tenacity. I would like a taller gear ratio on my c50. I will solve it with the C109 when and if it comes out.
GOOD LUCK
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post #26 of 2185 (permalink) Old 06-20-2007, 07:53 PM
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Sounds like he's ready boys and girls, let's watch and see if he can "git 'er done"
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post #27 of 2185 (permalink) Old 06-20-2007, 08:02 PM
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The gear stuff may as well have been in spanish. HOWEVER, i do think the C50 could used different gearing but even at high RPM's i find that my C50 really gets up an goes. There really isn't any leveling off at interstate speeds trying to pass someone.

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post #28 of 2185 (permalink) Old 06-20-2007, 08:10 PM
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Quote:
Originally Posted by big ed
First, welcome aboard!

Second, unless you are a bonafide gearhead I wouldn't do that. Besides the hassle (unless you are a tinkerer) the bike needs that ratio for roll on power at cruising speed. Hook that tall gear to that 50 cubic in. motor and you'll be kicking it down a gear just to change lanes. The VL800 just is what it is, an 805cc bike. I personally think the Suzuki engineers got the most out of it with the OEM set up. And it don't hurt it to wind it up because it takes a lickin' and keeps on tickin'.

That said, if you are hell-bent on doing this I will be following your progress with much interest! Good luck!
As one should have to down shift to pass or pick up speed quickly when cruising at highway speeds. This is why so many want a 6th gear you should not still be pulling in top gear.

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post #29 of 2185 (permalink) Old 06-20-2007, 08:54 PM Thread Starter
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wesdalton, I did take a test ride and researched bikes thoroughly before making my decision to purchase. However, money is an object to me and I don't have lots of it, like most people shopping the 800 class. Don't be confused with my objective, I love the bike and find it comfortable at most any speed. However, I would like to consider 5th gear as my cruising gear, not a passing gear.

It should also be noted that I have the c50T, which is the touring bike. The 800 class has not familiarized itself with touring "yet", but I predict it will be a very attractive concept for the price conscious buyer. I also predict that Suzuki and the other manufacturers catering to mid size engine touring bikes will either add a 6th gear or make a taller rear gear in the future.

On the subject of passing, how many cars/trucks have a low enough overdrive to make a quick pass on the highway? I have driven none, except for my Chevy Duramax pickup, which pulls VERY hard in 5th. However, most vehicles if automatic drop a gear when the throttle is punched, or if a manual, the operator drops a gear and hammers down. In a "quick pass" highway scenario, it takes me all of .5 seconds to drop a gear and git er' done.

I am not trying to start an argument with people, but I would be confident in saying that most c50/vl800 owners would prefer a 6th gear/taller rear drive if available.

Also, I offer this as a suggestion for folks with a tachometer. If you commute quite often, if applicable, I challenge you to cruise at 3500RPM whenever possible. After a tank of fuel, compare your MPG's to what you would typically get if not in the neighborhood of 3500 RPM's. My experience has been exceptional fuel mileage at max torque RPM.

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post #30 of 2185 (permalink) Old 06-20-2007, 09:29 PM
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There's no need to make it personal and attack why he didn't test drive the bike first or any other jabs. He bought a bike that was good for him, and now he wants to make it perfect for him. Let's sit back and learn something here.

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