PS reader question about motorcycle technology – translation for the racetrack

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PS reader question about motorcycle technology - translation for the racetrack
Werner Koch

PS reader question about motorcycle technology - translation for the racetrack

PS reader question about motorcycle technology - translation for the racetrack

PS reader question about motorcycle technology - translation for the racetrack

PS reader question about motorcycle technology - translation for the racetrack

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PS reader question about motorcycle technology - translation for the racetrack
factstudio.de

1/14
How do you find the right translation for the racetrack?

PS reader question about motorcycle technology - translation for the racetrack
factstudio.de

2/14
Quick change transmissions in GP sport allow the individual gear steps to be optimally adapted to the route layout. However, countless gear pairs are necessary for this.

PS reader question about motorcycle technology - translation for the racetrack
Mini cook

3/14
In the case of series motorcycles, the appropriate gear ratio is produced in the combination of pinion (front) and chain wheel (rear). However, this changes the wheelbase and chain tension.

PS reader question about motorcycle technology - translation for the racetrack
Schermer

4/14
Whenever the pinion or sprocket is changed, the chain tension must be checked and readjusted. Which also changes the wheelbase and weight distribution to a greater or lesser extent.

PS reader question about motorcycle technology - translation for the racetrack
Katrin Sdun

5/14
The right translation for the racetrack.

PS reader question about motorcycle technology - translation for the racetrack
Schermer

6/14
Theoretically, the final ratio should be chosen so that you turn the last gear on the longest straight just before the braking point or even “stand” in the limiter for a short moment.

PS reader question about motorcycle technology - translation for the racetrack
Schermer

7/14
The formula according to which the last gear should turn out in the fastest section, however, only applies to bikes with an output significantly below 100 hp.

PS reader question about motorcycle technology - translation for the racetrack
Schermer

8/14
In MotoGP, the technicians only change the sprockets in very few cases, but adapt the individual gear stages and the primary gear ratio to the route.

PS reader question about motorcycle technology - translation for the racetrack
Heinz Mitterbauer

9/14
Whereby the immense power surplus of the roughly 260 hp machines means that the drivers do not necessarily use all gears. For example, only four gears are used on the tight GP circuit in Valencia.

PS reader question about motorcycle technology - translation for the racetrack
Schermer

10/14
This measure also applies to the hobby racer with a powerful 1000cc engine. So when choosing the gear ratio you should make sure that you have to change gears as little as possible in complicated sections of the route.

PS reader question about motorcycle technology - translation for the racetrack
archive

11/14
You can also choose the secondary ratio so that you do without sixth gear and instead drive through the sections smoothly and smoothly.

PS reader question about motorcycle technology - translation for the racetrack
Andreas Holzer

12/14
Since the current 1000 series is geared to 300 km / h as standard, you can generally drive one tooth smaller at the front (wheelbase is around 8 mm longer) and three teeth larger at the rear
(Wheelbase is around 24 mm shorter with the same chain length).

PS reader question about motorcycle technology - translation for the racetrack
factstudio.de

13/14
If you are serious about playing with the translation and want to improve your lap times, you should create a translation table in order to compare the various translation options (sprockets / chainrings) with the individual gear steps and the speed.

PS reader question about motorcycle technology - translation for the racetrack
factstudio.de

14/14
Very important to note: the rolling circumference on the rear wheel, which can vary greatly depending on the dimension and tire type and thus of course influences the final gear ratio.

counselor

technology & future

PS reader question about motorcycle technology – translation for the racetrack

PS reader question about motorcycle technology
Translation for the racetrack

Content of

PS reader Gerald Knitt would like to know how to find the right translation for the racetrack. PS technology expert Werner Koch gives the answer.

Werner Koch

08/09/2016

Hello Gerald, theoretically, the final gear ratio should be chosen so that you have turned the last gear on the longest straight just before the braking point or even “stand in” for a short moment in the limiter. This means that you have the highest possible tractive effort on the rear wheel in the acceleration phase. This pulling force is the decisive factor in acceleration. The formula according to which the last gear should turn out in the fastest section, however, only applies to bikes with an output significantly below 100 hp. This is why the around 55 hp Moto3 machines use all six gears available on almost all routes.

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However, here, too, care is taken to ensure that the engine can accelerate out of bends at the optimal speed onto a subsequent long straight in order to keep the speed perfectly. With this fine-tuning, drivers in the smallest class can not only adjust the overall ratio between pinion and rear wheel (secondary drive), but also the respective gear steps in the transmission. In addition, the 2016 regulations allow the use of three different primary ratios, i.e. the gear configuration between the crankshaft and the clutch basket (primary drive).

Not all gear steps must be used?

This trick allows the secondary drive consisting of the pinion and chainring to be retained for many racetracks. Because the diameter of the chain sprocket / chainring has a decisive influence on the forces and reactions of the chain hoist, the so-called “anti-squating”, and you don’t want to change that. This anti-squating prevents the motorcycle from dipping at the rear when accelerating and the steering geometry from changing to the disadvantage.

In contrast, the primary and gear wheels of the 600 series Supersport and Moto2 motorcycles are fixed, so the gear ratio can only be changed using the secondary drive. In MotoGP, the technicians only change the sprockets in very few cases, but adapt the individual gear stages and the primary gear ratio to the route. The immense excess power of the roughly 260 hp machines means that the drivers do not necessarily use all gears. For example, only four gears are used on the tight GP circuit in Valencia. In Brno it is assumed that Rossi and Co. only use the three upper gears. Of course, this is only possible because the 1000s have an extremely wide usable speed range, in which any unnecessary gear changes could disturb the ideal line of the pilots despite the seamless transmission.

Shift as little as possible in complicated sections of the route

This measure also applies to the hobby racer with a powerful 1000cc engine. So when choosing the gear ratio you should make sure that you have to change gears as little as possible in complicated sections of the route. You can also choose the secondary ratio so that you do without sixth gear and instead drive through the sections smoothly and smoothly.

Since the current 1000 series are geared to 300 km / h as standard, you can generally drive one tooth smaller at the front (wheelbase is around 8 mm longer) and three teeth larger at the rear (wheelbase is around 24 mm shorter with the same chain length). This change not only improves the acceleration subjectively, but also measurably, without reducing the maximum speed that can be achieved on the racetrack.

Create translation table

If you are serious about playing with the translation and want to improve your lap times, you should create a translation table in order to compare the various translation options (sprockets / chainrings) with the individual gears and the speed. Very important to note: the rolling circumference on the rear wheel, which can vary greatly depending on the dimension and tire type and thus of course influences the final gear ratio.

And don’t forget: a translation that perfectly matches the layout of the racetrack during training can be a tad too short in the race – if the going really gets to the point.

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