Originally Posted by BlackDogZulu (Post 282502)

I would agree, with one small observation. Manufacturers these days are not free to engineer an ideal compromise between performance and economy, because of noise and emissions laws. Two bikes I have owned recently (Ducati 1000 and Yam XT660R) were both badly over-geared in stock form. This is, I understand, to pass noise regs which measure noise at a certain road speed. Gearing the bike up makes it quieter at the measured speed.

Both bikes had useless 1st gear (the Yam wouldn't plod on a trail, and on the Duke I had to feather the clutch on a tight low-speed turn) and a pointlessly-high top speed. I fitted a +1T sprocket to the gearbox on both bikes and they were transformed from a riding point of view, with a useable 1st gear and much better acceleration through the 'normal' road range. It was interesting that, in both cases, the bigger sprocket was available from the manufacturer as an accessory part.

I would argue that, by doing this, I returned the bikes to the gearing that was best for normal use, and that without the noise/emissions regs that is what the manufacturers would have given us in the first place.

Originally Posted by BlackDogZulu (Post 282502)

I would agree, with one small observation. Manufacturers these days are not free to engineer an ideal compromise between performance and economy, because of noise and emissions laws. Two bikes I have owned recently (Ducati 1000 and Yam XT660R) were both badly over-geared in stock form. This is, I understand, to pass noise regs which measure noise at a certain road speed. Gearing the bike up makes it quieter at the measured speed.

Both bikes had useless 1st gear (the Yam wouldn't plod on a trail, and on the Duke I had to feather the clutch on a tight low-speed turn) and a pointlessly-high top speed. I fitted a +1T sprocket to the gearbox on both bikes and they were transformed from a riding point of view, with a useable 1st gear and much better acceleration through the 'normal' road range. It was interesting that, in both cases, the bigger sprocket was available from the manufacturer as an accessory part.

I would argue that, by doing this, I returned the bikes to the gearing that was best for normal use, and that without the noise/emissions regs that is what the manufacturers would have given us in the first place.

Originally Posted by oldbmw (Post 282588)

Fortunately on modern bikes it is easy to get at and change a gearbox sprocket. Sadly not so for the pre EFI Enfields.

Originally Posted by Pigford (Post 282670)

Same with me old 1969 Trumpet - REMOVE:

Footrest
brake pedal
primary casing
clutch assembly
undo really tight nut
Clutch hub & alternator c/w primary drive chain
Catch 20 x small clutch hub rollers
remove sprocket cober & seal
undo another really tight nut
remove drive sprocket

:(

Originally Posted by oldbmw (Post 282588)

Think you may have made a typo, gearbox sprocket needs to be smaller to reduce the ratio. Other than that I agree with your sentiments entirely.
Fortunately on modern bikes it is easy to get at and change a gearbox sprocket. Sadly not so for the pre EFI Enfields.

Originally Posted by -ralph- (Post 283438)

I'm thinking about dropping my gearing, -1T on the front, as I find first gear too tall for town traffic and off-road. Am I right in thinking that I actually won't change the top speed at all as my bike doesn't have the power to rev out in top gear anyway, I'll just hit a similar top speed, but at higher revs?