Calculators and Comparators mariusciclistu"Power is a denatured mirroring of force and acceleration in thermal engines' regard."Marius Pantea feb.2017 

Calculators and ComparatorsBike: Moto: Auto: Universal: GEAR RATIO  it is the ratio between the driver shaft angular speed and the driven shaft angular speed from the gearbox. In other words the ratio between the number of teeth of the driven sprocket that is on the driven shaft in the gearbox and the number of teeth of the driver sprocket that is on the in shaft coupled to the engine with the clutch. Example: 3.17:1 which means 3.17 rotations of the motor shaft at 1 rotation of the driven shaft. In this case we input 3.17 in the calculator. You can find these ratios here. FINAL DRIVE RATIO  has the same definition with the gear ratio with the specification that the drive it refers to is between the driven shaft and the shaft that transmits the movement to the wheel. Pmax/RPM  indicates the maximum power developed by the engine and the rotation speed at which it occurs. It's measured in KW. See the difference between HP & HF (Horse Force). Tmax/RPM  indicates the maximum torque developed by the engine and the rotation speed at which it occurs. It's measured in Nm. 
Motorcycle Transmission Calculator and ComparatorFill in at least the mandatory fields marked with *See the results 
Tyre (tyres) Info Height (mm): Diameter (mm): Circumference (mm):
OBSERVATIONS:
a. Changing the tyre/wheel dimensions influences only the real speed (Attention, not the one indicated by the gauge!) and the force applied at the circumference of the traction wheel:  by lowering the diameter, the force applied at the circumference of the traction wheel will rise and the real speed will drop,  by rising the diameter, the force applied at the circumference of the traction wheel will drop and the real speed will rise.  this force applied at the circumference of the traction wheel is influenced also by it's mass => it's inertia. b. The torque at the traction wheel changes only by changing gear, not by changing the diameter or mass of the wheel. c. The power at the traction wheel is equal with the power at the flywheel minus the losses through friction in the transmission. So, the power at the traction wheel does not vary by it's diameter (it varies by it's mass/inertia). Therefore results that for the same power at the traction wheel there are multiple values for the force (that is influenced by the wheel's mass so we are discussing about equal masses and equal distribution of the mass for different diameters) applied at it's circumference and so, a different behaviour of the motorcycle. Results1st gear: Speed at RPM (KM/H): Speed at RPM (KM/H): Torque at RPM at the traction wheel (Nm): Acceleration imposed to the vehicle at RPM (m/s^{2}): Force at RPM applied at the traction wheel's circumference (N): Force at RPM applied at the traction wheel's circumference (N): 2nd gear: The rotation speed at which the engine resumes the traction if the previous gear is changed at RPM:
Force at RPM applied at the traction wheel's circumference (N):
Speed at RPM (KM/H): Speed at RPM (KM/H): Torque at RPM at the traction wheel (Nm): Acceleration imposed to the vehicle at RPM (m/s^{2}): Force at RPM applied at the traction wheel's circumference (N): Force at RPM applied at the traction wheel's circumference (N): 3rd gear: The rotation speed at which the engine resumes the traction if the previous gear is changed at RPM:
Force at RPM applied at the traction wheel's circumference (N):
Speed at RPM (KM/H): Speed at RPM (KM/H): Torque at RPM at the traction wheel (Nm): Acceleration imposed to the vehicle at RPM (m/s^{2}): Force at RPM applied at the traction wheel's circumference (N): Force at RPM applied at the traction wheel's circumference (N): 4th gear: The rotation speed at which the engine resumes the traction if the previous gear is changed at RPM:
Force at RPM applied at the traction wheel's circumference (N):
Speed at RPM (KM/H): Speed at RPM (KM/H): Torque at RPM at the traction wheel (Nm): Acceleration imposed to the vehicle at RPM (m/s^{2}): Force at RPM applied at the traction wheel's circumference (N): Force at RPM applied at the traction wheel's circumference (N): 5th gear: The rotation speed at which the engine resumes the traction if the previous gear is changed at RPM:
Force at RPM applied at the traction wheel's circumference (N):
Speed at RPM (KM/H): Speed at RPM (KM/H): Torque at RPM at the traction wheel (Nm): Acceleration imposed to the vehicle at RPM (m/s^{2}): Force at RPM applied at the traction wheel's circumference (N): Force at RPM applied at the traction wheel's circumference (N):
The transmission will generate the force applied to the circumference of the traction wheel / R ,
OBS. 1.The torque at the traction wheel doesn't change if the tyre is changed. By changing Graph 1 For a better interpretation of these values you need the torque chart from the engine Graph 2^^ The above graph is useful only if rotational speed values and respectively torque values of the engine from the torque chart were inputted and it refers, especially, to / R wheel, / R wheel having displayed only the graph of total force at their circumference depending on the rotational speed of the engine, in 1st gear (for keeping the graph readable).
For maximum performance, the gold colored lines "Shift __" from the above graph must be ~HORIZONTAL ! Graph 3^^ The above graph is useful only if rotational speed values and respectively torque values of the engine from the torque chart were inputted and it refers only to / R wheel.
For maximum performance, the gold colored lines "Shift __" from the above graph must NOT be visible ! Graph 3^^^ (air resistance included) This graph appears only if values for air resistance calculation (drag coefficient, reference area and air's density) were inputted. For example, the first two can be found here.
Acceleration time [s]* The shifting time is NOT included. The air drag IS NOT taken into consideration in the actual calculation.
Graph 4^^ The colored areas below each graph line represent the acceleration time. The time needed for shifting gears is considered to be 0. This graph displays the inverse of acceleration that is generated by the engine+transmission depending on the speed, without taking into consideration the transmission losses. Graph 4^^^ (air resistance included) This graph appears only if values for air resistance calculation (drag coefficient, reference area and air's density) were inputted. For example, the first two can be found here.
Graph 5^^ The colored areas below each graph line represent the distance covered. The time needed for shifting gears is considered to be 0. This graph displays the speed depending on time, without taking into consideration the transmission losses. Graph 5^^^ (air resistance included) This graph appears only if values for air resistance calculation (drag coefficient, reference area and air's density) were inputted. For example, the first two can be found here.
Graph 6^^ The time needed for shifting gears is considered to be 0. This graph displays the distance covered depending on time, without taking into consideration the transmission losses. Graph 6^^^ (air resistance included) This graph appears only if values for air resistance calculation (drag coefficient, reference area and air's density) were inputted. For example, the first two can be found here.
Efficient approach in drag race*IF the shifting RPMs are autocompleted for MAXIMIZING THE TRANSMISSION'S PERFORMANCES and the inputted torque graph is measured with the throttle TURNED as close to 100% as the adherence and avoiding backflipping allows it!

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