Could someone explain to me the impact of changing the top gear on acceleration and top speed/ overall performance.
Also
the impact of changing bottom gear on acceleration, performance and top end.

Would all ratios be the same ,performace wise whatever the gear sizes.

The chart seems to show that for each .1 you go down in ratio the mph changes 5 mph ( approx) @8000 rpm


Thx

i did so on a prior arctic cat. one tooth on top. the result was noticible better accelleration and noticible loss of top end. 550 LC. been a while but i would say it reved to same rpm up to 80 mph but then maybe at full shiftout over revved. not sure on that it has been a while. i did same just recently on my 700 x and will determine if result is the same. reason i did it is because i am not shifting out all the way. 64 gram/alm/blue/and i think one step lighter on sec spring. that done mid last season. will report soon.

bigger bottom more bottom end

if you go down a tooth on top more bottom end and more top end,you would haft to be going down hill on ice with a tailwind to top out the factory gearing.they gear them like this on purpose incase that happens.

Bigger means more teeth or less..?Like going from a 40-41..? or bigger is going from a 40 to a 39

i understand you never change bottom sprocket(++$$$) unless the adjustment is lacking. just one tooth smaller on top takes up a lot of adjustment. if i want more bottom end(accelleration) than one tooth provides i would likely swap out bottom at that point. some gear combos require a diff chain( $$$). that info is available.

I have all the gearing info.And i understand the various chains . Tied to # of teeth I think e.g 74 p is for up to 63 teeth. And the closer to 63 the more efficient the set up.

So would it be safe to say the for acceleration drop a tooth on top and for top end would you add or remove a tooth on bottom.

I realize this all has to be done in the context of the engines capability.

If it wasn't for these forums i'd know nothing..but I am just trying to understand it.

Thx :doh:

Have you ever ridden a 10 speed (or any multi-speed) bicycle? It's the same concept. The front sprocket is the drive sprocket (top sprocket on a sled). The rear wheel sprocket is the driven sprocket (bottom sprocket on a sled).

A larger front (top) sprocket means fewer revolutions of the pedals (secondary clutch) to travel the same distance as a smaller sprocket would allow. What this means though is more force is required to travel that distance in the same amount of time. A smaller top sprocket is the clutch has to spin more revolutions, but less force is required.

The situation on the bottom is reversed. A larger bottom sprocket is easier to turn, but as you increase the diameter of the bottom sprocket, you increase the number of turns the top sprocket has to make to turn the bottom sprocket once.

Smaller top sprocket and/or bigger bottom sprocket = more holeshot, less top end.

Larger top sprocket and/or smaller bottom sprocket = more top speed (if your engine/clutching can handle it) but less holeshot.

Matt

Good explanation that makes sense. :banana: