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Discussion Starter #1
Anyone know what the max mph is in each gear and at what rpm?
I have never seen it published.


thanks/ken
 

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I'm Topping Out At 289 Kmh And On That Pass I Held It For 10 Sec Without Lifting
So I'm Stuck There At Only 289!!!!!
Has Anyone Made Passes With Filters And Pipe???

Stroker
 

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stroker said:
I'm Topping Out At 289 Kmh And On That Pass I Held It For 10 Sec Without Lifting
So I'm Stuck There At Only 289!!!!!
Has Anyone Made Passes With Filters And Pipe???
Probably the same. You'll just get there a little quicker.
 

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FaceThePower said:
I have seen an indicated 180mph in 6th :hypocrite
I seem to remember a top speed of a KS recorded on a salt pan at 178mph (286 kph). If you can get the rev limiter to top out in 6th and there is no wheel spin then the bike has to be at max. It won't matter if you have add on performance gear the top speed is determined by the rev limiter. Any extra power / torque just increases your rate of accelleration up to the rev limit.
 

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Lenz said:
I seem to remember a top speed of a KS recorded on a salt pan at 178mph (286 kph). If you can get the rev limiter to top out in 6th and there is no wheel spin then the bike has to be at max. It won't matter if you have add on performance gear the top speed is determined by the rev limiter. Any extra power / torque just increases your rate of accelleration up to the rev limit.
Hence the part where I say "indicated" ;) We all know speedo's are off on every bike and car for the most part. Just for reference...crusing at 140mph "indicated" ;) my GPS unit showed 134mph actual.
 

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can be done with math....but have to know what your 6th gear ratio is and exact tire circumfrence is?...
 

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RoadKing said:
Anyone know what the max mph is in each gear and at what rpm?
I have never seen it published.


thanks/ken
I banged the rev limiter in 4th and a quick glance down and WTF told me 140MPH. I quickly shifted to 5th and re-engaged. One other time I hit the rev limiter in 2nd at 90 MPH as I recall (it's been awhile since that happened). German autobahns were a great place to be!
 

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BAK04GT said:
can be done with math....but have to know what your 6th gear ratio is and exact tire circumfrence is?...
One difficulty with theoretical, non dynamic speed calculation is the distortion of the tyre cross section shape at high speed. The tyre walls stretch and the tyre diameter effectively increases the faster the wheel and tyre rotates. Next time you see drag racing with the pre run burnout have a look at the way the rear tyres expand in diameter as they spin up.

All this means that throughout the revs VS speed relationship there are progressive increases in gearing. This is not an application for a simplistic linear calculation of resultant speed. In fact the progressive increase in effective rolling radius with speed pushes into the world of calculus - advanced mathematics and non linear equations. Theory is just that - there is no substitute for a well run field test with a good GPS or split timer. Its a hell of a lot more fun too than pounding a calculator / computer.
 

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BAK04GT said:
but with timing you have the "time space continum" to calculate......sure is a head scratcher isnt it :coffee
Do I detect the subtle overtones of a little "taking of the piss".

A lot of things have changed with the broad adoption of GPS based technology. It used to be a big deal with time trials and split timing etc but all you need now for a speed trial is a good quality GPS with time based way points. Then you just pull the info off the GPS unit for progressive speeds. If you really want to work the GPS, just organise a master unit positioned over a known, coordinated point and then run a remote GPS unit within a suitable distance and most of the possible signal anomalies / errors can be corrected relative to the known point. It really isn't rocket surgery.
 

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Lenz said:
Do I detect the subtle overtones of a little "taking of the piss".

A lot of things have changed with the broad adoption of GPS based technology. It used to be a big deal with time trials and split timing etc but all you need now for a speed trial is a good quality GPS with time based way points. Then you just pull the info off the GPS unit for progressive speeds. If you really want to work the GPS, just organise a master unit positioned over a known, coordinated point and then run a remote GPS unit within a suitable distance and most of the possible signal anomalies / errors can be corrected relative to the known point. It really isn't rocket surgery.
mmmm i think thats" science" :ricky...gota go..have to take a piss.... :p score: me 2 you 1..... :D
 

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Its kinda difficult not to use a little science if a high confidence result is what you're after. As much as we would all like simple solutions sometimes the simple stuff is not enough. I'm not trying to one up anyone or indulge in another pissing contest - the simplest solution for a high speed calibration is to go around all the timing BS and just use multiple way points on a good quality GPS for a field trial. The aero losses, safety issues and tie down concerns of a maximal dyno run would appear to be outweighed by the simplicity of a GPS coordinated field trial.

I'm an experienced university qualified land surveyor. If you have difficulty with valid free professional advice then perhaps its not my problem.
 

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go survey some land and next time read the question.....the guy just wanted to know what the max speed for each gear at limiter....not hard to do...little math and your known gear ratios....or just get on the bike and bring it up to limiter in each gear and see what the hell the speed is.....dont have to surfy any land to do that do you?.......and im done with you!...and might want to get some collage degrees in humor.... :v:
 

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There is a general trend for motor vehicle manufacturers, including motorcycles for speedos / indicated speed to be faster than standard. Its probably a liability thing but many indicated speeds are + 2% to +5%, and in some cases even higher. Most law enforcement organisations tolerate up to an approx 10% indicated speed error the other way ie indicated speed less than standard so if you're booked, the vast majority of speedos / indicated speeds are well over the standard posted limits.

The point is that the original thread wanted to know max speeds for each gear. If you're happy with a +/- 5% or even wider variation in indicated speed due to instrument variability, tyre differences, pressures, loading etc etc then by all means check your speed while you are max'd out through the gears. Strikes me that watching the instrument while at max output should be a secondary consideration against maintaining a safe sight distance ahead.

Pounding a calculator using approximate rolling radii will also give a result too. However if more accuracy and precision is required to effectively calibrate the speedo for specific load and tyre conditions either a field test on a calibrated roller or the independent test by GPS are both useful. If high confidence results can be yielded with low cost and simple procedure as in a GPS calibration why would you ignore it - at least for a one off calibration of a speedo.
 
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