- Joined
- May 28, 2003
- Messages
- 2,591
I have drag raced my combat with highway gearing (21T) and did best by only using 1-2-3 in the 1/4 mile.
I always went slower by shifting to 4th.
Since I was not willing to shock my drive train, I raced using a slipping clutch start, and maintained fairly high RPM for the entire run.
drag racing/sprinting with AMC gearbox:
Taking consideration of the very tender AMC transmission case, which under careful study shows, the main casting has evolved with improved strength by Norton toward the end and further by after market versions.
The use or abuse during drag racing led to a modified style of racing that helped to spare the likely case destruction upon launch. That style was to limit the abuse by letting the rear tire spin vigorously with a very hard rear tire limiting the traction and shocking torque. This style is noted in classic bike magazines to produce the best times, while the gearbox consideration not being discussed.
This principle is apparently not necessary with the TTI gearbox.
drag racing/sprinting with commando clutch-triplex chain:
The power being initially transmitted (launch) is due to the engine spinning up the massive 21 lb flywheel and backed up by the heavy triples chain and heavy clutch assembly. It is using kinetic energy being separate from the engine pulling after the launch. The large mass of the power train could be considered as beneficial in drag racing/sprinting starts.
Racing commando with Belt drive VS chain clutch:
Most road racers will be aware if the benefit of a light power train such as a belt drive and freewheeling clutches or rear wheels as on modern bikes. Down shifts with highpower train mass and mismatched RPM in a corner can result in bad things. A light clutch and belt does not seem to me as benefitial for drag racing, yet in road racing a speedier pull away from a corner since you are not just putting energy in to a spinning heavy mass, you are accelerating the bike and rider..
clutch pack torque transmission:
"Sandblasting won't remove high spots from the plates."
To me a sand blast finish does not assure a FLAT clutch plate. This is why I prefer to dress the high spots that are glazed with the jitterbug sander. Even without BDM, I understand that the CF is only valid if the entire surfaces of the plates touch each other. Clutch plates and friction plates with a rough sand paper texture would likely abraid each other away with a hap hazard new surface with uncertain results of the uncontrolled reconditioning process.
I have a chuckle when people have to run the gearbox low on oil to prevent oil migration. I will counter with hundreds of positive feedback for clutch rod seal purchasers. It would seem if it was a farce, that I would not have just received my new order of a thousand CCRS after having now sold 6000.
Even at the 2016 Ashville NC rally, norton developer guest speaker John Favil (sp) mentioned the clutch plate development to try and solve the gearbox oil problem. He even mentioned "some fellow" had even developed a cure clutch rod seal. He did not realize it was "I"(dynodave) who preceded his talk by leading the rally tech session until he finally arrived the rally site.
My biggest disappointment is that even though it has been continuously available to commando owners since the early 90's and 4 revision updates to get to it's final form that CNW has now bootlegged my design.
I always went slower by shifting to 4th.
Since I was not willing to shock my drive train, I raced using a slipping clutch start, and maintained fairly high RPM for the entire run.
drag racing/sprinting with AMC gearbox:
Taking consideration of the very tender AMC transmission case, which under careful study shows, the main casting has evolved with improved strength by Norton toward the end and further by after market versions.
The use or abuse during drag racing led to a modified style of racing that helped to spare the likely case destruction upon launch. That style was to limit the abuse by letting the rear tire spin vigorously with a very hard rear tire limiting the traction and shocking torque. This style is noted in classic bike magazines to produce the best times, while the gearbox consideration not being discussed.
This principle is apparently not necessary with the TTI gearbox.
drag racing/sprinting with commando clutch-triplex chain:
The power being initially transmitted (launch) is due to the engine spinning up the massive 21 lb flywheel and backed up by the heavy triples chain and heavy clutch assembly. It is using kinetic energy being separate from the engine pulling after the launch. The large mass of the power train could be considered as beneficial in drag racing/sprinting starts.
Racing commando with Belt drive VS chain clutch:
Most road racers will be aware if the benefit of a light power train such as a belt drive and freewheeling clutches or rear wheels as on modern bikes. Down shifts with highpower train mass and mismatched RPM in a corner can result in bad things. A light clutch and belt does not seem to me as benefitial for drag racing, yet in road racing a speedier pull away from a corner since you are not just putting energy in to a spinning heavy mass, you are accelerating the bike and rider..
clutch pack torque transmission:
"Sandblasting won't remove high spots from the plates."
To me a sand blast finish does not assure a FLAT clutch plate. This is why I prefer to dress the high spots that are glazed with the jitterbug sander. Even without BDM, I understand that the CF is only valid if the entire surfaces of the plates touch each other. Clutch plates and friction plates with a rough sand paper texture would likely abraid each other away with a hap hazard new surface with uncertain results of the uncontrolled reconditioning process.
I have a chuckle when people have to run the gearbox low on oil to prevent oil migration. I will counter with hundreds of positive feedback for clutch rod seal purchasers. It would seem if it was a farce, that I would not have just received my new order of a thousand CCRS after having now sold 6000.
Even at the 2016 Ashville NC rally, norton developer guest speaker John Favil (sp) mentioned the clutch plate development to try and solve the gearbox oil problem. He even mentioned "some fellow" had even developed a cure clutch rod seal. He did not realize it was "I"(dynodave) who preceded his talk by leading the rally tech session until he finally arrived the rally site.
My biggest disappointment is that even though it has been continuously available to commando owners since the early 90's and 4 revision updates to get to it's final form that CNW has now bootlegged my design.
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