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here's your answer, note the tilt left on throttle pulses https://www.youtube.com/watch?v=DpRH5PDOLIA
the crank rotation is reversed so the final drive rotation is correct due to the introduction of a counter shaft . nothing new here Pete. Take a look at the exploded views
reverse it once, you have to reverse it again somewhere down the drivetrain, (or you’ll end up with your back wheel going backwards..!Not if the the initial crank rotation is reversed , and the trans input is driven by the countershaft, the direction will be correct for a conventional two shaft gearbox and rear shaft drive pinion.
In the case of the V100 yes, because the crank is spun in reverse from the get go.My point is, that the mere act of reversing spinning masses down the drive train, does not negate the tilting phenomenon.
Call me confused as that is exactly the purpose of a counter shaft??
I understand your point Pete , the torque induced tilt is not negated , only diminished by the counter shaft and shifted to the opposite side by this example. I like how you follow thru and keep us on our toes.
The tilt is generated by the conrods pushing against the inertia of the crank and associated masses reacting against the heads.The mass of the crankcase and anything that is not rotating with the drive line, is experiencing an equal and opposite torque. A further example.If you were floating in water face down and operating a boring device like a hand brace similar to crankshaft, the resistance of the drill would cause you to rotate in the opposite direction.The brace and bit is the crank, you are the crankcase.Think of it that way if it helps…
But I'm somewhat puzzled by the Primary Drive. Referring to Table 03.160, is the Primary pinion driven directly by the crankshaft gear or is it driven by the counter balancer gear?
Gentlemen : thank you for your input. Anti-clockwise it is, then.The video demonstrates, by virtue of the throttle-blipping torque reaction, that the V100 crankshaft rotates anti-clockwise when viewed from the front of the motorcycle.Confirmed by the directional arrow shown on the crankshaft-mounted Phonic Wheel (Item 21 in Table 03.120 of the Parts Book).Confirmed by the placement of the chain tensioner, assuming it bears on the unloaded chain run.Back to the drawing board, so to speak, to muse on the plethora of things that whirr, rattle and hum in that motor.
The engine dips the wrong way? I'm out. A Guzzi should be a Guzzi.
Throttle increases revs on my bikes, clutched or not, doesn’t yours ?
Yes..(you know it does), but not in 0.2 seconds.And remember, without a disengaged clutch, even if a blip of the throttle DID increase the revs on the ENGINE side of the gearbox, it would also do the same to the OUTPUT shaft side…( that’s why your wife reputedly fell off…) linear acceleration being what it is.You need to increase the revs at the engine while keeping the output shaft at the SAME rpm.This allows for the new ratio.NOW.Going to the races and watching what they do, will not alter anything.I once heard Valentino Rossi say that.“Ahhh yes (tugs earring)..For sure I put my weight on the one foot peg to move the centre of gravity…” ! The C of G will ALWAYS be equally distributed each side of the point of support on a one track vehicle.If that makes no sense, then there’s a book that needs to be read.Point is…Race riders are (usually) fast, that does not mean that the know WHY they are fast with respect to Physics…
When you beat him, let us know Weighting pegs works for me too, no need to explain, sort of obvious
Weighting pegs works for me too, no need to explain, sort of obvious
Good explanation by HUZO on what one may refer to as a paradox............ ........
I imagine a tb balance may be a bit of a chore.
Since the clutch spins the other way, I think the torque reaction we're accustomed to will be negligible in the new V100 line.
Don't you think it's an automotive style 52mm dual throttle body in a single housing that will require little or no balance adjustment ??