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Actually it is. The double Cardan joint, like in most Guzzi rear drives, is a CV joint. In any double Cardan joint system, when the input and output shafts are parallel, or if their angles are the same, the input and output shafts runs with smooth rotation (CV). The double Cardan joint in many Guzzis is a CV joint.Again, the Wikipedia article "constant-velocity joint" explains it well.
Well what is my split drive shaft with a carrier bearing on my 4X4 called?
How's about a 650 single. Counter-balanced crank. Make it an updated horizontal single w/suspension and other parts. Dual purpose set-up with tubeless tires. Would they sell? Yeah.....more so than a baby Stelvio. Roll cage the engine.
We don't need no stinkin counter balance crank, give me a big (650) horizontal single like an old bacon slicer.I want it to vibrate, Belt drive, kickstart, now were talkin.
And watch it sink without trace
As others have pointed out the longitudinal crank in the current motor requires the drive to be turned through 90* to make the back wheel go round. This can either be done at the rear wheel or at the gearbox. While doing it at the gearbox will allow less unsprung weight you will still get the mechanical losses of the 90* change of direction and then will add further losses from the belt or chain rear drive....I have no real problem with modern chains, they are robust and very long lived if you maintain them properly and that is hardly a chore. I have no experience of belts but they seem to work in the applications they are used in. At the end of the day though a decent reactive system like the CARC is, IMHO, the best compromise for cleanliness, ease of maintainence and performance for a machine like a Guzzi....Pete
....The bike could handle like a feral shopping trolley with a wonky wheel... ..
and.......like that would stop Moto Guzzi.
Update the whole bike. Bump up the metallury. Fuel inject it. Removable horizontal crash bar around the cylinder.
As long as we're telling Moto Guzzi how to design their products, I would like to have a shaft drive with a genuine constant velocity joint instead of a U-joint. The latter, as I recently learned, does not have a constant output velocity when the input velocity is constant. Instead, the output rotation rate has an superimposed sine component whose amplitude depends on the angle between the input and output shafts. This apparently is the primary reason why such drives need cush rubbers, to absorb the rotation rate variations.
The Guzzi already has a right angle drive...it's the ring and pinion at the rear wheel. So in theory the right angle could be at the tranny and belt or chain then used to drive the rear wheel with same number of gears...
What? Any joint design/universal/constant velocity will have some level of vibration, and FWIW, a 'u joint' is a constant velocity joint.
