On the Tools TECH SERIES… in Coming Issues: Suspension MODS

On The Tools TECH SERIES… In coming issues: Suspension MODS

How to get the most from 1 your suspension budget.

GEARING

Understanding sprocket combos 2 and optimising gear ratios.

CARBS & EFI Clever tuning tips to get GEARING…and how to make it work for you 3 your air/fuel ratio right. NUTS & BOLTS The right gearing can transform the way your bike drives and handles. We take How to remove broken bolts & 4 get the right torque settings. the mystique out of the sprocket math to help you tailor your ride. NICK DOLE iKAPTURE Transmoto Expert dirt bike’s chain and sprockets operate in a nasty, of way, plus they make gearing changes difficult. open-to-the-elements environment, and yet And while belt-drives are quieter and more efficient Awe’d be lost without them. Over the years, we’ve than shafts, sand, rocks and mud make very short work tried shaft-drives, hydraulics and belt-drives, but we keep of their lifespan. coming back to the humble roller drive-chain invented by So what makes this world of chains and sprockets a Greek around 300BC. Why? Because they suit dirt bikes tick? How can you alter you bike’s power and handling perfectly. They’re tough, simple, light, create minimal characteristics with different gearing combinations? power loss and they’re cheap. And how can gearing changes make life in the saddle Sure, shaft-drives are quieter and require far less more enjoyable? You’re a few toothy pages away from maintenance, but they’re heavy in an unsprung mass kind enlightenment.

GEARING GLOSSARY Countershaft sprocket – the countershaft Low-noise sprocket – has a ring of Gear down/shorter/lower gearing – delivers the power out of the gearbox, and rubber bonded to it so the chain runs the drive ratio is numerically increased the front/drive/countershaft sprocket is on it. They’re common on trailbikes, by fitting a larger rear sprocket and/or attached to it. and can be replaced with a non-rubber a smaller front sprocket. type with accompanying noise. Cush-drive (hub) – a rear hub designed to Loctite – proprietary name (eponym) have a carrier mounted to it so the engine’s Gear up/taller/higher gearing – the drive for an anaerobic thread-locking agent. drive or torque pulsations are dampened ratio is numerically decreased by fitting That is, it hardens in the absence of air. by large rubber blocks. This saves the a smaller rear sprocket and/or a larger gearbox from shock-loading. There are front sprocket. Final drive – chain and sprockets also aftermarket cush sprockets available. in combination as a gearing set. WHO DA DOLE? Nick Dole owns and operates Sydney-based suspension business, Teknik Motorsport. In the past decade, the man has tuned suspension for the Ballard’s Offroad team, performed engine and suspension work on Australian Safari-winning GHR Honda XR650s, run a Kawasaki Pro Lites team in the Aussie MX Nats, worked as an independent technical consultant for magazine test programs, and dealt with just about every punter and butchered dirt bike to ever roll into a workshop. We reckon that qualifies him to offer up credible advice about how to get the most out of your spend at the local workshop.

Tech Savvy? Log onto www.transmoto.com.au for more detailed information, and an archive of tech features. 116 117 On The Tools TECH SERIES… In coming issues: Suspension MODS

How to get the most from 1 your suspension budget.

GEARING

Understanding sprocket combos 2 and optimising gear ratios.

Tech Savvy? Log onto www.transmoto.com.au for more detailed information, and an archive of tech features. 116 117 Always replace the chain Gearing changes can make and sprockets as a set to the one bike versatile in avoid premature wear. WHYTech GEARING a variety of situations. HOW GEARING …and how to make it work for you to make …and how …and how to make it work for you to make …and how GEARING IS IMPORTANT... GEARING AFFECTS...

hy do we have a gearbox at all? Why bikes have five-speed boxes, and why big- Wnot just run in a single gear? After bore machines with oodles of torque can get MOTOR all, gear changes cost you time on the track, away with four-speed transmissions. right? Well, if we were punting a go-kart So, for a given gearbox, how do we tailor Back in the pre power-valve days, where still have the same objective: to utilise the running around a flat course, not changing the final drive to suit us? That all depends 125s produced 30hp between 10,400 rpm engine’s torque to pull us around. Under- gears is a practical way to go faster. Unlike on where you use the bike and how you like and 10,500rpm and 15hp either side of it, revving (labouring) and over-revving an go-karts, dirt bikes need to start from a to ride it. Do you ride to work and rev the gearing was critical for keeping an engine engine have never been ways to extract its standstill, climb hills and have a broad speed engine hard at 110km/h? Gearing can solve ‘on the pipe’. These days, user-friendly two- best. So whether you want some more snap range. This is why many enduro bikes have that. Do you struggle to get up big hills? strokes and new-generation four-strokes off the bottom, less gear changes per lap, six-speed gearboxes, why most motocross Gearing can help there, too. have made life easier with their flatter or a higher top-speed, gearing changes can A smaller countershaft and more forgiving torque curves. But we achieve this for you. sprocket will accelerate wear on the chain slider. MX/SX How many times do you change gears around you can comfortably grab third earlier for SUSPENSION the average motocross or supercross lap? a smoother drive? Is there a long straight Twenty, thirty times? When you shift, you’re that you are grabbing a gear on towards the The most obvious change gearing makes to algebra. Put simply, chain torque occurs not accelerating; you’re revving the engine end and wasting time? Are you forced to suspension is swingarm length. With the because the countershaft sprocket is in near peak horsepower and shifting back into upshift dangerously close to the upramp of rear axle back as far as it’ll go, the swingarm front of the swingam pivot on the majority an RPM band with peak torque to start the a big jump? These are the key questions to is at its longest and has the most leverage of motorcycles. Chain torque opposes the acceleration curve again. What happens if think about to ensure your gearing is not over the shock. This effectively makes the downward force the rider puts on the rear you miss a shift or hit a false neutral? Do unnecessarily costing you precious seconds shock softer. Moving the wheel forward suspension. Don’t believe it? Put your front you let a rider by as you lose forward drive around each lap. With many different corners reduces the swingarm’s leverage, and the wheel against a tree and let the clutch out. or case a jump and crash? By thinking about on any given track, there will ultimately be shock becomes stiffer. The rear of the bike rises. This lift helps your shift points and whether you’re in the some sort of compromise. But changing one Chain torque is another matter and could you to clear obstacles in the same way pre- right portion of the power curve through or two teeth on the rear sprocket will usually easily fill up a book with formulas and jumping does. the fastest corner on the track – the corner be enough to sort most issues. we traditionally gear for – substantial When changing sprockets and making improvements in lap times can be made. corresponding changes to the rear axle When you drive out of a corner, are you position, also consider the implications of SPROCKETS usually in second gear and struggling to grab the effective change in swingarm length. Once teeth begin to hook Steel or alloy? A steel/alloy combo? Self choices can start to blow the parts budget third on the exit? Is third too tall for the Generally speaking, a longer swingarm (or over, the sprocket is worn out cleaning? What’s best? In general terms, if you out. Be sure what you want gearing-wise engine to pull through several corners and wheelbase) creates a more stable chassis and will begin to sap power. are all about saving weight, buy alloy. Note before splashing out. The best thing about you find you’re using a lot of clutch to keep it that is less inclined to wheelstand. A shorter WHY CHANGE GEARING? that there are many varieties of alloy, and a collection is that all major manufacturers in the meat of the power? Could you gear up swingarm allows the bike to turn quicker, Below is a simple chart for gearing. The ratio Numerically higher numbers will make the a quality English-brand sprocket will outlast have not changed their sprocket bolt-patterns and use second until the bike is straight and but it also creates a firmer feel from the rear is simply the rear sprocket divided by the engine turn faster for a given speed, giving a cheap no-name brand many times over. in years. not bouncing off the limiter, or gear down so suspension because of the decreased leverage. countershaft. For example, if your bike is faster take-off and a lower top-speed. Higher There are a few self-cleaning types around So how do you know when your sprocket running a fairly common 14/48 combination, numbers will give a slower take-off and a and everyone has their own miraculous cure. has had the sword? You’ll see most of the that will give you 3.43. Notice that 13/45 or higher top-speed. Note that shortening the Personally, I’m more interested in the quality wear on the drive-side. The teeth will start Enduro 15/52 will give a similar result at 3.46 and gearing will effectively close the gearbox of the aluminium. However, even a cheap steel to hook over, before the hooks themselves Not many off-road riders count gears; we’re benefits. If you’re having trouble taming 3.47, respectively, just slightly shorter. ratios up, giving a closer-ratio feel. sprocket will outlast an alloy unit, so trailriders begin to break clean off. The stumpy little usually too busy with fistfuls of throttle, a two-stroke for the bush, for instance, are best to go with steel. Enduro guys will have teeth that remain will soon let the chain spin dodging trees and bashing away at the gear taller gearing can help smooth the power COUNTERSHAFT SPROCKET to decide where they sit on the weight versus and ruin your day. As a rule, replace chain lever to notice. So next time you ride, take delivery. And finding the right gear for tight TEETH 12 13 14 15 16 17 wear trade-off, and perhaps go for one of the and sprockets as a set, as a worn chain will some time to think about it. How often do singletrack can be the difference between steel-toothed alloy sprockets or a lightweight quickly ruin new sprockets and vice-versa. you use first gear? Is the gap from first to flowing through the trees and kissing one on 39 3.25 3.00 2.79 2.60 2.44 2.29 steel unit. Once you see hooking, it’s game over for the second too big? Can you make a gearing a missed shift. 40 3.33 3.08 2.86 2.67 2.50 2.35 Quality sprockets can cost more than $100 sprocket. Although not immediately obvious, change to effectively create a gear between Bear in mind what you do at the bottom- each, so building a collection for gearing sprocket wear costs power. Nothing absorbs 41 3.42 3.15 2.93 2.73 2.56 2.41 first and second, or to never use first at all? end will affect the top. If you shorten the less power than a brand new sprocket, and once New-model four-stroke enduro bikes gearing for more snap at slow speeds, you 42 3.50 3.23 3.00 2.80 2.63 2.47 your sprocket teeth begin to hook, it takes generally have a broad spread of useable will lose some top-speed. Carefully consider more energy to drive them. 43 3.58 3.31 3.07 2.87 2.69 2.53 power and wide-ratio gearboxes, which the terrain type, and aim for a final gearing Keep in mind that the fewer teeth on the makes final gearing less critical. But that combination that offers you the most 44 3.67 3.38 3.14 2.93 2.75 2.59 countershaft sprocket will accelerate wear on doesn’t mean gearing changes can’t reap versatility. both the sprocket and the chain buffer on top 45 3.75 3.46 3.21 3.00 2.81 2.65 of the swingarm, as it will have more sliding 46 3.83 3.54 3.29 3.07 2.88 2.71 friction on it. So with your gearing choices, try Trail/Desert 47 3.92 3.62 3.36 3.13 2.94 2.76 to keep the countershaft size up to 13 or above as a 12-tooth wears too fast to keep in check. Desert is easy – run the tallest gearing standard 13/48 motocross gearing. REAR SPROCKET 48 4.00 3.69 3.43 3.20 3.00 2.82 Note also that some engine cases or case your engine can pull. Machine the rear hub Trailriders can use the easy-to-swap 49 4.08 3.77 3.50 3.27 3.06 2.88 savers don’t allow the fitment of a 15-tooth down if required! Then, let natural fear nature of the countershaft sprocket to have sprocket unless modified. regulate your decision and put a few teeth ride-to-work road gearing and off-road 50 4.17 3.85 3.57 3.33 3.13 2.94 The chain guide often limits rear sprocket back on the rear. The Honda CR500s that gearing. One tooth will usually do it with no 51 4.25 3.92 3.64 3.40 3.19 3.00 size. A 52-tooth unit is normally about as big as dominated the Finke Desert Race in the chain length changes needed. For example, you can go without mods to the guide. Always It’s possible to bend rear 1990s ran a 15/36 final drive, while the new- you could use a 13-tooth in the bush and 14- 52 4.33 4.00 3.71 3.47 3.25 3.06 inspect sprockets for damage as it is possible sprockets, so always check gen CRF450s run a 15/44 or 14/42 gearing or 15-tooth for the road, with that one tooth to bend the rears, most likely when the chain them for any damage. combo at Finke – much taller than the bike’s transforming the bike for each application. guide is bent with a rock.

118 119 Always replace the chain Gearing changes can make and sprockets as a set to the one bike versatile in avoid premature wear. WHYTech GEARING a variety of situations. HOW GEARING …and how to make it work for you to make …and how …and how to make it work for you to make …and how GEARING IS IMPORTANT... GEARING AFFECTS... hy do we have a gearbox at all? Why bikes have five-speed boxes, and why big- Wnot just run in a single gear? After bore machines with oodles of torque can get MOTOR all, gear changes cost you time on the track, away with four-speed transmissions. right? Well, if we were punting a go-kart So, for a given gearbox, how do we tailor Back in the pre power-valve days, where still have the same objective: to utilise the running around a flat course, not changing the final drive to suit us? That all depends 125s produced 30hp between 10,400 rpm engine’s torque to pull us around. Under- gears is a practical way to go faster. Unlike on where you use the bike and how you like and 10,500rpm and 15hp either side of it, revving (labouring) and over-revving an go-karts, dirt bikes need to start from a to ride it. Do you ride to work and rev the gearing was critical for keeping an engine engine have never been ways to extract its standstill, climb hills and have a broad speed engine hard at 110km/h? Gearing can solve ‘on the pipe’. These days, user-friendly two- best. So whether you want some more snap range. This is why many enduro bikes have that. Do you struggle to get up big hills? strokes and new-generation four-strokes off the bottom, less gear changes per lap, six-speed gearboxes, why most motocross Gearing can help there, too. have made life easier with their flatter or a higher top-speed, gearing changes can A smaller countershaft and more forgiving torque curves. But we achieve this for you. sprocket will accelerate wear on the chain slider. MX/SX How many times do you change gears around you can comfortably grab third earlier for SUSPENSION the average motocross or supercross lap? a smoother drive? Is there a long straight Twenty, thirty times? When you shift, you’re that you are grabbing a gear on towards the The most obvious change gearing makes to algebra. Put simply, chain torque occurs not accelerating; you’re revving the engine end and wasting time? Are you forced to suspension is swingarm length. With the because the countershaft sprocket is in near peak horsepower and shifting back into upshift dangerously close to the upramp of rear axle back as far as it’ll go, the swingarm front of the swingam pivot on the majority an RPM band with peak torque to start the a big jump? These are the key questions to is at its longest and has the most leverage of motorcycles. Chain torque opposes the acceleration curve again. What happens if think about to ensure your gearing is not over the shock. This effectively makes the downward force the rider puts on the rear you miss a shift or hit a false neutral? Do unnecessarily costing you precious seconds shock softer. Moving the wheel forward suspension. Don’t believe it? Put your front you let a rider by as you lose forward drive around each lap. With many different corners reduces the swingarm’s leverage, and the wheel against a tree and let the clutch out. or case a jump and crash? By thinking about on any given track, there will ultimately be shock becomes stiffer. The rear of the bike rises. This lift helps your shift points and whether you’re in the some sort of compromise. But changing one Chain torque is another matter and could you to clear obstacles in the same way pre- right portion of the power curve through or two teeth on the rear sprocket will usually easily fill up a book with formulas and jumping does. the fastest corner on the track – the corner be enough to sort most issues. we traditionally gear for – substantial When changing sprockets and making improvements in lap times can be made. corresponding changes to the rear axle When you drive out of a corner, are you position, also consider the implications of SPROCKETS usually in second gear and struggling to grab the effective change in swingarm length. Once teeth begin to hook Steel or alloy? A steel/alloy combo? Self choices can start to blow the parts budget third on the exit? Is third too tall for the Generally speaking, a longer swingarm (or over, the sprocket is worn out cleaning? What’s best? In general terms, if you out. Be sure what you want gearing-wise engine to pull through several corners and wheelbase) creates a more stable chassis and will begin to sap power. are all about saving weight, buy alloy. Note before splashing out. The best thing about you find you’re using a lot of clutch to keep it that is less inclined to wheelstand. A shorter WHY CHANGE GEARING? that there are many varieties of alloy, and a collection is that all major manufacturers in the meat of the power? Could you gear up swingarm allows the bike to turn quicker, Below is a simple chart for gearing. The ratio Numerically higher numbers will make the a quality English-brand sprocket will outlast have not changed their sprocket bolt-patterns and use second until the bike is straight and but it also creates a firmer feel from the rear is simply the rear sprocket divided by the engine turn faster for a given speed, giving a cheap no-name brand many times over. in years. not bouncing off the limiter, or gear down so suspension because of the decreased leverage. countershaft. For example, if your bike is faster take-off and a lower top-speed. Higher There are a few self-cleaning types around So how do you know when your sprocket running a fairly common 14/48 combination, numbers will give a slower take-off and a and everyone has their own miraculous cure. has had the sword? You’ll see most of the that will give you 3.43. Notice that 13/45 or higher top-speed. Note that shortening the Personally, I’m more interested in the quality wear on the drive-side. The teeth will start Enduro 15/52 will give a similar result at 3.46 and gearing will effectively close the gearbox of the aluminium. However, even a cheap steel to hook over, before the hooks themselves Not many off-road riders count gears; we’re benefits. If you’re having trouble taming 3.47, respectively, just slightly shorter. ratios up, giving a closer-ratio feel. sprocket will outlast an alloy unit, so trailriders begin to break clean off. The stumpy little usually too busy with fistfuls of throttle, a two-stroke for the bush, for instance, are best to go with steel. Enduro guys will have teeth that remain will soon let the chain spin dodging trees and bashing away at the gear taller gearing can help smooth the power COUNTERSHAFT SPROCKET to decide where they sit on the weight versus and ruin your day. As a rule, replace chain lever to notice. So next time you ride, take delivery. And finding the right gear for tight TEETH 12 13 14 15 16 17 wear trade-off, and perhaps go for one of the and sprockets as a set, as a worn chain will some time to think about it. How often do singletrack can be the difference between steel-toothed alloy sprockets or a lightweight quickly ruin new sprockets and vice-versa. you use first gear? Is the gap from first to flowing through the trees and kissing one on 39 3.25 3.00 2.79 2.60 2.44 2.29 steel unit. Once you see hooking, it’s game over for the second too big? Can you make a gearing a missed shift. 40 3.33 3.08 2.86 2.67 2.50 2.35 Quality sprockets can cost more than $100 sprocket. Although not immediately obvious, change to effectively create a gear between Bear in mind what you do at the bottom- each, so building a collection for gearing sprocket wear costs power. Nothing absorbs 41 3.42 3.15 2.93 2.73 2.56 2.41 first and second, or to never use first at all? end will affect the top. If you shorten the less power than a brand new sprocket, and once New-model four-stroke enduro bikes gearing for more snap at slow speeds, you 42 3.50 3.23 3.00 2.80 2.63 2.47 your sprocket teeth begin to hook, it takes generally have a broad spread of useable will lose some top-speed. Carefully consider more energy to drive them. 43 3.58 3.31 3.07 2.87 2.69 2.53 power and wide-ratio gearboxes, which the terrain type, and aim for a final gearing Keep in mind that the fewer teeth on the makes final gearing less critical. But that combination that offers you the most 44 3.67 3.38 3.14 2.93 2.75 2.59 countershaft sprocket will accelerate wear on doesn’t mean gearing changes can’t reap versatility. both the sprocket and the chain buffer on top 45 3.75 3.46 3.21 3.00 2.81 2.65 of the swingarm, as it will have more sliding 46 3.83 3.54 3.29 3.07 2.88 2.71 friction on it. So with your gearing choices, try Trail/Desert 47 3.92 3.62 3.36 3.13 2.94 2.76 to keep the countershaft size up to 13 or above as a 12-tooth wears too fast to keep in check. Desert is easy – run the tallest gearing standard 13/48 motocross gearing. REAR SPROCKET 48 4.00 3.69 3.43 3.20 3.00 2.82 Note also that some engine cases or case your engine can pull. Machine the rear hub Trailriders can use the easy-to-swap 49 4.08 3.77 3.50 3.27 3.06 2.88 savers don’t allow the fitment of a 15-tooth down if required! Then, let natural fear nature of the countershaft sprocket to have sprocket unless modified. regulate your decision and put a few teeth ride-to-work road gearing and off-road 50 4.17 3.85 3.57 3.33 3.13 2.94 The chain guide often limits rear sprocket back on the rear. The Honda CR500s that gearing. One tooth will usually do it with no 51 4.25 3.92 3.64 3.40 3.19 3.00 size. A 52-tooth unit is normally about as big as dominated the Finke Desert Race in the chain length changes needed. For example, you can go without mods to the guide. Always It’s possible to bend rear 1990s ran a 15/36 final drive, while the new- you could use a 13-tooth in the bush and 14- 52 4.33 4.00 3.71 3.47 3.25 3.06 inspect sprockets for damage as it is possible sprockets, so always check gen CRF450s run a 15/44 or 14/42 gearing or 15-tooth for the road, with that one tooth to bend the rears, most likely when the chain them for any damage. combo at Finke – much taller than the bike’s transforming the bike for each application. guide is bent with a rock.

118 119 DRIVE CHAINS A gold-plated chain is less Thirty years ago, drive chains were a curse. was worth it. As we got into the ’90s, the likely to rust and is well They stretched faster than you could adjust O-rings were replaced by X-rings. The X refers worth the extra coin. them, and broke so often that you were wise to the cross-sectional shape of the ring, much to carry a few spare links, spare section of like an O is the cross-section. The advantage chain, a chain breaker and Techa countershaft of the X is not being crushed between the sprocket just in case. The advent of the O-ring rollers, as the X has two contact points per chain in the ’80s changed all that. The O-rings face. It also meant the sealing lasted longer fit into the gap between the rollers and the as the O-rings did wear out. links and help trap the lubricant in the pins. An unexpected benefit was that O- and Mind you, the chains still need lubricating on X-ring chains ran cooler due to reduced the rollers. The early O-ring chains were bulky friction. On high-powered machines, this affairs that sapped power, but the reliability meant the X-ring chains absorbed less power

than a conventional chain. We now have a few rivet link is the best insurance. They take a manufacturers making sealed chains for low little extra effort to put on, but there’s little power applications, like 250Fs, in the form need to break modern chains again until of U-rings and T-rings, all with seals that they’re worn and ready to be replaced. Regular application of bear some resemblance to the letter that As for chain quality, let price be your chain lube will extend defines them. Only in high-level competition guide. The O-ring chain you buy for $89 is the life of the rollers is a non-sealed chain still worth some power a nasty piece of power-robbing, sprocket- and hence your chain. advantage. But as the non-sealed chain wears, wearing work compared to the lightweight it absorbs more power as heat loss, and the long-lasting joy of a $180 X-ring. Given the advantage disappears. choice, always buy a gold chain. They are Joining links can still cause headaches. usually only 10 to 15 bucks more, but the Unless you have a good reason to remove the plating prevents rust and makes cleaning chain frequently for cleaning, I’d suggest a easier as a result.

GO ON, CHANGE IT! Swapping sprockets is a simple enough job with few basic tools. The most difficult part is Use Loctite on the sprocket bolts, as loose bolts can removing the countershaft sprocket nut, and DIY destroy a rear hub. avoiding losing skin on the rear sprocket. TIPS… There are two common ways to remove the countershaft nut. The old method was to have Sprocket bolts don’t take kindly to being over an assistant stand on the rear brake while you tightened, even a small amount. Put a set of used a long bar and socket. The folding tab high-quality replacements on your shopping list needs to be knocked back with a cold chisel when you buy a sprocket. and if there is Loctite, some heating will help to make the nut shift. You need to stand on the Loose sprocket bolts will destroy a rear hub rear brake quite hard to make this work. The faster than you know how to spend $400-$800 advent of cheap air compressors and impact on a replacement. It doesn’t take long to check (rattle) guns from hardware stores means the bolts before each ride, so get into the habit there is now an easier method. Leave the chain of it. on and have an assistant stand on the top of the chain to keep it tight while you loosen Some type of mechanical self-locking nut is a the nut. It’s only the shock of the hammering must for rear sprockets. Be aware that self- action that loosens the nut. So by keeping the locking nuts do wear out after chain taught, all of the impact is acting on two or three tightenings. the nut. Don’t be tempted to put the machine in gear as the rotating hammering action will For the few bikes that still use a circlip to retain be lost on the gearbox gears, not on the nut. the countershaft sprocket, a bead of silicone will And using a section of chain curled up and provide cheap insurance against the clip being jammed into the cases is also a good way to flicked off. break a case. While the rear wheel is out, remove the Replace the folding tab that mechanically locks chain adjusters that run into the swingarm the countershaft nut rather than relying solely and apply some anti-seize. There’s no telling on Loctite. It’s such a critical fastener, overkill when they will be out again. does not exist here.

Use a long ring-spanner to loosen the sprocket TOOLS bolts’ nuts before you start turning the Allen- head. The Allen-head is only for holding and loosening, not tightening.

Look for blackening around the bolt heads during your post-ride wash. If you can see it, chances are the bolts are loose and fretting. If you have an Allen key set, ring spanner, Loctite and a 24, 27 or 30mm The sidewall height of a tyre will affect gearing. socket to suit your rear axle nut and A 110/80-19 will have a smaller rolling diameter Placing silicone on the circlip countershaft nut, then there’s no than a 110/90-19, thus shortening the gearing. excuse for you not to experiment that retains the countershaft nut will prevent it flicking off. Conversely, the 90-profile is taller and will with different gearing combos. require you to gear up to counteract its affect.

120