dingy

posted at http://www.largiader.com/articles/torque.html See red highlited text towards bottom for probable answer to your question. See link below for various torque vs. Horsepower graphs http://www.dynoperformance.com Torque vs. Horsepower If you've been around motorized vehicles for any length of time, you have probably been exposed to the great torque vs. power debate at some point. If not, it goes like this: "Torque is what makes a bike accelerate, not power." "Wrong." Torque and power are inescapably linked by the fact that horsepower equals torque (in ft-pounds) times RPM divided by 5250, so people who talk as if they are independent are full of it. If you have a given torque curve for an engine, you have the horsepower curve also. Knowing how these two numbers work with each other lets you can poke through some of the BS you might read. First, as usual, a few definitions. Torque is a twisting force applied to an object, like a wheel or a crankshaft. Note that motion is not required for torque to exist! If you stand on a lug wrench that is on a frozen lug bolt, you are applying a torque to that bolt even though there may be no movement. For our purposes, we will consider that torque is measured in pounds-force feet (lbf-ft) meaning the equivalent of a given force, in pounds, acting on the end of a lever of length in feet. For example, standing with 180 pounds body weight on a lug wrench one foot long yields 180 lbf-ft of torque. A child of 90 pounds standing on a two-foot lug wrench applies the same torque. Work is the application of force over a distance. Unfortunately, the units used are the same (pounds times feet) but we write this as ft-lb just to distinguish it. The real difference is that in this case, the "feet" part means feet of movement. If you push on a car with 100 pounds of force and maintain that for 30 feet, you have done 3000 ft-lb of work. An easier example is lifting a weight (in pounds) a given distance (in feet). If you use some sort of mechanical advantage, like a winch, you will do the same amount of work because by halving the effort required, you will have to double the distance through which you apply the force to achive the same objective. Power is the application of work within a finite time. 550 ft-lb of work in one second is one horsepower. So, let's first go through the numbers to get from torque to horsepower. Pushing with 87.5 pounds (force) on the end of our 1-foot lug wrench applies a torque of 87.5 lbf-ft. No motion yet, so no work and no power. But now let's say the lug bolt loosens slightly and starts to turn, but that same 87.5 pounds of force is needed to keep the wrench turning. For every revolution of the wrench, you are applying 87.5 pounds of force over a distance of (2 * pi * 1 foot) or 6.28 feet, the circumference of the circle that your hand is making, for a total of 550 ft-lb of work. It's only when this system is actually moving that work is being performed. From here, it's a quick step to say that if you work fast enough to turn that wrench once per second, then you are doing 550 ft-lb of work per second, which means you are applying one horsepower. By the definitions we can see that HP is directly proportional to torque and RPM. "Directly proportional" means there may be a multiplyer involved, so let's find it using our example numbers, remembering that 1 revolution per second is 60 RPM: torque * RPM * constant = hp 87.5 lbf-ft * 60 rev/min * X = 1 hp X = 1 / (60 * 87.5) = 1/5250 torque * RPM * 1/5250 = hp hp = (torque * RPM) / 5250 For internal combustion engines, torque is always given at a certain RPM because they can't generate any torque when they aren't moving. Once they are running fast enough to sustain their own operation, the force that they are exerting against a load can be measured, and the speed at which they are turning can be measured, so the torque (and therefore power) numbers become known. So, if there is such a fixed relationship between torque and power, why do some people say that a certain engine has lots of power, but no torque? Remember that the connection between torque and power is rotational speed. A sportbike motor might generate 150hp at 14,000 RPM but the torque at that RPM is very small; about 53 ft-lbs. In comparison, a large-displacement twin might peak at 100 hp at 7000 RPM. The torque applied at the twin's 7000 rpm, 75 ft-lbs, is greater than the torque applied at the sport bike's 14,000 rpm but the sport bike makes up for it with a lot more engine speed and ends up with more horsepower. The street, though, complicates things because the sport bike will probably not be ridden at 14,000 RPM. At 5000 RPM, the twin would likely have more power. This is an artificial handicap; the sport bike wasn't meant to be ridden at that speed since it generates its power by sending the RPM part of the equation sky-high. For street riding, the twin is easier to ride, less prone to stalling as you pull away from a light, and you get that satisfying "oomph" when you twist the throttle. But as the RPM increases, the twin runs out of breath and the race bike, although the torque is low and probably getting lower, continues to make more and more power until it hits its peak at 14000. Engines are designed for their intended use. Our twins are designed to yield fairly high torque values at low RPM, because this makes them easy to ride in day-to-day life, and Harley-Davidsons have their torque concentrated even lower in the RPM range than BMWs do. Low-end torque is accomplished by several design traits, one being small valves and intake tubes which create high air velocity into the cylinder for good fuel mix at low speed. Those effects tend to become a restriction at high RPM, which means that engines intended for high RPM end up with larger valves, larger air intakes, smaller cylinders and other things that let them continue to breathe when other engines start to gasp. Race bike engines have fairly small displacement, which limits the torque that can be produced at the crank. They apply that torque at much higher speeds to get high horsepower (and who can argue that those bikes don't accelerate quickly?). To a lesser extent, BMW varies these techniques for different bikes. The GS series has narrower intake tubes to give a faster intake charge, giving better fuel/air mixing and better torque at low RPM. Since this becomes a bottleneck at higher RPM, the "power" engine in the RS and RT bikes have larger intake tubes. Swapping the GS tubes into an RS or RT is a common retrofit, as it makes the bike torquier at low RPM where most of us ride. Newer technology in cars, like variable valve timing and variable intake tract length, can give motors the best of both worlds by increasing torque at higher RPM without giving it up at low RPM. Incidentally, Honda has variable valve timing on a motorcycle now. But to get back to the main point, it is power that moves our bikes down the road. Yes, torque provides the pushing force through the drivetrain, but it needs to happen at some given speed, and those two factors define "power." Why does torque drop after a certain RPM? Torque starts to decrease because the engine cannot breathe as well. Due to the speed, the cylinder does not fill with air as well. A designer can get around this problem with "tuned intake" which sets up a resonance to pack the cylinder with air, but it only happens at a certain RPM. The next evolution of design is to make a variable system which packs the cylinders with air at all RPM; this is usually called "variable tuned intake runners" or something like that and involves valves which open and close to create a different size for the airbox and manifold. Why does power continue to increase after torque decreases? Remember that the power is essentially the product of the RPM and the torque. At first, decrease in torque is small and is not enough to offset the increasing RPM, so the overall product still increases. Eventually the decrease in torque becomes large enough that it outweighs the increase in RPM and we see the power start to drop. Because of this, the power peak will always be after the torque peak. A few other well-writen articles illustrate these concepts, although many can be found by entering "torque horsepower" into Google:

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http://i1007.photobucket.com/albums/af193/gdingy101/maytagshirtfront.jpghttp://i1007.photobucket.com/albums/af193/gdingy101/maytagshirtback.jpg Gary, who thinks this ought to be the new VR T-shirt design. This is avaliable online by the way @ www.zazzle.com/maytag_tshirt-235257618400305093 You can add your own picture. $16.95 + shipping $21.95 + shipping printed both sides Gary

I don't envy you. It is a very tight space in there. You don't have to remove cylinder to remove engine. Just remove 12 mm banjo bolt that goes holds clutch line to cylinder. You probably would want to rebuild this cylinder while it is out of bike though. Rebuild kit is around $13.00 from thundervalleypower.com. Attached are three pictures of clutch cylinder. First two are from a 1300 engine I pulled today. Engine is still very dirty. Clutch slave is still attached to block. Last one is picture from my 1200 with the cylinder removed. This is looking up at it. Oil pan opening is on bottom left, stator opening on top left for reference. Gary

Q: Where can men over the age of 60 find younger, sexy women who are interested in them? A: Try a bookstore-------under fiction. Q: What can a man do while his wife is going through menopause? A: Keep busy. If you're handy with tools, you can finish the basement. When you are done you will have a place to live. Q: Someone has told me that menopause is mentioned in the Bible. Is that true? Where can it be found? A: Yes. Matthew 14:92: "And Mary rode Joseph's ass all the way to Egypt." Q: How can you increase the heart rate of your 60+ year old husband? A: Tell him you're pregnant. Q: How can you avoid that terrible curse of the elderly-----wrinkles? A: Take off your glasses Q: Seriously! What can I do for these crow's feet and all those wrinkles on my face? A: Go braless. It will usually pull them out. Q: Why should 60+ year old people use valet parking? A: Valets don't forget where they park your car. Q: Is it common for 60+ year olds to have problems with short term memory storage? A: Storing memory is not a problem, retrieving it is a problem. Q: As people age, do they sleep more soundly? A: Yes, but usually in the afternoon. Q: Where should 60+ year olds look for eye glasses? A: On their foreheads. Q: What is the most common remark made by 60+ year olds when they enter antique stores? A: "Gosh, I remember these."

http://i1007.photobucket.com/albums/af193/gdingy101/Popeye.jpg Gary, who thinks BoomerCPO is out lookin for Olive Oil http://i671.photobucket.com/albums/vv72/dingy1010/marine.jpg

I am using MS Outlook. How do you delete an email without opening it. I understand not opening attachments, that's obvious. But to delete an email, don't you have to select it first, then delete it. I just tried to arrow down over an unopened one to delete it, but it opened as soon as I stopped moving down with arrow keys. Gary

What page/heading are you looking at? Gary

Attached are a couple of pictures of it if that helps at all. I didn't see it in parts fiche either. Not shown on BikeBandits parts list. Gary

This appears to be a hoax. Not that it isn't very good advice to not open stuff like this. There is nothing currently on McAffee's watch list pertaining to this. http://www.mcafee.com/us/threat_center/default.asp Snopes list it as a hoax. http://www.snopes.com/computer/virus/postcard.asp And Google search shows nothing current. [ame=http://www.google.com/search?q=postcard+from+hallmark+virus&ie=utf-8&oe=utf-8&aq=t&rls=org.mozilla:en-US:official&client=firefox-a]postcard from hallmark virus - Google Search[/ame] Still good advice though. Gary

Since my acquisition of a 1988 parts bike I have been able to add the 1988 brake handle geometry to the previous 1983 brake handle for comparison. See attached PDF for comparisons The leverage for the two handles is identical for practical purposes. There is a .06 mm (.0025") difference. That is totally within the accuracy range considering that I drew these handles from a scanned image. If some one wants to send me an RSV handle scan I will add it. I don't think I will be getting an RSV parts bike anytime. No fast parts on them anyways !! Gary

Now you done did it. Your Going to get Yammer Dan going.

What is the amperage load of the lights being added? wattage/voltage = amps You want to select a fuse based on the weakest component in the circuit. If you are using 14 gauge wire I would suggest a 20 amp fuse, this is then assuming that the entire circuit is wired with wire no smaller than 14 gauge. This includes ground wires. 12 gauge will handle 30 amps. You can always use a larger size wire with a given fuse size. Make sure any switches, fuse holders etc. are rated at the given fuse size. Also, locate the fuse as close to the power source as practical. This cuts down on non fused wire runs. Gary

Never mind then, Problem doesn't exist with no 87A contact. Gary

Walter, Looks very good. One thing I would suggest is a very easy & minor wiring change. I would suggest that if you are not going to use the 87A contact (Normally Closed) on a relay, that you put the power source on terminal 87 instead of 30. The reason I would do this is that when the relay in de-energized, and power is fed to the 30 terminal, you then have the power laying on the 87A terminal. If you haven't used this terminal in your circuit, it is an exposed uninsulated terminal. I have attached a diagram showing the difference. On the top right, the power is on the 30 contact. When de-energized, you can see the power then lays on the 87A contact. On the bottom right, the power is on the 87 contact. When de-energized, you can see the 87A contact is now unpowered. Either way will work, but the top right way is somewhat like having a bare wire laying exposed inside your fairing. To make this change on your relay, simply swap the wires on the 30 & 87 terminals. Gary

http://www.venturerider.org/forum/showthread.php?t=42853 Look towards bottom of this thread. One of the charts and graphs I love so much. Gary

Here is one at Pinwall Cycle. Go to Ebay.com Search on 190094868010 14.95 + 4.98 shipping Gary

I have attached a PDF file of the 83's wiring with the Audio power plug highlighted with a red 'cloud'. Your radio will probably have two power inputs. One will be a constant 12VDC source, this one is to keep clock & memory working. 2nd will be a switched 12VDC source. This one turns radio on & off with key. Inside the 'cloud' in the PDF file is the schematic of the connector that I posted picture above. You will need to remove the headlight to find this connector, or you may see it under the left fairing cover where I showed radio The Red/Blue wire at this connector is the constant 12VDC. The Red wire is the switched 12VDC. The Black wire is ground. Cut the connector off & wire a fuse into each of the 12V sources. The size of these fuses will be shown in Radio instructions if you have them. You will add the fuses per above comment that are shown inside 'cloud' in PDF file. Gary

Here is a thread related to him, but email in it is not valid. http://www.venturerider.org/forum/showthread.php?t=41374&highlight=INPUT Gary

Below is a picture of the audio power terminal. It is located in headlight housing. Picture is of terminal from my old 83 harness. Gary

http://www.venturerider.org/forum/showthread.php?t=42358 Here is wiring diagram link. You want 1983 Venture XVZ12TK There are two versions of it. One shows all the wiring harness connectors, other is simplified version. Gary

Attached is Tech Notice from Yamaha on fixing oil leak in MKI's Gary

19/20 on signs 16/20 on collisions Why did I get red x'ed on one below? There are two Yield signs. Gary

Here is picture of cheap radio I installed in place of stock one. Was $20 at local junkyard. Took some McGyvering to close up cover that had stock radio in it. I have a separate cover for parking when it might rain. Gary

Aw shucks, I tried. Gary