Re: World of Sprockets!

Has anyone fitted a duke 43T rear sprocket on a karizma? is it a direct fit? i'd like to increase the acceleration a bit on my zmr and do not want to change the front sprocket..
Also can anyone tell me if 43T would be too much and i should go for 42T

Re: World of Sprockets!

Lot of info...... Surprised !!!
Could have tried under gearing my sold pulsar. 😞

Re: World of Sprockets!


Anybody has these images? the links are not working
if anybody could help it would be great

Re: World of Sprockets!

Hi,

I reuploaded these images again to a new site, and thus the links are all new.

Actually, Imageshack, the previous image hosting site that I used, had refused all free accounts. That's why old image links were useless.

But all is solved now. Please visit Page No. 1 and see my post again. Sorry for the trouble. TC.
Best Regards,
S.



@ Others: Guys, I'll respond to each one of your queries (whichever I know about), once I get a little time... Sorry for late reply. Will be more active here...

Re: World of Sprockets!

Most don't fiddle with the front sprocket, though it's cheaper to replace the front sprocket, the spline on the output shaft can differ from motorcycle to motorcycle and can cause fitment differences. By overgearing, you definitely some low end, but the bike will surely feel sprightly mid range and overall top end pull will be improved. Though a word of caution, the difference won't be substantial, but you will definitely feel the bike more rev friendly.

The old Duke 200 has a four hole 43 sprocket, while the ZMA is 34/40 IIRC, so you're effectively undergearing the sprocket setup, This would mean, you're reaching the desired speed faster and you'd also get a bump in low end torque, but the vehicle will be stressed when doing sustained top speed runs.

Cheers!
VJ

Re: World of Sprockets!

There are hardly any bikes with 16T front sprocket. Just some RX135 or so.

Its better to choose a smaller sprocket at the rear, to overgear your setup. Try getting a 42 teeth sprocket which matches your bike's chain pitch and fitment.


If you're using your bike mostly at a city level, and you're light on the throttle, there should be no substancial difference in mileage because you shift lesser gears and this helps.
Often, only highway mileage is negatively affected by undergearing..

You may try using 37 teeth from old Pulsar 220 DTSFi, or 38 teeth from old Pulsar 200 DTSi, or 39 teeth from Pulsar 180 UG4. All these should fit directly.

But remember one thing, if you're getting a whole new kit (which is recommended), your chain should have same or more links than before to accomodate the bigger sprocket...

RULE: If you install a longer chain, you can adjust it. BUT you can't install a shorter chain, or if it installs, it will remain tighter than usual, causing more wear and tear..


So, you can go for 38 teeth at max for now, only if the chain has same number of links. Check this while purchasing... I think it should be same.

----consecutive posts auto-merged-----

1. Not too much. You can always choose 1 gear lower in any situation. For example, if you could do 3rd gear through a hilly section, after overgearing you could use 2nd gear. No big deal at all.
Of course, this depends on how much overgearing you're going for. 1 teeth at front, or 2-3 teeth at rear is the "optimal gearing change" in my opinion. Its definitely noticable, but not drastically so.
2. Well, yes, the rpm will be lesser at that speed, so you will probably lesser vibrations and stress.
3. I had changed 3 teeth years ago on my now sold Pulsar 180 UG3. I don't remember my experience on the Pushkar hills, but I can say there wasn't any cause of worry.
4. They're available as a kit, from Rolon. You could try negoatiating with a after market seller for such a deal, the official service center might not entertain you.


If you're sure its 14 teeth at front, try fitting the 15/43 setup from Pulsar 180 UG3, I think it should fit, but I'm not sure.

Don't purchase it instantly, try fitting a used, disposed kit first... Do let me know what happened.


The newer P220, which is Dtsi, (its already getting older) has 36 teeth on .520 pitch...

On rear sprocket, 1 teeth results in almost no noticeable change. Its not worth taking the trouble, for just a little over/undergearing that you can't even notice.


Thanks for the info. I will update the first post with your info, so that others may be benefitted. I will add credits to your name too.


[QUOTE=sweeney76;1328517]Well, 6 mounting holes are hard to find.
If you're prepared to make more changes to the wheel and move to a 4 hole setup (it exists in Duke 200 itself), then you can fit in a P180 UG4's sprocket.

Apart from that, if you want to stick with a 6 hole setup, try all the 250cc+ bikes, most of them do have a 6 hole setup.


However, please note that Duke 200's speed is electronically limited to 137 kmph or so. Overgearing can't help you bypass this limitation. Please contact your mechanic for more info on this.
You will however be able to have a more relaxed ride engine wise, with possibility of higher highway mileage too.

[MENTION=74943]Vyshakh[/MENTION] Thanks for the info. But I wish to add that Rolon is the official parts supplier for most motorcycle chains and sprockets in India... There's a high possibility that your bike already has Rolon sprockets and chain.

Re: World of Sprockets!

Thanks Samarth. Appreciate the help.

Re: World of Sprockets!

Thanks a lot Samarth

Re: World of Sprockets!

Hi, i own a pulsar 200ns. I have a different breed of engine transplanted on it. Its running on a Doh cams, head,timing chain and bore from KTM duke 200 with k&n R1100 with a leo vinci replica exhaust.. Sokn after the transplant i could feel a drastic change in initial pickup,its lighting quick untill 100kmph, but it was restricted just to 120 kmph mark and vehicle struggles to clock more.It was running on stock pulsar200ns sprocket. To achieve top speed i switched the rare sprocket to the ones from p220.But still i don't see any difference. I am confused, weather to switch the Front sprocket . I would be glad if i get some help with the right sprocketting combination in order to chern the max power into speed.

Re: World of Sprockets!

Ns200 has a slight taller gear ratios than the KTM. So logically it should have a better topspeed. It seems like the engine is not producing enough power at high speeds. There should be a problem in the engine tuning. Are you using a carburettor? And what about the exhaust? What is engine rpm at its top speed.

Re: World of Sprockets!

How do I get better top end on my Fz25?

Re: World of Sprockets!

You must choose a smaller rear sprocket for a better top end. The rear sprocket must have lesser number of teeth than before.

Its a new bike so not much info on it. Just try combinations and let me know what works out, I'll add it to first post so all may benefit.

The electronics on Duke 200 restrict it from going beyond 137 kmph. I hope you've not shifted to them.. ? But it seems unlikely as you couldn't go much beyond 120 kmph.
From the internet its difficult to judge what issue you may be facing w.r.t top speed, but I'll try to understand.


But there's one thing I can confirm- if you have not changed the gearbox or sprockets (before the p220's sprocket), then the gearing won't change, and on a powerful machine you should be able to do 140 kmph+... Because P200ns does it in stock condition.

What you might be facing is imbalanced combustion, which is NOT related to gearing.
Often, in modifications, these problems may occur and they mostly occur at top rpm, because that's where the imbalance is at its peak.

In engine, Air works on the physics related fundamentals of vaccum, flow, pressure, compression, etc and its advisable to streamline the entire setup at once.
Exhaust, if good quality will help. But most companies make an exhaust for direct fit, without any other modifications... If you modify further, the balance may get disturbed.

I didn't understand "Bore from Duke 200", because they're the same in both bikes, right?


Secondly, if all else is right, you may be running a terribly lean Air Fuel Ratio (AFR)... There's high chance of this.
Does the bike heat up a lot now? Well, if yes, that's a proof.


Since you went for K&N, I can surely say that there is increased Air inflow. Did your mechanic compensate for the increased air flow with increased fuel as well, by tuning the Fuel injection?
If not, then get this done first. Get a good mechanic to correct the AFR, then only ride the bike hard. Tell your mechanic to use a CO machine to measure various exhaust gases to determine the AFR. Lean tuned AFR is not good for engine life.


Once your engine setup touches the same old 140-145 kmph (on console, without any re-gearing) with good acceleration, then you may choose sprocketing to balance out the acceleration....
Don't do it now, as the engine may not be making enough power, or working under stress. Focus on engine health first.


All this is a little off topic. So, try opening a thread in Help Me Section and tag me so I may help you there...

Re: World of Sprockets!

Yes i am using the same old carburettor from ns. I have attached a picture of my exhaust below. When i was running on stock ns sprocket with transplanted engine i could clock 0-100 mark within 7secs with 10500 rpm limit reving super quick ,but once it clocks 100 it slows down.. Now that i have installed p220 rare sprocket i have a comparitively less rpm rev and initial speed and top end is restricted to 120-130 max. This engine was designed thinking it would reach 150 mark with ease. Kindly help me out to set my bike to the pourpouse it was built for.

Re: World of Sprockets!

[QUOTE=Samarth 619;1338737]You must choose a smaller rear sprocket for a better top end. The rear sprocket must have lesser number of teeth than before.

Its a new bike so not much info on it. Just try combinations and let me know what works out, I'll add it to first post so all may benefit.



The electronics on Duke 200 restrict it from going beyond 137 kmph. I hope you've not shifted to them.. ? But it seems unlikely as you couldn't go much beyond 120 kmph.
From the internet its difficult to judge what issue you may be facing w.r.t top speed, but I'll try to understand.


But there's one thing I can confirm- if you have not changed the gearbox or sprockets (before the p220's sprocket), then the gearing won't change, and on a powerful machine you should be able to do 140 kmph+... Because P200ns does it in stock condition.

What you might be facing is imbalanced combustion, which is NOT related to gearing.
Often, in modifications, these problems may occur and they mostly occur at top rpm, because that's where the imbalance is at its peak.

In engine, Air works on the physics related fundamentals of vaccum, flow, pressure, compression, etc and its advisable to streamline the entire setup at once.
Exhaust, if good quality will help. But most companies make an exhaust for direct fit, without any other modifications... If you modify further, the balance may get disturbed.

I didn't understand "Bore from Duke 200", because they're the same in both bikes, right?


Secondly, if all else is right, you may be running a terribly lean Air Fuel Ratio (AFR)... There's high chance of this.
Does the bike heat up a lot now? Well, if yes, that's a proof.


Since you went for K&N, I can surely say that there is increased Air inflow. Did your mechanic compensate for the increased air flow with increased fuel as well, by tuning the Fuel injection?
If not, then get this done first. Get a good mechanic to correct the AFR, then only ride the bike hard. Tell your mechanic to use a CO machine to measure various exhaust gases to determine the AFR. Lean tuned AFR is not good for engine life.


Once your engine setup touches the same old 140-145 kmph (on console, without any re-gearing) with good acceleration, then you may choose sprocketing to balance out the acceleration....
Don't do it now, as the engine may not be making enough power, or working under stress. Focus on engine health first.


All this is a little off topic. So, try opening a thread in Help Me Section and tag me so I may help you there...[/QUOTE [MENTION=11482]Samarth 619[/MENTION] thank you for the usefull information provided, i will work on the things you have told and i will tag you on the thread and keep updating the results.

World of Sprockets!

Buddy it seems like the problem is with the improper pressure wave tuning( ie, matching the intake with the exhaust with respect to combustion). It better for you to refer a little deeper about the combustion process of an engine. The valve timing should match the intake, exhaust and the ignition timing. And also you need to re-jet the carburettor because you’ve changed to a free flow air filter. Otherwise the combustion won’t be efficient especially at high engine speeds. It’s not the problem with the sprocket. It’s better to address this problem in some other engine related blog. May be other guys have done this modification before. Or take the motorcycle to a good tuner.