Bikesrepublic

chain

  • The motorcycle chain is the most common type of final drive.

  • More specifically, it’s known as the “roller chain.”

  • There are also different sizes to consider.

The motorcycle chain is the most common type of final drive. More specifically, it’s known as the “roller chain.”

As with all motorcycle parts, there are plenty of misinformation and confusion about them, so let’s get down to the basics.

The parts

The roller chain is a series of interconnected pins (also called rivets). These pins are covered by cylindrical “rollers” that allow smoother running over sprockets. The rollers are held over both pins by “inner plates.” Next, unimaginatively called “outside plates” connect this one link to the adjacent link. These spaced connections leave holes for the teeth on sprockets to fill.

So far so good, right?

Grease or lubricant is usually filled under the rollers. This is why higher end chains have “O”- or “X”- or “XW”-rings to keep the lubricant inside.

The drivechain design has stayed the same since its invention because it operated on an elegantly simple principle. The only things that have changed are better metallurgy and sealing.

Sizes

What does it mean by a 520 chain? Or 525? Or 428?

The first number for example, “5” is from the pitch, which is the distance between the centre of the two pins. It’s a “5” in this case because it’s 5/8 of an inch. Yes, unfortunately chain sizes are stuck in in Imperial measurements.

Next, the 20 means the width of the roller.

Considerations

While both pitch and width are listed as ANSI standards, it’s best to buy chains according to the chain manufacturer’s recommendation for your bike, since the rollers may have different circumferences.

  • Pacuan akhir adalah pengagih kuasa dari enjin ke roda belakang.
  • Tiga jenis yang paling biasa digunakan adalah rantai, tali sawat, dan aci pandu.
  • Setiap satu mempunyai kelebihan serta kelemahan masing-masing.

(more…)

  • The final drive is what transmits power from the engine to the rear wheel.

  • The three most common types are chain, belt and shaft drives.

  • Each has its own pros and cons.

The final drive is the component which transmits the engine’s power to the rear wheel. The three most common motorcycle final drives use chains, belts or shafts.

Let’s discuss on not only how each function, but the pros and cons too.

CHAIN

The chain drive is the most widespread method of driving the rear wheel of a motorcycle. In fact, it was the method of driving early cars, after the belt drive, and is still used to drive go carts today.

Although the roller chain was patented by Hans Renold in 1880, Leonardo Da Vinci sketched it in the 16th century. Roller chains have since been utilized in a myriad of power transmission applications, but it’s most well-known for motorcycles since the chain is in plain view.

A clean and well-maintained chain constitutes very little parasitic power loss and can transmit up to 98% of the engine’s power. Besides that, they could withstand high power and high torque.

Pros

Easy installation and replacement. It’s best to replace the chain, countershaft sprocket (front) and rear sprockets at the same time, but the rear wheel doesn’t have to be removed if the rider so chooses to replace the chain only. The same principle applies should the chain break.

Easy to alter the ratios. Feel your engine is revving a little high and the vibration is getting to you at your favourite riding speed? Just opt for a taller final gearing by using a smaller rear sprocket or a slightly larger front sprocket (it’s better to use a larger front than a smaller rear sprocket, if possible). Need more acceleration at the track? A larger rear sprocket will do.

Cons

Intensive maintenance: Chains need more maintenance than their belt and shaft counterparts. They need to be cleaned and re-lubed usually every 400km, besides periodic adjustments. How long a chain lasts depends on many variables especially on how one cares for it. Chain care itself is a variable since different riders use different cleaning agents and lubricants, for example.

Dirty. Cleaning the chain is a dirty job in itself, hence causing many riders to just ignore it. Spray on too much lubricant will cause it to be flung all over the rear end of the bike and rider.

Low lifespan. Compared to belts and shafts.

BELT

Belt drives are pretty much utilized only by cruiser manufacturers such as Harley-Davidson and Indian Motorcycles these days. There are a few heavyweight Japanese cruisers that use belts, but it’s uncommon.

Pros

Easy maintenance. A belt just needs cleaning by hosing off the road grit. There is no need for lubrication.

Unobtrusive operation. A belt is low noise, especially when compared to an unlubricated, unadjusted or old chain. A belt drive also does not fling chain lubricant all over the bike and rider.

Long service life. For example, Harley-Davidson recommends that the drive belt be replaced at 90,000 km (60,000 miles). Belts that have cracks should be replaced sooner but still, that’s a lot of mileage!

Cons

Difficult installation. Replacing the drive belt on a Harley-Davidson requires the removable of the swingarm, outer primary cover and inner primary cover. So if in the unlikely case of it breaking, you’re stranded.

Difficult to alter gearing. A belt’s length corresponds to the recommended sizes of the stock pulleys. Which means you’d need to replace the belt should you want to alter the sizes of the pulleys. And replacing the belt means you need to remove the swingarm, outer…. etc. etc.

Expensive. Yes, a drive belt is expensive. But that’s a trade off against the cost of how many drive chains and sprockets a motorcycle goes through in 90,000 km.

SHAFT

Power is transmitted to rear wheel via a driveshaft, just like a rear-wheel-drive car. The shaft and differential are usually sealed, the latter bathed in oil/fluid.

Pros

Low maintenance: This is the probably the best feature of a driveshaft. The final drive oil, or to be more accurate, the lubricant change interval for the differential is usually unlisted by the manufacturers. However, there are owners who change it at every 40,000km.

Unobtrusive operation. Quiet and not messy. “Shaft jacking” phenomena has been addressed by most manufacturers.

Cons

Gearing cannot be altered. Truth is, it can but the work is so extensive and expensive that it becomes unpractical.

Expensive. If major parts should break.

So, there you have it, the different types of common final drives. There are others such as magnets and direct electric motors but let’s leave that for the future. We’ll touch on the specifics of each system in later articles.

When it comes down to motorcycles, it’s not very often that you hear of a group of bike enthusiasts discuss a motorcycle’s final drive. We are of course referring to the mysterious world of drivetrains. What are drivetrains? Why do we see some manufacturers opt for belt and shaft drives? Is there a reason why the majority of bikes use the chain and sprocket method to transfer the engine’s power to the rear wheel? Let’s get down and dirty with all you need to know about chains, belts and driveshafts.

If you are somewhat familiar with motorcycles, you would know that most of them transfer all the torque and power from the engine through the gearbox before getting assistance from a chain, belt or shaft to get the rear wheel rolling. Without this mechanical ballet, the bike will get nowhere. Below is the breakdown of each individual type. (more…)

Accelerating quicker the easy way through perfect gearing. So where’s the catch?

(more…)

A look into the ingenious Spanish product called Motodock that promises to be the ultimate anti-theft equipment for bikes.

(more…)

Lubricating or oiling the chain, its a must for all chain driven bikes and failure to do so will result in accelerated wear and if not careful a breakdown by a snapped chain. (more…)

Archive

Follow us on Facebook

Follow us on YouTube