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<blockquote data-quote="Tom Gaynor" data-source="post: 6447" data-attributes="member: 4034"><p><strong>Torque</strong></p><p></p><p>What MAY have made a difference at Chimay was a change of technique. Now I had a torque curve: about 35 at 5200, dropping to 32 at 7200, then falling off much more rapidly thereafter. Ah ha!! There was obviously no point in revving to the mechanical limit, since the grunt was rapidly diminishing. So I shifted at about 6500-7000, only letting it run in top. (The other lesson was that an old fashioned Peel Mountain Mile fairing with a high screen pays off handsomely over 120 mph. I'm damned if I can think of any other reason it should have gone much faster than nominally quicker short-strokes.)</p><p>Apropos transmission: I use a belt drive, Newby clutch, and a Schaffleitner replica six speed running (as were the five and four speed that preceded it) on ATF.</p></blockquote><p></p>
[QUOTE="Tom Gaynor, post: 6447, member: 4034"] [b]Torque[/b] What MAY have made a difference at Chimay was a change of technique. Now I had a torque curve: about 35 at 5200, dropping to 32 at 7200, then falling off much more rapidly thereafter. Ah ha!! There was obviously no point in revving to the mechanical limit, since the grunt was rapidly diminishing. So I shifted at about 6500-7000, only letting it run in top. (The other lesson was that an old fashioned Peel Mountain Mile fairing with a high screen pays off handsomely over 120 mph. I'm damned if I can think of any other reason it should have gone much faster than nominally quicker short-strokes.) Apropos transmission: I use a belt drive, Newby clutch, and a Schaffleitner replica six speed running (as were the five and four speed that preceded it) on ATF. [/QUOTE]
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