{"id":234,"date":"2025-03-12T09:39:58","date_gmt":"2025-03-12T08:39:58","guid":{"rendered":"https:\/\/bosniarallye.paulwuehrer.com\/en\/?p=234"},"modified":"2025-05-22T12:53:25","modified_gmt":"2025-05-22T11:53:25","slug":"das-motorrad-episode-drei-das-ritzel","status":"publish","type":"post","link":"https:\/\/bosniarallye.paulwuehrer.com\/en\/2025\/03\/12\/das-motorrad-episode-drei-das-ritzel\/","title":{"rendered":"the bike – episode 3: 15 teeth"},"content":{"rendered":"\n

Sprocket Change: From 16 to 15 Teeth \u2013 Fine-Tuning the Gear Ratio<\/strong><\/p>\n\n\n\n

Today, a small but effective upgrade was on the agenda: I replaced the front sprocket of my bike from 16 teeth to 15 teeth<\/strong>. At the same time, I also rotated the chain tension blocks<\/strong> to optimally adjust the chain tension. The entire conversion took approximately 30 minutes<\/strong>.<\/p>\n\n\n\n

Why the Smaller Sprocket?<\/strong><\/h3>\n\n\n\n

Switching to a smaller front sprocket changes the gear ratio, making the bike more agile<\/strong> and more responsive to throttle inputs. At the same time, the engine revs higher at the same speed, which provides advantages in technical terrain or tight cornering sections.<\/p>\n\n\n\n

Technical Implications<\/strong><\/h3>\n\n\n\n

The gear ratio is determined by the relationship between the rear sprocket and the front sprocket:<\/p>\n\n\n\n

    \n
  • Before:<\/strong> 42:16 = 2.625<\/li>\n\n\n\n
  • Now:<\/strong> 42:15 = 2.8<\/li>\n<\/ul>\n\n\n\n

    The top speed is affected by the change in gear ratio. The original top speed was 205 km\/h<\/strong> with the 16-tooth sprocket<\/strong>. To calculate the new theoretical top speed, we use the ratio of the gear changes:<\/p>\n\n\n\n

    New Vmax = Standard Vmax \u00d7 (old gear ratio \/ new gear ratio)<\/strong><\/p>\n\n\n\n

    New Vmax = 205 km\/h \u00d7 (2.625 \/ 2.8)<\/strong><\/p>\n\n\n\n

    New Vmax \u2248 192 km\/h<\/strong><\/p>\n\n\n\n

    This means a slight reduction in top speed while simultaneously improving acceleration.<\/p>\n\n\n\n

    Installation and Important Notes<\/strong><\/h3>\n\n\n\n

    Changing the sprocket is not rocket science, my points to follow:<\/p>\n\n\n\n

      \n
    • Tighten the sprocket nut to 100 Nm<\/strong>.<\/li>\n\n\n\n
    • Use medium-strength Loctite<\/strong> to prevent the nut from loosening due to vibrations.<\/li>\n\n\n\n
    • After installation, adjust the chain tension<\/strong><\/li>\n<\/ul>\n\n\n\n

      And another tip\u2026 check three times whether you have the pinion gear on correctly, as it is misaligned and does not run centrally\u2026 I had to learn the hard way and now have grinding marks on the engine block because I had installed the sprocket the wrong way round.<\/p>\n\n\n\n

      As always, if you want to reach out – servus@paulwuehrer.com or use the comment function<\/p>\n\n\n\n

      cheers
      paul<\/p>\n","protected":false},"excerpt":{"rendered":"

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