undefined
 |
Parts on backorder, you know... Change the drive ratio The stock sprocket ratio on the 1995 an 1996 800 was 16 front and 46 rear. That was a final ratio of 2.875! Monster torque on low end, but at highways speeds, the RPM was way up there, which led to a lot of vibration (read: discomfort). In 1997, Kawasaki went to a 17/42 sprocket ratio (2.470), which robbed some torque from the bottom end, but decreased the RPM at cruising speed considerably (kicked up the top end some too!). Still, riders complain about the "buzziness" in their hands and feet. Arguably the most popular modification to the 800 is changing the sprocket ratio. Probably the most popular combination is 18/40. This drops the RPM at cruising speed further: With a stock 17/42 setup: 55 MPH = 3250 rpm 65 mph - 3750 rpm 75 mph - 4250 rpm 85 mph - 4750 rpm 18/42 (changing front sprocket only) 55 mph - 3000 rpm 65 mph - 3500 rpm 75 mph - 4000 rpm 85 mph - 4500 rpm 18/40 (changing front and rear sprocket) 55 mph - 2800 rpm 65 mph - 3300 rpm 75 mph - 3800 rpm 85 mph - 4300rpm As you can see, moving from a 17/42 to an 18/40 drops cruising RPM 450 RPM! This translates to a more comfortable ride. Here's a chart to help decide what you might want to do: 16/46 = 2.875 (95 & 96 800A) 17/46 = 2.706 18/46 = 2.555 17/42 = 2.470 (97 and newer 800) 18/42 = 2.333 18/40 = 2.222 17/40 = 2.352 17/39 = 2.294 18/39 = 2.167 17/38 = 2.235 18/38 = 2.111 As you can see, the 18/40 and the 17/38 are virtually identical. The 18/39 and the 18/38 have been determined to be too much of a good thing unless the bike is going to be seeing a great deal of long highway miles; the cruising RPM is dropped way low, but there's decidedly unsatisfactory performance on acceleration.
The Scootworks Belt Drive Conversion Kit (see information on this in the FAQs under "Belt Drive" reference) has a ratio of 2.22; this has been determined to be the ideal compromise between neck-snapping takeoff and long "legs" for cruising. Oddly enough, this is the exact ratio of the 18/40 combination... A few words of advice; when changing the sprockets, changing the chain is a good idea. Always use a good-quality O-ring or X-ring chain (the difference is in the shape of the sealing rings; O-ring chains use O-rings, X-ring chains use an X-shaped ring). The 800 uses a 114-link chain, and using one with a master link makes changing much easier. If going as low as a 17/38 combination (such as when an 18-tooth front sprocket is not available), the chain must be a 112-link. Also, always use steel sprockets; never aluminum! There are those who have failed to heed this admonition, much to their dismay not too far down the road... As of this writing, Sprocket Specialists are the only source for an 18-tooth front sprocket for the Vulcan 800. Renthal makes one, but I've been unable to find a vendor who handles them. An excellent source for sprockets other than the 18-tooth front is Dennis Kirk. Coming soon; an Illustrated Manual for changing the sprockets.
 
All rights reserved
|
