Picture courtesy of: http://sub.allaboutcircuits.com/images/02135.png
The initial torque and gear speed coming off the new diesel engine will be much higher and lower respectively than the original gasoline engine off the motorcycle. Therefor, we must transfer the torque of the drive shaft of the engine into added RPM, in order to match the RPM and torque of the original motorcycle's transmission, easing the necessary modifications made to the drive train. In the diagram above, the high torque, low RPM large gear will be directly mounted to the drive shaft. The smaller gear will in turn be mounted to the input of the clutch assembly, where it will rotate many times in the time it takes for the large gear to rotate once, as can be seen in the figure below, where gear B rotates twice in the time it takes for gear A to rotate once, due to the 2:1 gear ratio of A:B. The torque of the gears are also a direct proportion equal to the gear ratio, meaning that the torque of gear A is double that of gear B. Again, gear A, the larger one, will be attached to the drive shaft of the engine, and the small one will transfer force to the
The 86 VFR 700 frame that I am using originally was mounted with a 94/76 Chp/Bhp engine capable of a torque of 76 Lbs/ft @ 7500 RPM. Any diesel engine I use will have more than 76 Lbs/ft of torque, but at a lower RPM. This means I will have to ensure that the engine is strong enough to actually move the vehicle.
http://www.sci.brooklyn.cuny.edu/~kammet/gear_notes.pdf
The gearbox converter design will be 3 gears intended to convert this high toque low RPM power band of the diesel to the inverse, while still maintaining the correct shaft direction.
The transmission will be linked to the drive sprocket with 530 chain, and the counter drive sprocket will have 16 teeth to match the original motorcycle. The chain drive is adaptable, and if the engine is too weak to turn the wheel at the desired torque or rpm, changes can be made more easily to the sprockets than the transmission or engine.
http://www.sci.brooklyn.cuny.edu/~kammet/gear_notes.pdf
The gearbox converter design will be 3 gears intended to convert this high toque low RPM power band of the diesel to the inverse, while still maintaining the correct shaft direction.
The transmission will be linked to the drive sprocket with 530 chain, and the counter drive sprocket will have 16 teeth to match the original motorcycle. The chain drive is adaptable, and if the engine is too weak to turn the wheel at the desired torque or rpm, changes can be made more easily to the sprockets than the transmission or engine.