And as far as tuning, you’re best bet for performance is to set clutch engagement at peak TQ.
IMO if the engine makes peak torque at 3000 RPM, for top performance, the clutch engages at 3000 RPM.
If peak HP is at 4500 RPM, you want to stay around 4500 while the CVT is shifting through its range, then rpm will continue to climb as speed increases past peak HP until you reach top speed
Ok so RPM is another thing that makes me go huh. Currently the (standard) 2200 RPM engagement speed is lower than my li’l engine’s peak TQ which is listed as 3000 or 3250 RPM depending on which spec sheet you go by. Unfortunately I’ve never found a graph anywhere that actually shows the torque or HP. I’m guessing based on other small industrial stock engine curves the HP should continue increasing and peak somewhere in the mid 4000 RPM range when ungoverned as mine is.
So knowing full well I’m still over-geared what advantage might I expect to see by bumping the engagement speed up to 3000 RPM with a set of white springs? Will it also raise the RPM speed closer to peak TQ during acceleration or just during initial take off from dead stop?
My max RPM was 6400 at top speed with the old centrifugal clutch & chain setup, now it maxes out at 3550 RPM. Am I correct in assuming that simply raising the engagement speed to match the peak TQ will have no affect on max speed/RPM?
Should I only expect to see the RPM increase beyond 3550 once I reach that mystic ‘Ample’ sprocket ratio Comet says is required for maximum CVT performance?, that is providing the engine has enough power to begin with. I’m not expecting it to ever reach the RPM it did with the clutch due to losses in belt efficiency and slip however a little increase would be welcomed.
A lot of assumptions there and Yes I’m well aware of what happens when one assumes hence all my questions.
