Last Update: 20200513
 Local Path: "C:\DAN\DBMS\bikes\Honda\Forza\cvt_fyi.txt"
   Web Path: https://www.dansher.com/bikepix/Reflex/cvt_fyi.txt

The engine rpm, relative to ground speed,
responds in a continuous, dynamic dance
of mechanical input from these five variables:

(1) The centrifugal clutch, is located and
    rotates inside the rear pulley.  Between
    0-20 mph, the increasing clutch rpm forces
    the internal clutch springs to stretch,
    gradually enabling the friction masses to
    contact and drive the clutch output housing,
    the final reduction gear shaft, and ultimately
    the rear wheel itself.

    After 20 mph the clutch is fully engaged and no
    further clutch slippage can occur.  Groundspeed
    is now completely dependent on the interaction
    of the forces below:

(2) The front pulley weights and their position
    from moment to moment.  This position
    is determined by their total mass and
    the engine rpm at any given time.  The
    higher the engine rpm, the more the
    weights fling outwards, causing the front
    pulley to squeeze together, thereby forcing
    the belt to run closer to the outer diameter
    of the front pulley and causing the groundspeed
    to increase for that engine rpm.

(3) The large single contra spring, on the outside
    of the rear pulley (not to be confused with the
    multiple smaller clutch springs). It constantly
    resists the action of the weights in the front
    pulley.  At lower engine rpms, the contra spring
    overpowers some or all of the effect of the weights,
    squeezing the rear pulley together, forcing the
    belt to run closer to the outer diameter of the
    rear pulley, and causing the ground speed to
    decrease for that engine rpm.

(4) The belt is fixed length and cannot stretch.
    All power passes thriught the belt "shoulders."
    When the forces of (2) are superior (i.e., at
    higher engine rpms) to those of (3), then the
    belt forces the contra spring to retreat and
    the rear pulley opens up, thereby causing the
    effective overall "gear ratio" to yield higher
    ground speed at the current engine rpm.

    At lower engine rpms, the forces of (3) prevail
    and the contra spring reasserts itself, causing
    the effective overall "gear ratio" to yield
    lower ground speed at the current engine rpm.

    The opening and closing of both pulleys is an
    unfelt, continuous process that acts across a
    wide range of engine rpms and ground speed.

(5) Another pair of factors affecting (4) is the
    tension-effect on the belt caused by throttle
    opening and also by the rear pulley when coasting.
    Neither has much effect on ground speed relative
    to either (2) or (3).

The Owner/Rider can easily and inexpensively ($50)
make changes to the variatior weights in (2).

Lighter weights than stock will increase acceleration
by raising engine rpms within the midrage of ground
speed.  Top speed will not change, provided that the
new weights have sufficient total mass to force full
retreat of the contra spring prior to engine redline.

EOF