That is a good approach. However, theoretically the object is not to drop back closest to peak
torque through every gear change, but to change gear at the rpm where the
power before the gear change and the power after the gear change are equal. Or to express this graphically: where the current gear's rear wheel thrust curve intersects the next gear's thrust curve. Remember: power is not only torque x revs, it is also force x velocity.
The graph below shows the acceleration of an Aprilia RSA125 over a distance of 800 m from an initial speed of 50 kmh. The Y-axis scale is determined by the grip coefficient of the tire.
In first gear the clutch is slipped at 12517 rpm which is the rpm of maximum torque. By the way, slipping the clutch will be favourable
each time the revs drop below max.torque-rpm after a gear change, provided the clutch can take the heat and the rider can spare the concentration. But with a racing gearbox this won't be necessary after first gear.
In both the graph and the numeric picture you may notice that in the higher gears the engine is revved a little bit beyond the intersection point, as a compensation for the loss of velocity due to the air resistance because of the power interruption during the gear change. You'll notice this loss between the final velocity in a gear and the initial velocity in the next gear.
Attachment 315342Attachment 315343Attachment 315344Attachment 315345
Bookmarks