2 speed jackshaft or torqueconverter
- Thread starter 5hpminitech
- Start date
Hey 5HP
I have both. If your just looking for all around performence, the torque converter it a all around champ!
I do like the 2 speed though. It looks cool with the 2 chains coming off the clutch. Depending on the gearing it can have a bunch of low end power. And damn good top end. But lacks in midrange power. I bought a brand new comet setup and it shifts to early. Around 12mph it shifts into second and its way to early. I did talk to Brandt at ruppparts.com and he has some springs tha i can swap in the driven clutch to get it to shift around 22mph. And that should work alot better. Im going to keep it on my Trail Horse and just swap the springs.
Last year at windber i had my Cat Dominator with H50 and Comet TAV-2 torque converter, and my Trail Horse with H50 and 2 speed. So i had a good compairison for both.
In the trails, The 2 speed had plenty of low end power to rip up the trails at low speed, but then it shifts to early so it would lack on the straight aways. The torque converter handled the trails like a champ tons of power from low to midrange rpms. it worked perfectly. (I give this one to the torque converter)
On the hill climb the 2 speed was perfect i would get a good running start it would shift into second right before the hill, then about 1/4 of the way up it slowed down and shifted back into first and it finished the hill no problem. The torque converter with a good running start killed it 1/2 way up the hill but then slowed down and didnt finish well. I dont know why but it didnt work real good on the steep incline around the top. (i give this one to the 2 speed)
I had a pulling contest on saturday night with my friends. The 2 speed had more low end power on won against the torque converter.
I had a few races with my friend on my block with both. The 2-speed would keep up with the torque converter off the line but when it shifted the torque converter would pull away. But by the end of the block the 2-speed would come back and pass the torque converter.
On price the whole 2 speed setup is around $100, and a new TAV-2 is about $150 on ebay.
So its really up to you on what one you like. For now i like the TAV-2 better because of the all around performence. But if i get the right springs for the 2 speed to set the stall on when it shifts, I might chainge my mind. Im going to order the parts from Brandt and i should have it all together in a month. Ill let you know how it works.
Josh
I have both. If your just looking for all around performence, the torque converter it a all around champ!
I do like the 2 speed though. It looks cool with the 2 chains coming off the clutch. Depending on the gearing it can have a bunch of low end power. And damn good top end. But lacks in midrange power. I bought a brand new comet setup and it shifts to early. Around 12mph it shifts into second and its way to early. I did talk to Brandt at ruppparts.com and he has some springs tha i can swap in the driven clutch to get it to shift around 22mph. And that should work alot better. Im going to keep it on my Trail Horse and just swap the springs.
Last year at windber i had my Cat Dominator with H50 and Comet TAV-2 torque converter, and my Trail Horse with H50 and 2 speed. So i had a good compairison for both.
In the trails, The 2 speed had plenty of low end power to rip up the trails at low speed, but then it shifts to early so it would lack on the straight aways. The torque converter handled the trails like a champ tons of power from low to midrange rpms. it worked perfectly. (I give this one to the torque converter)
On the hill climb the 2 speed was perfect i would get a good running start it would shift into second right before the hill, then about 1/4 of the way up it slowed down and shifted back into first and it finished the hill no problem. The torque converter with a good running start killed it 1/2 way up the hill but then slowed down and didnt finish well. I dont know why but it didnt work real good on the steep incline around the top. (i give this one to the 2 speed)
I had a pulling contest on saturday night with my friends. The 2 speed had more low end power on won against the torque converter.
I had a few races with my friend on my block with both. The 2-speed would keep up with the torque converter off the line but when it shifted the torque converter would pull away. But by the end of the block the 2-speed would come back and pass the torque converter.
On price the whole 2 speed setup is around $100, and a new TAV-2 is about $150 on ebay.
So its really up to you on what one you like. For now i like the TAV-2 better because of the all around performence. But if i get the right springs for the 2 speed to set the stall on when it shifts, I might chainge my mind. Im going to order the parts from Brandt and i should have it all together in a month. Ill let you know how it works.
Josh
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Good comparison Josh.
I use to run the TAV a while ago. But I have switch to the Salsbury 340 about 3 years back. They can handle a lot more power which is what I needed. Plus you get less slip with this torque converter, then the TAV. Which is why the 2-speed clutch setup was able to pass the TAV at the end.
It's all about slippage.
Normal max torque clutches with a light load and brand new can possibly get 100% lock up. But with more load they slip, and as time goes on they can go down as far as 85% lock up. The TAV never really gets 100%. The best you can get is maybe 90% with a fresh belt. What I have done years ago is cut slight grooved lines in the drive and driven units. This is worth about 5% extra lock up. The better Salsbury TC from the factory doesn't reach 100% lockup either, at the most about 95%. It also needs to be grooved cut for less slipage. But it's a lot more adjustable, and can handle more power.
The good thing about the 2-speed is the chain. Because you don't get any slipage with them. But the drum clutch design is still a poor design, and will start to slip more everytime you ride it. If someone would make a disc clutch 2-speed design that would be best. A multi-disc racing adjustable clutch with two gears, boy would that be lovely. You would get 100% lockup evertime!
I use to run the TAV a while ago. But I have switch to the Salsbury 340 about 3 years back. They can handle a lot more power which is what I needed. Plus you get less slip with this torque converter, then the TAV. Which is why the 2-speed clutch setup was able to pass the TAV at the end.
It's all about slippage.
Normal max torque clutches with a light load and brand new can possibly get 100% lock up. But with more load they slip, and as time goes on they can go down as far as 85% lock up. The TAV never really gets 100%. The best you can get is maybe 90% with a fresh belt. What I have done years ago is cut slight grooved lines in the drive and driven units. This is worth about 5% extra lock up. The better Salsbury TC from the factory doesn't reach 100% lockup either, at the most about 95%. It also needs to be grooved cut for less slipage. But it's a lot more adjustable, and can handle more power.
The good thing about the 2-speed is the chain. Because you don't get any slipage with them. But the drum clutch design is still a poor design, and will start to slip more everytime you ride it. If someone would make a disc clutch 2-speed design that would be best. A multi-disc racing adjustable clutch with two gears, boy would that be lovely. You would get 100% lockup evertime!
wow josh thanks exactly what i wanted to know i have two big bikes a ruttman pack mule and what i think is a harrison slightly bigger both are projects know but they both have jackshaft mount never messed with them on my other bikes also if your 2 speed has like a 4 inch clutch on it (saw one on ebay) i run a comet 4inch drum clutch on one of my bikes kinda like a noram anyway rec liesure sells different springs for it from like 1500rpm to 3300
Josh Howard, thanks a ton man! I've been gritting my teeth at the same issue, I think I was a two speed tho! A TAV is nice, but I dont like the sound of the rpm's held in one place while the TAV adjusts gearing around that stuck rpm to make you go faster.. I guess if its fast it wouldnt matter tho right??
Question for you Josh. You said it would shift to 2nd at 12mph and you needed higher revving springs. What if you simply lower the 1st gear ratio so you obtain 20mph, then leave the 2nd gear set stock? I would get one no problem if I could get it to run 25mph in 1st and about 50mph in 2nd! (like a 9:1 ratio for the first set, 4.5:1 for the second)
Question for you Josh. You said it would shift to 2nd at 12mph and you needed higher revving springs. What if you simply lower the 1st gear ratio so you obtain 20mph, then leave the 2nd gear set stock? I would get one no problem if I could get it to run 25mph in 1st and about 50mph in 2nd! (like a 9:1 ratio for the first set, 4.5:1 for the second)
You just hit upon a couple of good points.
Set up is often neglected.
TAVs don't offer a lot of adjustment options.
Throwing too much power at the TAV and or over reving it.
That groving thing though kind of troubles me, doesn't that cause you a lot of extra belt wear?
I was considering something like that but my rational was to sand blast it with some slag. The more I looked at the problem though the more I began to feel this would just increase belt wear.
Set up is often neglected.
TAVs don't offer a lot of adjustment options.
Throwing too much power at the TAV and or over reving it.
That groving thing though kind of troubles me, doesn't that cause you a lot of extra belt wear?
I was considering something like that but my rational was to sand blast it with some slag. The more I looked at the problem though the more I began to feel this would just increase belt wear.
