Question about Suzuki RG 150 Gamma Motorcycles

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My rpm turns higher but my speed still remains the same.

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Clutch lever free play 3mm before it pulls the tension ! then select 5th gear and with the rear brake on try and set off ! if engine revs and doesnt stall then replace clutch plates !

Posted on May 01, 2014

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Sounds like you have a slipping clutch. You can check your owners manual for the proper clutch lever free play. A quick check would be to see where you are starting to engage the clutch or friction zone. With the bike warmed up and running, shift into 1st gear and then start to slowly releash the clutch lever. If the clutch does not start to engage until the lever is 80% released, then you can try adjusting the clutch lever free play. You can do this simply by sliding the rubber cover from the clutch lever. If the cable end is showing a lot of threads then you can loosen the larger lock nut, a serrated looking wheel with a slot in it, and give the cable end a few turns in. Lock in the lock nut and start the bike and see if the friction zone is catching earlier. Try adjusting to get it to catch within the middle of the travel. Once you feel you have the clutch adjusted, give it a road test to see if the engine will not rev higher without a corresponding increase in motorcycle speed. The owners manual will give you a precise range where the clutch lever free play should fall, usually measured from the end of the clutch lever. If the clutch seems to be adjusted properly, then a worn out clutch could be the problem.

Good luck.

Posted on Mar 27, 2011

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The relation between torque, power and angular speed is

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Power falls off below a peak located at high engine speed, because less fuel/air (energy source) is brought in and burned per second. If that were the only factor, then power output would be proportional to angular speed

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and torque would remain constant down to idle. In fact passenger car engines have a fairly broad and flat torque curve.However engine efficiency drops with at low speeds since combustion chamber shape, bore/stroke ratio, manifold runner shape and length, valve lift and intake/exhaust valve overlap, to name just a few factors, are tuned for best performance at higher engine speeds. Thus torque eventually falls. In racing cars, the tuning is "peakier," that is, they produce far more peak power but only over a narrow RPM range. As you might expect, the torque curve isn't as flat in this case, and it falls off more rapidly. Vehicles that are optimized for very high torque at very low vehicle speed either have no high end to speak of (road graders, bulldozers) or, if they need both, use different systems (diesel-electric locomotives

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Hi,

Offhand, it is not a problem. The operational factor would be the air temperature which affects air density. Temperature is (loosely) inversely proportional to the density. When the air is cold it is more dense. The air/fuel mixture is affected. In effect, you are running a richer mixture hence you get more power output at a certain RPM at lower temperature. When the air temperature goes up, the density goes down and the air//fuel mixture is as it should be and your bike produces a little less horsepower in the same RPM comparatively. To my knowledge, if your 250R is a US version, then this would be so because it is using dual Keihin CVK30 carburetors which does not take into account air temperature nor density.

On the other hand, the European and Asian versions are fuel injected and has air temperature sensors that compensate for similar instances. If you have this version, then it would require cleaning of the said sensors or direct replacement. Normally, this should still be covered by the warranty.

Just a start, do postback how things turned up or should you need additional information. Good luck and Thank you for using FixYa.

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