V*Star 1100 KB (FAQ)

Basic "Specs" from - 02/2000 Test of 2000 1100 Classic - Courtesy of Motorcycle Consumer News

Replacement gas filter: Any automotive one will do. As long as it has 5/16 “ inlet / outlet

Risers - center to center = 4inches Rise - Pull Back = 2" up and 0" back

Model 1st 2nd 3rd 4th 5th Final

1100 2.535 1.667 1.286 1.032 0.853 2.875

650 2.714 1.900 1.458 1.166 .966 3.071

Gear ratios: From a web forum - I Googled it: Was for Ram trucks - but still applies

The term gear ratio simply means the ratio of # of teeth between two meshing gears. In a system where two gears mesh together, one of the gears will have power applied to it (the drive gear) and the other gear (the driven gear) will be turned by the drive gear.

The ratio is simply the number of teeth on the driven gear divided by the number of teeth on the drive gear. In the case of rear axles, the pinion gear (the drive gear) has X number of teeth and the ring gear (the driven gear) has Y number of teeth. If we divide Y by X (Y/X) then we get the gear ratio.

For example, a ring gear that had 43 teeth and a pinion that had 11 teeth would be a gear ratio of 3.916 (~3.92). A ring gear that has 39 teeth and a pinion that has 11 teeth would have a gear ratio of 3.545 (~3.55). I dont know if this is the actual number of teeth in our trucks, but its a possibility.

If you have a drive gear that has MORE teeth than the driven gear than you have an overdrive system (the gear ratio is less than 1:1, or is often referred to as 0.72, etc.) The 4th and 5th gears in (some) trannys are this way, for reasons explained below.

The gear ratio has the effect of changing the rpm and torque output of a system. If you have a gear ratio of 3.92 then the torque applied to the drive gear (pinion gear) is multiplied by the gear ratio, so the output of the driven gear (ring gear in a rear axle) is modified. But the rpm of the system is also modified. The rpm of the drive gear is DIVIDED by the gear ratio.

For example. Lets say the torque output of an engine is driven through the transmission in 3rd gear (which is 1:1 or no change in torque or output due to the transmission). The engine creates 100lbft of torque at 2000rpm and is held at this rpm. The driveshaft would be spinning at 2000rpm, therefore the pinion gear would be spinning at 2000rpm. The torque applied to the pinion gear would be 100lbft.

If the gear ratio of the rear end is 3.92:1, then we would multiply the input torque (100lbft) by 3.92 to get 392lbft of torque at the tires. However the rpm of the tires would also be different. If you take the input rpm of 2000rpms and DIVIDE it by 3.92, then this would be the rpm of the tires (2000/3.92 = 510rpm).

The gears in a rear axle DO NOT make more power. They simply modify the torque output and RPMs at the tires at any given engine speed. Horsepower is simply torque*rpm. If you increase torque by 3.92, and divide the rpm by 3.92 you will end up with the same horsepower (at a given rpm).

What the gear ratio can do is modify where the engine rpm is with respect to any given speed.

With a 3.92 ratio the engine will be spinning at a higher rpm (and making more torque) with respect to a 3.55 ratio. The same is said for a 4.56 ratio.

Doing the math for "our engine (HEMI), with our transmission (545RFE)" in first gear and the different rear axle gear ratios will show the difference. I will assume a 245/70/r17 tire (30.5" diameter).
Engine rpm assumed to be 3000rpm (torque at 3000rpm is ~340 lbft).
First gear ratio is 3:1

3.55 gear ratio
Engine rpm * 1/trans ratio * 1/rear axle ratio = Tire rpm
Engine torque * trans ratio * rear axle ratio = Torque output at tires
Therefore
RPMS: 3000 * 1/3 * 1/3.55 = 282rpm at the tire (~26 mph)
TORQUE: 340 * 3 * 3.55 = 3621 lbft

3.92 gear ratio
RPMS: 3000 * 1/3 * 1/3.92 = 255 rpm at the tire (~23 mph)
TORQUE: 340 * 3 * 3.92 = 3998 lbft

4.56 gear ratio
RPMS: 3000 * 1/3 * 1/4.56 = 219 rpm at the tire (~20 mph)
TORQUE: 340 * 3 * 4.56 = 4651 lbft

RPM vs Gear vs Speed

MPH
RPM	1st	2nd	3rd	4th	5th	6th
1000	7	10	13	16	19
1500	11	15	19	24	29
2000	14	20	25	32	38
2500	18	25	32	39	47
3000	21	29	38	47	57
3500	24	34	44	55	66
4000	28	39	50	63	76
4500	31	44	57	70	85
5000	35	49	63	78	94
5500	38	53	69	86	104
6000	41	58	75	94	113
6500	45	63	82	101	123
7000	48	68	88	109	132
7500	52	73	94	117	141
8000	55	77	100	125	151

Star Bike RPM vs. Speed Calculator (added 11/07/07)

Turn Signal Cancel operation: three things have to be "true" for the signal to auto-cancel after activation:

    1. Bike has to be currently in motion.
    2. Bike has to have traveled 150 meters (approx. 490 ft.)
    3. 15 seconds has to have elapsed.

Stock Needles, Pilot Jets - Sizes: (updated 01/29/09)

-- US needles are 5DL 43-53-1. (Mikuni)
-- Aust/Euro needles are 5DL 39-53-3/5 on carb 1 and 5DL 40-53-3/5 on carb 2.
-- All pilots are 17.5.

-- Jets are 112.5 in the front, 110 in the rear Mikuni small round jets

-- Stock needle jet size (starter jet) - 42.5

Bolt Sizes from Part Numbers: (From H*)

9 times out of 10 the answer is in the part number...

BLT,BTTN HD 92017-06016-00 = 6mm x 16mm Button Head

Not sure of the pitch...M1?

Torque Specs - Bolts and Nuts: (from shop manual) (updated 09/04/06)

click for larger image

Fuel Consumption Converter - found by Cobb: http://www.guycroft.clara.net/utils/mpgfromk.html

DynoJet vs. Mikuni Jets Sizes: (updated 5/4/08)

Click for larger image

Trouble / Malfunction Codes - Slow blinking codes dispalyed by the yellow engine light (repeat after pause) (Updated 05/26/08)

All years:

"3" -- Throttle Position Sensor

"4" -- Speed Sesor

Newer years:

"15" -- TPS disconnected or shorted
"16" -- TPS locked/jammed
"42" -- Speed sensor defective
"33" -- Ignition coil #1 primary lead shorted
"34" -- Ignition coil #2 primary lead shorted
"57" -- Fuel cut solenoid valve #1 disconnected/shorted
"58" -- Fuel cut solenoid valve #2 disconnected/shorted

VIN Decoder http://www.motoverse.com/tools/vin/yamaha.asp