Shift curve of flyweights

[STAIN]

I am putting around with my clutch this morning. I am looking for some RPM and instead of buying another set of Dalton weights I am looking at what I have in stock.
My Dalton current weights are too heavy at 75 grams. I have a set of G-Force weights at 71.5 grams. The G-Force weight has a flatter shift curve at the end, like a stock weight. Otherwise, they are very similar.

Does the Dalton weight profile add or subtract top end RPM? I am reading my AAean clutch book and getting conflicting info.

 

[Srxspec]

More curve = less rpm

Flatter = more rpm

 

[Srxspec]

A flatter weight profile will require more grams to run the same rpm (when changing nothing else).

A more curved weight profile will require less total grams to run the same rpm (when changing nothing else).

 

[STAIN]

Thanks, thats what I am looking for.

 

[STAIN]

So if the curve is the same except for the tip, the more aggressive profile will drop RPM on the top of the shift, correct?

 

[Srxspec]

Yes

 

[Srxspec]

The Dalton weight in your picture, while more aggressive profile at the tip, is also cut back on weight on the tip, so there might not be much actual RPM difference possibly. Testing is the only way you'll know for sure.

 

[STAIN]

The base weight is 4 grams lighter. I am hoping that will get me in the ballpark.
Yes, I need to test some set ups on this sled. We have had such shitty winters here I have not ben able to get out and do some proper testing.
I have had this sled for 2 years and still don't have it where I need it to be clutch wise. Hopefully it changes this year.

 

[1049triple]

Remember that contact angle at the roller change the effort to push the clutch open.
So even lighter, some flyweights with more curvature could give more upshift force.

You can modify a flyweight with more curvature at top end and got really good results from a weight that was "too light or too flat". But you need to be careful when doing these things.

 

[STAIN]

Remember that contact angle at the roller change the effort to push the clutch open.
So even lighter, some flyweights with more curvature could give more upshift force.

You can modify a flyweight with more curvature at top end and got really good results from a weight that was "too light or too flat". But you need to be careful when doing these things.

Am I wrong in thinking---
A lighter weight with more curvature can maintain the same RPM as heavier weight, correct??
The more aggressive shift curve keeps RPM down, making the lighter, more aggressive weight act like a flatter, heavy weight.
The roller size also effects that contact angle, but I haven't wrapped my head around that yet.

 

[1049triple]

Be careful of where the curvature is. More curvature are the beginning of the profile give ofter more rpm because of the angle at the roller. Take a look at the weight installed in the clutch on the workbench and see how it travel the whole cycle. And then compare with a flatter profile flyweight. It will answer a lot of questions.
Also even if a flatter or more curved flyweight give you the same rpm at a given speed, the feel and the way the clutch will react could be completely different.