On Thursday 27 June 2013 15:08:26 andy pugh did opine:

> On 27 June 2013 18:33, John Thornton <[email protected]> wrote:
> > Opps there is a gearchange component, maybe that is the problem...
> 
> Ah, yes. I meant to call it "gearbox"

That is an interesting bit of code Andy, and I've looked at it several 
times because the heads on a 7x12 have about a 2x1 gear change.

I am currently calibrated to use high gear because this new motor is geared 
down 3/1 in the countershaft lashup, and to reach 1500 at the spindle has 
that motor doing a good 12 grand potentially endangering its very well 
balanced cast iron flywheel/fan/polygroove pulley, the OD of which is a 
hair north of 6".  It will go even faster with this controller, but I've no 
clue how to go about arriving at a SWAG for max rpms of such a flywheel.  
The M. Handbook probably has some formulas that need more input variables 
than I have access to since I haven't a clue about the alloy of that 
casting, or the force exerted on the disk by the weight of fan fins which 
are part of the casting and quite husky, so is there a more generalized 
rule of thumb on this?

Back to changegear, the lever on the rear of the head needs about a 90 
degree throw, while its either stopped or turning not more than rocking it 
with a hand speeds, and needs nominally a pound to swing it when fully 
unloaded.  Suggestions for how to do this, windshield wiper motor etc etc, 
welcomed for a future project, provided this motor doesn't strip the hubs 
in the head with its 3 to 10x increased torque over the OEM 400 watter.  As 
it is, and I haven't removed the back cover over the timing belt, I get the 
impression from the backlash, that the upper pulley is also plastic, and 
its hub is keyed to the shaft, and the keyway in the hub of that plastic 
pulley is wallered out for 15, maybe 20 degrees of free wheel before it 
comes up against the key.

Its certainly a future project.

Cheers, Gene
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