so wars gesendet: objektiv statement über die sache ansich.
wer hier was ableitet auf persönlich, des is dann eahm sein problem



es geht wie auf den fotos zu sehen um die largeframe kupplung

wer wo wann was fahrt und schönstreichelt
hat keine auswirkungen auf den eigenen kopf einschalten und mitdenken.


&ja nonaned:
wer technisches verständnis hat und über jahrelange erfahrungen verfügt
(also mehr als an den eigenen 1-2 motoren herumzangeln)
kann auch auf fotos stärken und schwachpunkte einer sache entdecken

die sache selbst ist ganz easy durchzudenken:
original 18 angriffspunkte reichen nicht aus um die kraft ohne raschen verschleiss zu übertragen, die zwischenscheiben fressen daher an
nunmehr reduzert um 50% auf nur 9 angrifspunkten und unverändert nur geringe flächen für die kraftübertragung

wird das nun:
a) besser werden ?
b) oder eher schlechter ?

eine frage die wesentlich einfacher als alle lästige schulmathematik zu beantworten ist.
&die glasklare antwort verändert sich auch nicht dadurch dass jemand ev das ding irgendwo irgendwie fahrt.

Weiky gibs auf, bringt nichts, ist verschwendete Energie... Wenn er eine Meinung hat, ist das die einzig richtige im Universum. Da hat daneben nix platz...
Egal ob es 1000 andere User belegen oder gar die Physik/Mathematik was anderes sagt... Sein Wort ist Gesetz

Hab mich mittlerweile auch damit abgefunden, dass meine Maschinenbauausbildung, der Titel und die Berufserfahrung in Antriebsauslegung fürn A*** war... Mathematik lügt nunmal...


Gedankenanstoß:
Wenn du halb so viele Laschen hast, muss das nicht heissen dass es schlächter hält Eine der möglichen Möglichkeiten wäre, dass die Scheiben doppelt so dick sind. Du kommst dann auf die gleiche Auflagefläche, hast aber geringere Rand-abnutzungseffekte prozentuell auf die Auflagefläche gesehen = besser.... Und wenn du da von vorne zwei Scheiben photographierst, kann keiner auch mit noch so großen Erfahrung die Dicke erraten. Das ist Glaskugelreiben und somit wie so mancher hier immer so sagt Fakt, dass man von einem Photo null aussage treffen kann

Editor’s Note:
At the time of its original printing in December 2005, the A Study of Motorcycle Oils white paper represented
the most comprehensive study of motorcycle oils ever published. The document served to educate hundreds of thousands of
readers on the complex dynamic of motorcycle oil and motorcycle operation. The paper revealed, through an exhaustive series
of relevant industry tests, that the motorcycle oils available to consumers varied greatly in quality and in their ability to perform
the functions of motorcycle lubrication.
This second edition printing maintains the same scientific approach and includes the same testing protocol. Additional oils
were tested, and some of the original oils tested differently than they had initially, indicating formulation changes. It should
be noted that the products appearing in this study were those formulations available in the marketplace at the time the
testing was performed. AMSOIL recognizes that manufacturers change formulas from time to time, and some of the
products in this report may have since been reformulated.

Overview
Motorcycles have long been used as a popular means of general transportation as well as for recreational use. There are
nearly seven million registered motorcycles in the United States, with annual sales in excess of one million units. This trend
is unlikely to change. As with any vehicle equipped with an internal combustion engine, proper lubrication is essential to
insure performance and longevity. It is important to point out that not all internal combustion engines are similarly designed
or exposed to the same types of operation. These variations in design and operation place different demands on engine
oils. Specifically, the demands placed on motorcycle engine oils are more severe than those placed on automotive engine
oils. Therefore, the performance requirements of motorcycle oils are more demanding as well.
Though the degree may be debatable, few will disagree that a difference exists between automotive and motorcycle applications.
In which area these differences are and to what degree they alter lubrication requirements are not clear to most
motorcycle operators. By comparing some basic equipment information, one can better understand the differences that exist.
The following comparison information offers a general synopsis of both automotive and motorcycle applications.

Scope
This document reviews the physical properties and performance of a number of generally available motorcycle oils. Those
areas of review are:
1. An oil’s ability to meet the required viscosity grade of an application.
2. An oil’s ability to maintain a constant viscosity when exposed to changes in temperature.
3. An oil’s ability to retain its viscosity during use.
4. An oil’s ability to resist shearing forces and maintain its viscosity at elevated temperatures.
5. An oil’s zinc content.
6. An oil’s ability to minimize general wear.
7. An oil’s ability to minimize gear wear.
8. An oil’s ability to minimize deterioration when exposed to elevated temperatures.
9. An oil’s ability to resist volatilization when exposed to elevated temperatures.
10. An oil’s ability to maintain engine cleanliness and control acid corrosion.
11. An oil’s ability to resist foaming.
12. An oil’s ability to control rust corrosion.

Conclusion
The intent of this document is to provide scientific data on the performance of motorcycle oils and information on their
intended applications. The document also attempts to dismiss several rumors or mistruths common to motorcycle oils. In
doing so, it will assist the reader in making an informed decision when selecting a motorcycle oil.
The tests conducted are intended to measure variables of lubrication critical to motorcycles, with some having much greater
value than others. Gear and general anti-wear protection, oxidation stability and rust protection are the most important, with
zinc content being among the least important. The results were not weighted based on importance. The value of each test
is to be determined by the reader.
The data presented serves as predictors of actual service; the better the score, the better the performance. AMSOIL MCF
and MCV demonstrated superior performance, particularly in the most important areas, and each ranked first overall in its
respective category. It should be noted that the performance of a given manufacturer’s oils was not always consistent
between viscosities.
The results suggest a relationship between the cost of an oil and its level of performance. Generally, higher priced oils tend
to perform better, although price alone is not a guarantee of performance. Bel-Ray V-Twin was the most costly oil tested,
yet many lower priced oils showed better performance. Price must be put into perspective. The cost of oil compared to the
cost of a motorcycle is minimal. The cost difference between the average price for motorcycle oils and the most expensive
oils is less than $15 per oil change. If the performance of an oil can support an extended oil change interval, that cost is
reduced. The consumer must consider the performance and benefits offered by an oil and how those benefits affect their
motorcycle investment to determine the oil’s value.
In conclusion, maximum performance and cost effectiveness are obtained when one looks beyond marketing claims and
selects a product based on the data that supports it.

ja wir haben Carbon Beläge für 5,80 ,- und Kork für 4,50 je Stück auf Lager.

kupplungsgewichte:
http://www.freakmoped.at/1/vespa/kulu/f ... eights.jpg

px alt honda cnc kupplung ist mit der pinasco grundpladde
nun exakt gleich leicht wie eine normale px alt kupplung
https://youtu.be/n54YUPrmG4Y

je leichter umso besser natürlich

wend dir die s&s cosa cnc anschaust
die hat 1538gr = 300gr mehr
das ist 25% mehr gewicht als teninch honda
das ist viel holz