Why motorcycles have a 1-N-2-3-4-5 gear system and not N-1-2-3-4-5 ?

Answer 1

The original purpose was to be able to shift a street bike or dirt bike throughout all the gears without the chance of going into neutral. the 1-N-2 sequence requires a half shift from first to second to reach neutral. When you are racing, you do not want to accidently go into neutral. Same is for riding on the street.

Answer 2

Motorcycle Gear System

Answer 3

most motorcycles arent as advanced as the mid 60s- 70s Kawasakis Most of them were N 1 2 3 4 5
someday someone will reinvent this i am sure. I really think its a logical safety issue, so in a panic the newbie wont jam it into a freewheeling mode and lose engine braking. Heres a Wonderful Idea, My 69 BSA has 1 n 2 n 3 n 4. When I am coming to a stop sign, i just drop it into neutral below 4, and coast! then just before i stop, slip it down into 1!
the neutral first sure is handy in a drag bike, flip the selector over, and put the shifter way in back and its down down down the strip!

Answer 4

Going WAY back in time, motorcycles used to have a hand shifter mounted on the side of the gas tank, and the clutch was operated with the left foot. There was a "SHIFT GATE" that the lever rode in, positioning the lever in the correct position for each gear. The slot in the shift gate was cut/machined in a toothed configuration, to work like a ratchet. 1st gear back in those days were not syncromeshed, so you didn't want to shift into it while rolling, hence neutral was before 1st in a downshifting pattern.

Answer 5

Jack of all, first answer, has it down pat. When you are sitting on a 500 pound bike at a stop it's a heck of a lot easier to push the shift lever down. Look at my avatar, I'm on an FXDWG. It's a good thing first gear is down when you have a bike this heavy. And it's probably like that on the small bikes for a reason also.

Answer 6

Well Now days even the Bikes have N-1-2-3-4 gear system!

But the main purpose to have 1-N-2-3-4 is that 1st gear is only used for starting purpose and and at stops we can easliy come to N without going to 1st Gear!

Answer 7

Try a track bike. The majority run GP shift which is reversed. 1 up-N-5 down. On the track you never shift to neutral, untill the race is over. Shifting down coming out of a corner in WOT has less disruption to the suspenion.

Also once you retrain yourself to GP shift, it a good excuse to keep blokes from asking to ride your bike.

Answer 8

This shift pattern helps you from getting a false N when you are shiffting down. Think about going around a corner and shifting down and then end up grabing neutral, just when you need some power.

Answer 9

When your at a stand still with your bike it's easiest to step down on the shift lever out of nuetral rather then pulling up.

Answer 10

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I think the best thing to do is go sit on the two bikes and see what bike feels the best to you. It’s not like you’re buying a car bikes are so close in what they have and for the skill level of most riders you will never out ride your bike. Suzuki has 3 sport bikes a 600 a 750 and a 1000, Yamaha has two sport bikes a 600 and a 1000. I think you can go with what looks best to you will be happy with the bike and its performance. Look at the specs it the rider not the bike go with what looks best to you l Suzuki 1000 Specs Engine: 999cc,4-stroke, four-cylinder, liquid-cooled, DOHC, 16-valve, TSCC Bore Stroke: 73.4 x 59.0mm Compression Ratio: 12.5:1 Fuel System: Fuel Injection Lubrication: Wet Sump Ignition: Digital/transistorized Transmission: 6-speed, constant mesh Final Drive: #530 chain Overall Length: 2045mm (80.5 in) Overall Width: 720mm (28.3 in.) Overall Height: 1130mm (44.5 in.) Seat Height: 810mm (31.9 in.) Ground Clearance: 125mm (4.9 in.) Wheelbase: 1415mm (55.7 in.) Dry Weight: 172 kg (379 lbs.) Suspension Front: Inverted telescopic, coil spring, fully adjustable spring preload, high & low speed compression and rebound damping Suspension Rear: Link-type, gas/oil-damped, fully adjustable spring preload, high & low speed compression and rebound damping Brakes Front: Dual hydraulic disc Brakes Rear: Single hydraulic disc Tires Front: 120/70-ZR-17 Tires Rear: 190/50-ZR-17 Fuel Tank Capacity: 18 liter (4.8 gal.) Color: Blue/White, Black/Orange, Yellow/Silver Yamaha Type 998cc, liquid-cooled, 16-valve, DOHC, inline four-cylinder Bore x Stroke 77 x 53.6mm Compression Ratio 12.7:1 Carburetion Fuel Injection with YCC-T and YCC-I Ignition Digital TCI Transmission 6-speed w/multi-plate slipper clutch Final Drive #530 O-ring chain Chassis Suspension/Front 43mm inverted telescopic fork w/adjustable preload, compression damping, rebound damping; 4.7" travel Suspension/Rear Single shock w/piggyback reservoir; adjustable for hi-/lo-speed compression damping, rebound damping, spring preload; 5.1" travel Brakes/Front Dual 310mm discs; radial-mount forged 6-piston calipers Brakes/Rear 220mm disc w/single-piston caliper Tires/Front 120/70-ZR17 Tires/Rear 190/50-ZR17 Dimensions Length 81.1" Width 28.3" Height 43.7" Seat Height 32.9” Wheelbase 55.7” Rake (Caster Angle) 24.0° Trail 4.0” Fuel Capacity 4.75 gal. Dry Weight 390 lbs. Other Main Jet Not Applicable Main Air Jet Not Applicable Jet Needle Not Applicable Needle Jet Not Applicable Pilot Air Jet 1 Not Applicable Pilot Outlet Not Applicable Pilot Jet Not Applicable Primary Reduction Ratio 65/43 (1.512) Secondary Reduction Ratio 45/17 (2.647) Gear Ratio - 1st Gear 38/15 (2.533) Gear Ratio - 2nd Gear 33/16 (2.063) Gear Ratio - 3rd Gear 37/21 (1.762) Gear Ratio - 4th Gear 35/23 (1.522) Gear Ratio - 5th Gear 30/22 (1.364) Gear Ratio - 6th Gear 33/26 (1.269) Warranty 1 Year (Limited Factory