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Yeah that rpm rise is a pretty standard thing with bikes, it's why you need to design in a lot of overrev in the engine, so you don't ruin your life by banging into the limiter as you tip it in at full throttle at or near peak power. It feels pretty cool as well for some reason, pinning the throttle open and then having the revs rise and the bike squirm as you hoon through a fast sweeper. It's what it's all about.
You also get the opposite effect where the revs seem to stay the same as you pick the bike up whilst accelerating hard, almost giving a CVT type effect as the effective gear ratio increases with the speed for a short moment.
If there is an actual CVT in there, then no, the ratio will be controlled according to the torque output to keep rpm almost constant regardless, unless you're above the speed that the CVT essentially locks out at its maximum ratio.
Examples:
I seem to recall the tyres effectively add lean angle too. This makes sense since the lean angle controls the cornering speed first, and the tyre grip (compound) essentially determines at what point (in terms of g force, so lean angle again) the tyre slips.
Presumably this also increases the gear ratio effect discussed above, the greater the lean angle the greater the difference in tyre circumference at the contact patch and so the more the revs rise and fall from lean angle alone.
Racing tyres generally have more aggressive profiles, and they will be different sizes between manufacturers in particular, so in a racing situation these differences can have a significant effect. A larger circumference rear tyre has quite a lot of knock on effects in terms of not just the head / steering angle and trail, but also the swingarm angle and resulting suspension geometry there (sag, then linkage ratios) which also affects the anti squat from the chain drive.
You also get the opposite effect where the revs seem to stay the same as you pick the bike up whilst accelerating hard, almost giving a CVT type effect as the effective gear ratio increases with the speed for a short moment.
If there is an actual CVT in there, then no, the ratio will be controlled according to the torque output to keep rpm almost constant regardless, unless you're above the speed that the CVT essentially locks out at its maximum ratio.
Examples:
I seem to recall the tyres effectively add lean angle too. This makes sense since the lean angle controls the cornering speed first, and the tyre grip (compound) essentially determines at what point (in terms of g force, so lean angle again) the tyre slips.
Presumably this also increases the gear ratio effect discussed above, the greater the lean angle the greater the difference in tyre circumference at the contact patch and so the more the revs rise and fall from lean angle alone.
Racing tyres generally have more aggressive profiles, and they will be different sizes between manufacturers in particular, so in a racing situation these differences can have a significant effect. A larger circumference rear tyre has quite a lot of knock on effects in terms of not just the head / steering angle and trail, but also the swingarm angle and resulting suspension geometry there (sag, then linkage ratios) which also affects the anti squat from the chain drive.
), but one thing it did surprisingly well was A.I. I recall one day purposely parking my car just around the corner after a hairpin turn going into a tunnel, and every car coming up behind me, swerved to avoid my car. If a small dev from Germany could do it back then on the OG Xbox, then today's devs have no excuse.
What impressed me about it the most were the absolutely massive and varied environments. There are still a lot of mods out there for the PC version, including loads of cars etc, but sadly I don't have a PC capable of running it. I was hoping for backwards compatibility on the Xbox One but it never happened.
