I started a previous post about my "initial thoughts" but another topic is emerging out of it. What is the RPM range for shifting in the 1330 engine. Initially I thought 2500-3000 was ideal because that is what my dealer told me on my test ride. Spyder owners are saying its higher or much higher. Can Am does not say in its owners manual when to shift regardless if its auto or not. I noticed the auto downshifting occurs between 2500-3000. Can anyone find official info on the subject? Thoughts anyone.....
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RPM range for the 1330?
- Thread starter Road-Kill
- Start date
PaladinLV
New member
Bob Denman
New member
I grab second and third gears at 2,000 rpm.
Fourth, fifth and sixth: I shift at 2,500 rpm. :thumbup:
Fourth, fifth and sixth: I shift at 2,500 rpm. :thumbup:
irvin48
New member
and i thought i lugged my machines. 1800 -2000 is when the downshifts happen
for me. depending on the grade its 25-3500 or how i feel and im old.
Bob Denman
New member
If it'll accelerate fully-loaded and two-up from 2,000 rpm without any sign of effort: it's doing just fine... nojoke
And it does! :thumbup:
If I'm seeing 4,000 on the tach: it's probably because I'm doing 75 mph! :shocked:
And it does! :thumbup:
If I'm seeing 4,000 on the tach: it's probably because I'm doing 75 mph! :shocked:
Experience matters
Basically every "feels" what is correct for themselves. The word "lugging" is how I was basing my shifting for the limited Spyder road experience I currently have. I'll stick with the 3,000 RPM premise until I can see a more "black/white/scientific" explanation. Thanks for the feedback.
Basically every "feels" what is correct for themselves. The word "lugging" is how I was basing my shifting for the limited Spyder road experience I currently have. I'll stick with the 3,000 RPM premise until I can see a more "black/white/scientific" explanation. Thanks for the feedback.
ARtraveler
R.I.P. Dwayne
The answers are going to be a bit all over the place.
The 1330 seems to perform best in the 3000 - 3500 range for upshifts. Slightly higher (yes Joe), works just fine also. The 1330 Spyder will cruise nicely at 65 in 6th gear at 3500 rpm. That is where I come up with "optimum" rpms. You can push it to 7,500 rpm, but I have never gone that high.
The 990 likes to be shifted up at 5000 - 5500 rpm. That means you will not even use 5th gear until you have achieved highway speeds of 65 or so. I have driven around town (35 speed limit) in first gear. Did 55 miles of the Hana Highway (in Maui) in first gear all the way. Speed limits mostly at 25 mph.
I have one of each, so depending on which I am riding, I have to think rpms for optimum performance. :yes:
The 1330 seems to perform best in the 3000 - 3500 range for upshifts. Slightly higher (yes Joe), works just fine also. The 1330 Spyder will cruise nicely at 65 in 6th gear at 3500 rpm. That is where I come up with "optimum" rpms. You can push it to 7,500 rpm, but I have never gone that high.
The 990 likes to be shifted up at 5000 - 5500 rpm. That means you will not even use 5th gear until you have achieved highway speeds of 65 or so. I have driven around town (35 speed limit) in first gear. Did 55 miles of the Hana Highway (in Maui) in first gear all the way. Speed limits mostly at 25 mph.
I have one of each, so depending on which I am riding, I have to think rpms for optimum performance. :yes:
Bob Denman
New member
:dontknow: Do you leave a note on the seats, that remind you of the shifting protocols? 
ARtraveler
R.I.P. Dwayne
:dontknow: Do you leave a note on the seats, that remind you of the shifting protocols?
Memory is still pretty good. Not there yet. :roflblack:
Beachbum
New member
RPM shift points
I run my 1330 a bit higher than most. When the engine is cold (first 10min of driving) I shift around 3000 to 3500. After the engine is warm I run it right up to 5000 to 6000 rpm. I think the engine has a great voice so I let it sing! These are only shift up points, I usually cruise at about 3000 to 3500 rpm.
at 30 seconds in you see that 5000 to 6000 is the peak of the power band.
I run my 1330 a bit higher than most. When the engine is cold (first 10min of driving) I shift around 3000 to 3500. After the engine is warm I run it right up to 5000 to 6000 rpm. I think the engine has a great voice so I let it sing! These are only shift up points, I usually cruise at about 3000 to 3500 rpm.
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I got this from the Do's and Don'ts. It is pretty good stuff though I still shift around 25 to 3000 rpms.
Shifting the 1330 models:
The “ECO” mode shift coach suggests shifting at the following rpm’s:
1st to 2nd: 1,800 rpm’s
2nd to 3rd: 1,950 rpm’s
3rd and up: 2,200 rpm’s
When manually shifting the 1330, it seems too many are over thinking it. If you are not using the ECO-mode, then just shift at around 2500-3000 rpm’s. That shift-point falls right at the beginning of the first-level power band, which is perfect. (Funny how that seems to work! See below.)
1330 Engine Power Band (Dyno-Chart Data):
1st level power band begins at approximately 2,500 — 2,700 rpm’s and remains flat until 4,000 rpm’s.
2nd level power band begins at approximately 4,500 — 4,700 rpm’s and peaks at 5,000 rpm’s.
After 5,000 rpm’s the power declines slightly until reaching 6,000 rpm’s; where the power rapidly declines; thus proving any increase in rpm’s above 6,000 rpm’s on the 1300 is inefficient and fruitless with regard to obtaining additional power and torque.
What does this mean?
It means shifting below 2,500 rpm’s can put an extra load on the machine when accelerating above a relaxed pace. While it may appear the engine has plenty of power below 2,500, it, in fact, is not producing peak performance power at that point, thus, shifting below the power band makes the engine work a bit harder. While the manual suggests shifting below 2,500 rpm’s, it is doing so with the thought the operator is accelerating at a very relaxed pace.
Some have a misperception with regard to shifting a machine within its peak power band. It is often perceived to require harder/faster acceleration; when, in fact, that is not the case.
It simply means you hold the machine in a gear longer before shifting. One does not have to takeoff from a dead stop like a drag racer to shift within a vehicle’s power band. Again, you simply hold it in each gear for a bit longer until the rpm’s reach the power band.
American’s have long been known to have a preference to low-torque machines. With that often comes the tendency to want to shift to a vehicle’s highest gear as soon as possible, and leave it there… at least until the engine begins to shake and shudder. Not a good idea with any vehicle.
Why is this important?
Over a short period of time and mileage, there would probably be little noticeable affect or damage to a machine operated below its power band under normal, relaxed conditions; however, over a longer-term, there certainly can be a excessive wear along the machine’s drivetrain.
In addition to seeking peak vehicle performance, expert/professional drivers & riders always operate their machines within its power band at all times for added control and handling. Consider it a safety precaution.
Any vehicle operated outside of its peak performance band is operated with some loss of control and efficiency — varying, of course, to the degree it is operated out of its power band.
For most owners of the 1330 engine, its lower torque seems to satisfy the inherent American “need” for an engine operating at a lower rpm.
Shifting the 1330 models:
The “ECO” mode shift coach suggests shifting at the following rpm’s:
1st to 2nd: 1,800 rpm’s
2nd to 3rd: 1,950 rpm’s
3rd and up: 2,200 rpm’s
When manually shifting the 1330, it seems too many are over thinking it. If you are not using the ECO-mode, then just shift at around 2500-3000 rpm’s. That shift-point falls right at the beginning of the first-level power band, which is perfect. (Funny how that seems to work! See below.)
1330 Engine Power Band (Dyno-Chart Data):
1st level power band begins at approximately 2,500 — 2,700 rpm’s and remains flat until 4,000 rpm’s.
2nd level power band begins at approximately 4,500 — 4,700 rpm’s and peaks at 5,000 rpm’s.
After 5,000 rpm’s the power declines slightly until reaching 6,000 rpm’s; where the power rapidly declines; thus proving any increase in rpm’s above 6,000 rpm’s on the 1300 is inefficient and fruitless with regard to obtaining additional power and torque.
What does this mean?
It means shifting below 2,500 rpm’s can put an extra load on the machine when accelerating above a relaxed pace. While it may appear the engine has plenty of power below 2,500, it, in fact, is not producing peak performance power at that point, thus, shifting below the power band makes the engine work a bit harder. While the manual suggests shifting below 2,500 rpm’s, it is doing so with the thought the operator is accelerating at a very relaxed pace.
Some have a misperception with regard to shifting a machine within its peak power band. It is often perceived to require harder/faster acceleration; when, in fact, that is not the case.
It simply means you hold the machine in a gear longer before shifting. One does not have to takeoff from a dead stop like a drag racer to shift within a vehicle’s power band. Again, you simply hold it in each gear for a bit longer until the rpm’s reach the power band.
American’s have long been known to have a preference to low-torque machines. With that often comes the tendency to want to shift to a vehicle’s highest gear as soon as possible, and leave it there… at least until the engine begins to shake and shudder. Not a good idea with any vehicle.
Why is this important?
Over a short period of time and mileage, there would probably be little noticeable affect or damage to a machine operated below its power band under normal, relaxed conditions; however, over a longer-term, there certainly can be a excessive wear along the machine’s drivetrain.
In addition to seeking peak vehicle performance, expert/professional drivers & riders always operate their machines within its power band at all times for added control and handling. Consider it a safety precaution.
Any vehicle operated outside of its peak performance band is operated with some loss of control and efficiency — varying, of course, to the degree it is operated out of its power band.
For most owners of the 1330 engine, its lower torque seems to satisfy the inherent American “need” for an engine operating at a lower rpm.
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