[Oldrider]

Just purchased a new 500s CFORCE and was wondering what normal idle rpm’s are and also what we always called red line rpm would be?

[NMKawierider]

Book says 1400 +-100 for idle. Doesn't say what the RPM limiter is set at but most are like 7750 I think..which I personally wouldn't ever take a Chinese engine to..JMO   I think I'd keep it will under 6500. That's just me though.

[Oldrider]

I didn’t see that 1400 in the book and when I toggled thru to the rpm’s I saw 1475 and thought that it seemed very high. Used to most other idle’s around 800rpms. Your right on the high idle which mine will probably never see much more than 3500 to 4000. Thanks.

[Skogsvarelse]

Normal idle should be around 1400+- 100 or 150 rpm. a cold engine may rev a bit higher.

the rev limiter are around 7750-7800 on my 520(thats  a 500s with it's european name) I have testet it myself.

According to cf motos websites peak horespower are around 7000rpm and peak rpm around 6000 +-  (have noot seen an actual bench test for those values but thats what i red from a few different cf moto websites)

[NMKawierider]

This is where I got the 1400 in the service manual:

[murdo]

Most 500cc singles idle around the 13-1400rpm.
I giggle at that in the book where it instructs you to inspect the belt every 1500Km, replace every 3,000Km or yearly and then besides that says replace at 2,000Km. Even the book cannot agree with itself. Mine has done over 4,000Km (and 6 year old) and has less than 1mm of wear so I don't see me replacing it soon.

[glenlivet]

I have wondered about the relatively high idle RPM of these sort of machines. My irst such surprise was my 2005 King Quad, idle 1350 RPM.
A friend found using a voltmeter that his Honda Interstate was pretty much in a discharge state at the designed 800 RPM idle but achieved full charge voltage by 1400. That's with the common design of charging system employed by pretty much all the M/C, ORV makers these days. Do they give us a high idle to ensure we keep the battery up?
I wonder too if the roller type CVT we have might not have as practical an engagement and shift arc if the idle and engagement point were lower and the roller weights necessarily that degree heavier. Maybe it's cheaper to manufacture with components suited to a high idle value.
I guess only the engineers know.