Enter your bike information for available products

O.E.M. Fitment:


  • How Losing or Adding a Few Teeth Can Improve Your Bike’s Performance

    Sprockets Lose Teeth

    No other final drive design has the gearing flexibility of a chain-drive system. By simply swapping out that stock front or rear sprocket with a different size, you can tune your bike’s performance to your distinct riding style and preferences.

    Why change gearing?

    Racers routinely change gear ratios to maximize speed and performance for each particular track. For the rest of us, a gearing change can enhance specific performance characteristics, like acceleration or fuel economy—and even subduing an annoying engine vibration.

    What changes?

    There are two components of the chain-drive system that can be easily changed to modify your bike’s performance.

    • The Countershaft Sprocket. This is the small, toothed sprocket connected to the transmission output shaft
    • The Rear Sprocket: the large sprocket mounted to the rear wheel

    Changing the size of one or both of the sprockets is all it takes to modify the relationship between engine speed and rear wheel speed: what’s known as the gear ratio.

    So, what’s a gear ratio?

    The final drive ratio represents the number of times the transmission’s output shaft rotates for each complete revolution of the rear wheel. To determine the ratio, simply divide the number of teeth on the rear sprocket by the number of teeth on the countershaft sprocket. Boom! That’s all there is to it.


    45-tooth rear sprocket ¸ 17-tooth front sprocket = gear ratio of 2.65

    In this example, the transmission shaft rotates 2.65 times for each rear wheel rotation.

    Go high or go low?

    You have two options when deviating from your bike’s current gear ratio; go higher with the gearing or go lower. What does that mean?

    • Higher gearing more closely matches rear wheel speed to transmission shaft speed, resulting in lower engine RPMs, higher potential top speed and improved fuel economy. The tradeoff is reduced throttle response and acceleration. Higher gearing will have a lower ratio number than your current setup.
    • Lower gearing delivers more rotation of the rear wheel for each spin of the countershaft, thereby raising engine RPMs and improving throttle response for quick acceleration. The compromise is lower top speed and fuel economy. With lower gearing, the ratio will be a higher number.

    Front teeth or back teeth?

    Adding teeth to the front and rear sprockets have opposite effects. Installing a larger countershaft sprocket creates higher gearing, while a larger rear sprocket lowers gearing. Similarly, a smaller front sprocket lowers the gearing while a smaller rear sprocket makes gearing higher.

    So, which sprocket should you change to achieve the effect you want?

    • For taller gearing, a one-tooth-larger countershaft sprocket is often the best bet. For more subtle changes, combine that plus-one-tooth front sprocket change with a minus-one-tooth change at the rear sprocket.
  • Are factory brake pads the best choice for your bike?

    bike brake pads

    Fact: factory pads are a compromise.

    Being a bike manufacturer isn’t easy. After all, factory engineers and bean counters have to balance performance, quality, cost, and a wide range of customer riding styles when specifying each component that will go onto that new machine. Including brake components. The result is often a compromise of price and performance that manufacturers hope will satisfy most owners. If you’re looking for more performance, you have options beyond what came on your bike.

    Continue reading

  • Do Modern Motorcycle Chains Have an Appetite for Chain Lube?

    Do Motorcycle Chains Need Lube?

    Motorcycle chain drive has been around for eons. And, after more than a century it’s still the most efficient way to get power to the ground. But don’t think today’s motorcycle chains are the same as they were back in the day; chain design has come a long way, baby! Better metals, tighter tolerances, improved efficiency and big improvements in durability have kept chain drive at the top of the game. Some “sealed” or “o-ring” chains, even keep themselves lubed for life. So, with all of this refinement, do chains still need care and feeding? Like any final drive system, the answer is, “yes.”

    Continue reading

  • Glazed and Confused

    Poor Brake Performance

    Poor brake performance got you baffled? It could be glazed brake pads and rotors.

    Top braking performance relies on friction—in other words, the brake pad’s ability to grab onto the metal brake rotor. When that ability is compromised, brake performance can go by the wayside faster than that turn entry point you just blew past.

    Healthy brake pads have a certain degree of designed-in flexibility. They are made to be soft enough to squeeze against a spinning brake rotor with great force. That pliability also makes them grip well at lower speeds and cooler temperatures. But if brakes are pushed beyond their limits, they can build up more glaze than a Dunkin’ Donut®.

    Continue reading

  • Winning! What makes top racers great.

    MX Racing

    Riders who consistently earn a spot on the podium; are they a unique breed? Are they made differently than everyone else with a special “checkered flag” gene? Or are they mere mortals who have just found how to gain an edge over every other racer?

    At SUNSTAR® and BRAKING® we spend a lot of time with racers. In fact, our BRAKING brand has been part of 113 World Titles to date … and counting! We know a thing or two about finishing first. So here are a few things we’ve learned about what it takes to be a winner on the track.

    Continue reading

  • Are your chain and sprockets really telling you all you need to know?

    chain and sprocket performanceChain of Lies

    A casual glance at your chain and sprockets may suggest that everything’s AOK in the final drive department. But a closer look could reveal hidden secrets about excessive wear that could be compromising performance and safety.

    Here are four quick ways to know the truth about the condition of your bike’s final drive.

    1. Bend and stretch

    A length of new drive chain is flexible in one direction (to easily bend around sprockets) and stiff in the other direction (side-to-side). Pinch the bike’s chain in the middle of its run between sprockets and move it side-to-side across the bike. If it moves more than an inch or so, that’s a sign of chain link wear. After extensive use and abuse, the chain’s links also become elongated with wear, resulting in larger gaps between links. This makes the chain longer (what some call chain “stretch”). If you’re close to maxing out the adjusters to achieve proper chain tension, then you’re probably looking at a well-worn chain. And, while chain links stretch with wear, sprockets do not, resulting a misalignment of the chain’s links and the sprocket’s teeth. Try pulling the chain away from the teeth at the rear of the back sprocket. If you see separation, then the chain is toast

    Continue reading

  • The Gift of Control

    Braking PerformanceBraking® Holiday Gift Rules.

    Still looking for a last-minute gift idea? Give the gift of advanced control and safety.

    Have a rider on your holiday gift list? Is he or she tough to buy for? Give ‘em a brake! Whether you’re giving gifts to a rider or want to help someone pick a rockin’ last-minute gift for you, then it may be time to look at a present that will stop them in their tracks. Every bike and rider can benefit from better braking performance. Advanced, high-tech brake pads and brake discs can not only restore less-than-perfect brake system performance, but can also introduce a whole new level of power, control and safety for everyone from the casual dirt or road rider to the professional racer.

    Continue reading

  • Wear Oh Wear Have my Brakes Gone?

    Brake Components Tips

    Time to Change Your Brake Components

    How long do brakes last? The not so definitive answer is, “it depends.” Mileage and hours really don’t mean much. It all comes down how aggressively the bike is ridden, braking technique and how well each of the brake system components is functioning. That’s why it’s so important to monitor the condition of your brake’s pads and discs. Fortunately, there are three super-simple ways you can gauge wear and maintain top braking performance.

    Here are three simple (but often overlooked) ways to know when it’s time to swap out brake components:

    Continue reading

  • Getting on the Drive Train: Anatomy of a Motorcycle Final Drive System

    Anatomy Driveline

    The motorcycle final drive is perhaps the most often overlooked system, yet it gives us as riders the opportunity to tailor the performance of our machine precisely to our own riding style.

    What’s a drivetrain? And how do I get on board?

    The drivetrain is a series of mechanical components that drive the motorcycle forward, beginning with power creation and ending with delivery of that power to the rear wheel.

    Comprised of the engine that generates power and a transmission that enables the rider to apply that power in a usable way, this “primary drive” system is then connected to the “final drive” that ultimately transfers the spinning muscle from the gear box back to the rear wheel.

    Continue reading

  • New Website: Sunstar-Braking.com

    New Sunstar Braking Website

    Our Journey Begins

    As riders, there’s nothing quite like the rush of a new ride adventure. Whether that’s attacking the track, taming the trails or ruling the road, we hunger for each chance to set out on a new ride.

    With that same excitement, we are about to set out on a new journey with you, diving into the subject we are most passionate about: motorcycles and SXSs/ATVs. This SUNSTAR® / BRAKING® blog marks the beginning of an ongoing trek where, together, we will explore the ins and outs of braking and drive systems to help you boost your machine’s performance.

    Continue reading

Items 1 to 10 of 19 total

Please wait...