SHIPPING THE BEGINNING OF MAY 2025.

Price is in USD

Zero maintenance belt drives have been readily available on production motorcycles since 1981. Quiet, smooth, no more adjustment issues, no more oily mess, no carrying chain lube on a trip, lighter, and lower long term cost due to extended belt and pulley life when compared to a chain drive.

The most common rider comment is on the smoother ride, and effortless gear shifting. This is most noticeable in on/off throttle moments, with the lack of chain snatch in transition from being fully loaded to no load. Consequently, it has less effect on the frame attitude when entering corners.

THE BELT MATTERS - A Lot:

There are a couple of Gates Poly Chain belts traditionally used in motorcycle drive applications, and RSTech uses a standard Gates Poly Chain Carbon GT belt, that is readily available from Gates Dealers worldwide. As the name suggests, this belt uses carbon fibre cords, for high tensile strength, that for all practical purposes, do not stretch.

We choose not to use the 11mm pitch, medium torque, Poly Chain belt, as this is an OEM only product, and cannot be bought from a Gates Dealer. Worldwide belt availability is important, and the rider should not be tied into buying a special belt available only from the drive manufacturer.

WEIGHT MATTERS – Perhaps most of all:

“Simplify and add lightness” is often attributed to Colin Chapman of Lotus fame, and adding weight is the last thing you want in motorcycle design - more so when that weight is un-sprung, and a heavy rotating mass on the wheel, negatively affecting both performance and handling.

RSTech values the importance of a properly engineered rear pulley that “adds lightness” and is not only less than half the weight of a cast steel pulley, but results in a final drive system that is lighter than the chain set it replaces, thereby improving the handling and performance of your bike.

Yes adding lightness costs more than an iron casting, and the lightweight rear pulley is a work of art that you will be proud to have on your bike. Fully CNC machined from a solid billet of 6061-T6 aluminium, and then Type III hard anodized black. Not just a simple cosmetic coating, this results in a durable wear surface with a hardness in the mid-50s Rockwell C - the same range as high tensile steel.

No heavy, iron casting on the front pulley either. The front pulley is engineered to be lightweight, and fully CNC machined from a billet of high tensile steel, and then post machining heat treated for durability on the spline drive. Rather than a cosmetic paint finish, we use a low phosphorus black zinc plating for corrosion resistance, and a hardness of 58-62 Rockwell C for additional wear resistance over that provided by the hardened high tensile steel substrate.

GEARING DATA

	HUNTER/ METEOR	SIGNALS
kph/mph	rpm stock /16T	rpm stock/16T
70 / 44	3340 3160	3210 3030
80 / 50	3840 3570	3660 3430
90 / 56	4330 4020	4150 3880
100 / 62	4780 4510	4600 4300
110 / 68	5270 4960	5050 4730
120 / 75	5760 5400	5490 5140

	GOAN	BULLET/ CLASSIC
kph/mph	rpm stock/16T	rpm stock/16T
70 / 44	3300 3070	3250 3030
80 / 50	3750 3520	3700 3480
90 / 56	4240 3970	4190 3900
100 / 62	4690 4420	4640 4330
110 / 68	5180 4820	5090 4780
120 / 75	5630 5270	5540 5230

Royal Enfield 350 J-Series Belt Drive Kits

$475.00

Advise size for free RSTech T-shirt (optional)

0/500

Quantity

Shipping the beginning of May 2025

A belt tension tool is highly recommended.

Proper tension on the belt is important for belt performance and life.

A simple generic tool, and I have been using the Harley one since the late 80's - also manufactured by OTC, Motion Pro and a host of generic manufacturers.

A generic one is listed under options should you not have one
You have a choice of gearing with the RSTech belt drive conversion kit - stock or the higher "16T" front sprocket mod.

Gearing is a bit confusing with a larger number being "lower" geared – IE the 350-J stock gear ratio at 2.8:1 is lower than the "16T mod" at 2.625:1.

A lower gear ratio will accelerate quicker, but top speed will be lower. At highway speeds the engine will be spinning at a higher speed, and depending how fast you are riding, you may not want to work the engine that hard for very long.

A higher gear ratio will accelerate slower, but (theoretical) top speed will be higher IF you have the HP to pull the gearing. You may well notice the loss of acceleration, but in real world riding, unless really thrashing the bike, most riders find the higher gearing an acceptable compromise.

The Enfield 350 engine has modest torque and horsepower, so gearing becomes a compromise between acceptable performance, and the ability to pull a higher gear, with ones tolerance for wringing its neck to keep up with motorway speeds in some countries. Top speed on a 350 J-Series is usually not a consideration, and most riders, prefer lower engine speed on the highway, with a cruising rpm in the meat of the torque band.

All the 350J bikes have the same stock 2.8:1 final drive ratio. The rpm difference in the chart is due to the different tyre diameters.

Gearing data is calculated, and this is not to say that your bike can reach these speeds in real world conditions, nor that you have the hp to pull this gearing. All the same it gives you a good idea on the affect on engine rpm at highway speeds.

Max torque on the 350J engine is at 4000 rpm, and max hp is at 6100 rpm

Royal Enfield 350 J-Series Belt Drive Kits

* BELT TENSION TOOL

SHIPPING

DISTRIBUTORS

* GEARING