Thank you for these latest discussions. I've found them to be very useful. For the most part, they seem to confirm my present understanding - that the gearing must be tailored to the engine, primarily to the torque curve. This is why the smaller displacement engines seem to have the widest ratio transmissions. [By contast, the popular "old school" 650's have much narrower gearing spread: XR650R 2.66, KLR650 2.86, DR650 2.93] However, this is also why the Husky TE610/630 made such a large impression on some of our ADV crowd. A 3.40:1 spread between 1st and 6th on a (576cc/600cc motor) proved to be very useful both in the woods, on open desert, and on the highway. Many choose to deal with the other quirks and maintenance issues of the TE610/630 JUST to get this gear box. I've sorted Montessa VR's list, both overall, and within displacement categories. It is true, only a few larger displacement bikes have wider-range transmissions. The TE610/630 are the newest. Surprisingly, of those bike over 399 cc's, the historic wide-range boxes include the old Husky 500XC (3.54:1) and the Husky 1984 400WR (3.53:1). I'm curious to know if these older Huskies had special missions of some sort. Today's Husky bikes generally have the narrowest-range transmissions on the market - presumably for Enduro / MX racing purposes. Finally, several other 650's have transmission spread ratios between 3.25 and 3.40:1. These include the BMW G650X-series at 3.27:1 and the Yamaha XT660 Tenere at 3.29:1. The old BMW F650GS/Dakar 5-speed is at 3.13:1. This bike was famous for doing well on the highway, and while its dirt handling wasn't as good, it seems to be mostly due to weight, not the gear ratios in 1st and 2nd - or am I confused? IF the new CCM 450 ADV weighs in at about 335 lbs. wet, it will be close to the the TE610/630, and 30 lbs. lighter than a DR650. Does anyone have any additional persective / experience with either the older Huskies (400WR & 500XC) or the 650's between 3.13 and 3.40 ?