standard gearing is a matter of design for predicted use,
a sort of average of what will likely be needed for 'typical' riding..
if your approach to and riding requirements are different to that typical
translation of engine power/torque into the road then it is relevant
and appropriate to change the physics of it by changing ratios..
an engine may produce x power at the crankshaft etc, which will then
be translated into available power into the road via gearing [incl sprocket
ratios].. this is self evident and obvious by the simple test of starting
in first or second or third etc gears.. it is still a matter of ratios..
whatever power the engine is capable of generating will still be
translated thru whatever ratio is selected..
same same should you change final drive ratios..
if you add teeth to the rear wheel sprocket or detract teeth
from the countershaft sprocket, starting in the same gear for both,
then there will be different potential for moving the driven object
[you and the motorcycle], ie, it will be 'easier' for whatever power
the motor is capable of to turn the wheel, thus faster turning..
increased acceleration is inevitable..
there is of course more to it than merely acceleration in first, say,
and such changes in ratio will effect all gears,, for eg, 6th gear
would become 'more useable' generally, becoming closer
to the ratios of 5th gear without ratio changes..
ie, its not only a matter of acceleration for accelerations sake
but can be various subtle changes in the riding characteristics
of the bike, beyond or outside of its 'typical' designed useage..
[as an observation, arbiter, based on observations of contributions
by member motomike, seems you have made a false assumption
as to his motivations and 'illusions' [
] based on speedo readings]
2011 Honda 
