The Suspension Adjustment Process . In general, a bike set for track use is stiffer than a streetbike, due to the increased acceleration, braking and cornering . Contents: Introduction. Chapter 1 Where to Start. Chapter 2 Basic Principles and Theory. Chapter 3 Geometry and Ride Height. Chapter 4 Springs, Preload, and. Sportbike Suspension Tuning by Andrew Trevitt PDF DOWNLOADS TORRENT > GO Downloads e-Book What should I do if the main link does.
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road race engineers, input from Suspension Tech NZ and our own ongoing experience working with top road race If you just had a spring on a motorcycle -- and no dampening -- it . machine weight and as a tuning tool for rider preference. Tuning pdf · Read Online Sportbike Suspension Tuning pdf With other case, little people like to read book Sportbike Suspension Tuning. You can. And finally, we've included a listing of aftermarket suspension tuning and This guide will help you gain a better grasp of your sportbike's suspension and how.
This will cause a bit of nose dive so try different setting. If your bike bottoms out, increase the front preload. See preload notes above. Keep notes. If it is too soft, the front end will pop up too quickly after any situation causing the front suspension to compress e. Press hard on the top of the yoke without pressing the brakes and let go. The suspension should rebound to its original position within a second. If it takes more than a second then you need softer rebound but if it takes less than a second or it rebounds past its original position then you should make your rebound harder.
This method may work but really it is too simplistic for real world riding. One critical area where you want your front rebound to work well is through them corners and turns.
As you fly down the road and brake before or into the corner, the front suspension compresses, then as you let go of the brakes, the front wheel will rebound fully. You do not want your front end to sit up too quickly especially mid corner. It does not matter whether you brake before the turn but this is more critical if you brake into the turn.
SOFT: If it rebounds too quickly in the corner your bike will sit up very quickly creating a longer wheel base. HARD: On the other hand if the rebound is too hard, when you let go of the brakes and on to the throttle in a corner, because the wheel is compressed for longer you will have a shorter wheel base for longer.
This may cause the bike to feel wooden in the corner and turn too quickly. Soften her up. To set up your front rebound damping you are going to have to go through a few corners a few times and it is best that you have sorted out the preload and front compression first.
No advanced damping control if you cannot adjust the rebound and compression separately but you can adjust the damping, then you will have to go for a compromise. Since most accidents happen in a turn, then I will suggest that you set it up for cornering.
Try to get the bike to enter and exit a corner with minimal rocking or seesawing to the front end. These setting should be ok for bumpy tarmac. Keep a record Keep a note of the settings you are using as well as the make and pressure of your tyres. Different tyres shapes, sizes and pressure can affect your readings and therefore you may want to keep a record of all your setting especially if you are a track addict or racer.
Also keep a note of the weather and cooler temperature will thicken the oil in your forks while on a hotter day, your fork oil may thin a bit.
You do not want to go through all this again Counting Clicks If your bike uses clicks to adjust damping, and you want to adjust your damping settings, do not simply turn it a few clicks till you think you have the right new settings. Fully count the clicks in to ensure you were on the right old settings then count it out to the right new settings.
Example you think your front compression is on 5 clicks out and you want to try 7 clicks out.
A complete guide to setting up your sportbike's suspension, including all the terms, technology and troubleshooting. Introduction Get started on your setup Section 1: Learning the Lingo A primer on suspension-speak Section 2: Handling Are you represented in this rogue's gallery?
Section 3: Street, Track or Strip Get the hot setup for your chosen venue Section 4: Suspension TroubleShooting Understand and cure those boings and wobbles.
Other fork designs are girder forks, suspended on sprung parallel links not common since the s and bottom leading link designs, not common since the s. Vincent Black Lightning with Girdraulic front suspension Some manufacturers e.
Greeves used a version of the swinging arm for front suspension on their motocross designs. A single-sided version of the idea is also used in motor scooters such as the Vespa.
The Hub-center steering as developed by Ascanio Rodorigo , on a concept associated to Massimo Tamburini is a complex front swingarm alternative system that entails suspension and steering, as seen in projects such as Bimota Tesi and Vyrus motorcycles. Main article: Motorcycle fork Scott produced a motorcycle with telescopic forks in ,   and would continue to use them until The forks can be most easily understood as simply large hydraulic shock absorbers with internal coil springs.
They allow the front wheel to react to imperfections in the road while isolating the rest of the motorcycle from that motion.
Telescopic forks on a BMW The top of the forks are connected to the motorcycle's frame in a triple tree clamp known as a "yoke" in the UK , which allows the forks to be turned in order to steer the motorcycle.
The bottom of the forks is connected to the front wheel's axle. On conventional telescopic forks, the lower portion or fork bodies "fork sliders" in the UK , slide up and down the fork tubes "fork stanchions" in the UK.
The fork tubes must be mirror-smooth to seal the fork oil inside the fork. Some fork tubes, especially on early roadsters and off-road motorcycles, are enclosed in plastic protective "gaiters.
The slider bodies are at the top, fixed in the triple clamps , and the stanchion tubes are at the bottom, fixed to the axle. This USD arrangement has two advantages: i it decreases the unsprung weight of the motorcycle; and ii it increases torsional stiffness , which can improve handling. Two disadvantages of USD forks are: i they are more expensive than conventional telescopic forks; and ii they are liable to lose all their damping oil should an oil seal fail.
Pre-load adjustment[ edit ] Motorcycle suspensions are designed so that the springs are always under compression, even when fully extended. Pre-load is used to adjust the initial position of the suspension with the weight of the motorcycle and rider acting on it. The difference between the fully extended length of the suspension and the length compressed by the weight of the motorcycle and rider is called "total sag" or "race sag".
Total sag is set to optimize the initial position of the suspension to avoid bottoming out or topping out under normal riding conditions.
Topping out occurs when the suspension extends fully and cannot mechanically extend any more. Increasing pre-load increases the initial force on the spring thereby reducing total sag.
Decreasing pre-load decreases the initial force in the spring thereby increasing total sag. Some motorcycles allow adjustment of pre-load by changing the air pressure inside the forks. Valves at the top of the forks allow air to be added or released from the fork. Fork damping[ edit ] Basic fork designs use a simple damper-rod system, in which damping is controlled by the passage of fork oil through an orifice.
Though cheap to manufacture, it is hard to tune such forks, as they tend to give too little damping at low slider speeds, yet too much damping at higher slider speeds. Any adjustment setting will always be a compromise, giving both over-mushy and over-stiff damping. Since forks act as hydraulic dampers, changing the weight of the fork oil will alter the damping rate. Some telescopic forks have external adjustments for damping. A more sophisticated approach is the cartridge fork, which use internal cartridges with a valving system.
This valve has a number of such shims of varying thicknesses that cover the orifices in the valve to control the damping of the fork on high and medium speed bumps. Some of the shims or "leaf springs" lift with little force allowing fluid to flow through the orifice.
Other springs require greater force to lift and allow flow. This gives the fork digressive damping, allowing it to be stiff over small bumps, yet relatively softer over larger bumps. Also, the springs or shims only allow flow in one direction, so one set of springs controls compression damping, and another rebound damping. This allows the dampings to be set separately.