Thank you for this information! Now when I crash my bike due to lack of skills, I can just tell everyone who witnessed it that I made incorrect mechanical adjustments on the bike that resulted in poor geometry conditions!!!
I'm currently doing a study about motorcycle suspension and some dynamics and this video has summarized a big part of a few books that I've read, which were kind of hard to understand. Thanks for making this, made it really easy to understand, props for that.
I read most reviews, depending on what edition you buy, it's not obvious if the later edition is much improved over the earlier edition, the earlier edition appears a complete nightmare , horrible Italian to English translation, poor math, and very poor editing in general. Looks like some people loved it ,and others found it a waste of time , trying to figure out where the poor translations vs bad math and editing start and finish. :shrugs: , I''ll pass, will look for something else, but glad to know there are books out there that explain bike geometry.
@@juanete838 I bet that you can tie your shoe laces though. I too am an engineer and have worked in motor sports, some of the best test riders and drivers are just useless at all other aspects of life. Good engineers do not make good test riders, this is because they can tell that things are going wrong before most other people would notice. One manager at a car manufacturer in Britain once said to me that it is the job of the engineers to break the vehicle, and it is the driver's job to crash it, adding that it is easier to replace a test rider than it is to replace a good engineer. You will only ever find the limits by going beyond them, and that can hurt, or worse.
Excellent explanations! This information is necessary for both racers and cruisers who want to better their skills by understanding how skills work with the geometry of the bike. Thanks for such a well made video!
Thanks Mike. Been riding all my life. When I decided to go track riding on a Sportbike i chose one whose frame is near perfect for me... 2018 Aprilia RSV4 RF LE#14 w/wings!😍
A big thing that many newbies over look is rear axle position.. Pushing the axle further to the rear will make the bike turn in slower and the moving it forward will make it turn in quicker without even touching the front forks. So try to find the optimal axle length position and if you want to change gearing use different lenght chains to keep it in the sweet spot the rear of a motorcycle is often overlooked but very important for optimal suspension settings
Nice videos mike!! I spent endless nights thinking and reading and searching for all these technical issues and details. Is nice to watch them all in one video. One point still not clear to me is the effect of the height of the neck (steering head) from the ground since is very different between bikes of same category. Seems important to me
Great video in general, but the part around lean angle and COG is maybe a bit misleading. Lean angle only becomes dependent COG location when combined with wide tyres (e.g. sports bikes) because the tyre contact patch moves away from the center line of the bike when you corner. For something on skinny tyres the location of COG has negligible impact on the lean angle required for a given speed.
Hi. Interesting and well explained for someone who wants to approach bike setup. There's a part though where I think you probably said something not exactly right, and it's about @ 10:15 where you say that, under braking, trail decreases. My understanding is that trail is a function of the steering angle, offset and tyre diameter and that the fork length (unless you have a raked fork) is not a factor. It is theoretically true that the tyre compresses under braking thus reducing the diameter and affecting the trail, but it's compensated by the fact that the contact patch gets wider (mechanical trail, etc.). Regardless, as I said, well done and nicely put. Ciao
I understand you reasoning, but when breaking hard, the rear lifts and the fork angle changes giving momentarily less trail. Of course, this is compensated by the tyre compression, resulting in more contact surface but less gyroscopic effect. I'm not a mechanical engineer but that's my understanding of that specific moment. Cheers from 🇵🇹✌️
Really cool video. In the end a lot depends on the rider's input, obviously right? I liken tag to hitting a baseball and how quickly your mind has to adapt in the moment. I have good experience on all styles of motorcycle. Great information.
Fantastic video! I come from the offroad side of bikes and chassis setup is equally important. I would always try and talk my customers into getting chassis and suspension setup before getting all the engine mods they wanted. Makes a huge difference.
Not to be that guy, but something missing on the anti-squat portion is the fact that under acceleration the rear ride height of the bike actually increases not decreases which is counter intuitive. This is doe to the torque vector of the drive chain acting on the axle which sits below the pivot point of the swing arm and the drive sprocket. Or in other words, the drive sprocket is trying to pull the rear wheel to the engine through the shortest distance which is under the bike. If the axis of rotation of the swing arm and drive sprocket were co linear or the rear axle where positioned above the pivot point of the swing arm than the opposite effect would occur. This is one of the reasons why power must be applied smoothly when exiting a corning. To much throttle will shift the CG forward and up. Once rear traction is lost the rear immediately drops until it regains traction at which point the suspension violently extends and draws the rear wheel back into alignment with the front resulting in a high side. .
- ... traction wasn't mentioned, would a bike with a lower swing arm angle (more parallel) create more traction on acceleration because the pulling force is more lateral? The initial power would be *into the swing arm, as opposed to *perpendicular to a more vertical set up... So the question is, does traction come from more resistance (low swingarm angle) or less resistance (high swingarm angle) where weight, engine, rider, etc are all equal? I guess I should read the book. The trade off is obviously trail length on the accommodated design? That why cruisers are as they are..? I should read the book. Any hints welcome. Thank you.
Thanks a lot. I will have to watch this again, probably more than once, but I think I got enough of it this time to know that... I will not be adjusting the suspension on my small or big scooters!
Came back after 3years and now finally I understand everything in this video and knew all of this. Definitely can’t explain it the way he did, without making it complex and keeping it simple. CHEERS TO MY PROGRESS AND THIS AWSOME VIDEO!
Simple explanations of important principles in two wheeling. I run two boxer BMWs: an 84 R100 and 2017 R9T. Completely different geometry on a number of fronts especially the old vs. new suspension. When I get on the 84 after a lot of time on the 2017 I have to be very careful because I will go into a corner with some speed on the 84 and it will not respond at all like the newer bike: it will not carry the same line, will not be as easy to flick into a turn etc. It is a very quick lesson on geometry. There have been some pucker moments let me tell you.
This was great, informative and best of all told by a simple man ( Mike on bikes ) those books are hard to understand in some ways. But when it comes to suspension geometry it's almost like opening Pandora's box. Plenty but heads trying to set up or ajust suspension systems. Mike you said it best and simple to understand and I applaud you for this bit of knowledge.
Right. Not even a lot of mechanics out there fully understand this too so you can even pay someone to help unless you really want to pay top dollar for someone's time. I'd rather not ruin my bike.
1:29 “It will also make the motorcycle *less stable* and, potentially, harder to control.” What exactly does “less stable” mean? I’ve heard this phrase thrown out a lot when talking about changing your motorcycle suspension. But I’ve never heard anyone explain what it actually is. Does it mean your bike will randomly wobble at certain speeds and cause an accident? Does it mean the bike will fall to the side on a whim during riding unless you’re always holding the handlebars really tight? Will the bike just stop suddenly and make the rider fly off the road? Or will the bike jump into incoming traffic if you hit a minor bump on the road? What exactly do you mean by “less stable”?
On a sports bike lower the front fork spring pre-load and increase the rebound dampening. Great cornering entry, skitterish front end through the corner with some under steering on the exit. Try it.
“The use of wide tyres causes another difficulty when the bike rolls because the contact patch moves further and further from the bike’s centreline and from its steering axis. The taller the tyre section the more pronounced these effects are; lower sections minimize them, for a given width of tyre. There are several effects. It reduces the camber thrust for a given angle of lean. Ironically, a bike with a higher centre of gravity or with the centre of gravity shifted in towards the turn, will require less angle of lean to balance its centrifugal force.” I took that off John Robinson’s book, Motorcycle Tuning Chassis second edition under the section of contact area in tyres. Perhaps maybe you could do a video why wider tyres need more lean angle to turn and narrow tyres use less. And how how centrifugal force is actually needed to turn with the same bike but different width tyres. Perhaps you can mention why did MotoGP used 16.5 wheels and why some asian drag bikes used bicycle sized wheels on their drag bikes. Thank you in advance
Hey man, I think you can understand this on a video better than with the words of my. Just search how steering works to youtube and click on some animation.
The centre of gravity heigt don't affects the lean angle, it depends just on weigh/centripetal Force ratio. This depends on the speed and the bending radius, the weigh is uninfluent being either on the numerator and denominator of the fraction. This way it erases itself per each given weigh.... So the lean angle is independant by weigh and just depends on speed and radius...
you're not totally wrong, just stuck in a too simple model of a bike. look at this you'll understand it: s3.amazonaws.com/advrider-photobucket-images/images/d/dealershipids_cg2_zps3dd45ac3.jpg
i would like you to go deeper on the subject , for example spring stiffness, soft vs hard precompression or preload?, dumping etc. Very cool vid many thanks.
Thanks for the video and the many others you put out. Very informative. But I have to ask: where do you get those cool little bike models you use in your demonstrations?
Thanks Mike, I really enjoy your videos, seems that just as I get my head round one aspect of setting up my Tracer 900GT, I need to understand something else. As I am fond of saying, the more you know, the more you realise how little you know. Luckily I have you and my 2 sons, an Astrophysicist and Mechanical Engineer to help me
good comprehensive video, the model of the aprilia you have is not a rsv4 tho, its a aprilia rsv1000 2005-2009 (3rd gen) model.. I own a factory edition of the 2nd gen myself, amazing bikes
5 ปีที่แล้ว
Great video! Explaining tyre geometry and characteristics would also be nice
Always very informative and helpfull video's as I've just started a classic racer build of a Seeley TR750. the original has a head angle of 27 dg. most builders I understand decrease it to 24 to make it steer more quickly. my question is: how does head angle and offset influence steering when the trail stays the same? kind regards Noël
Thank you a lot for this information!!! Here in Brazil, we don’t have videos like this! Thank you for help us to understand the motorcycle’s physics!! Kisses from Brazil!!!
There is a ratio between trail and forks angle. And spring rate characteristics contributing to bike geometry while suspension is loaded mid-turn with cornering force.
Hi. Mike. Nice video. I would like to add few pointers from my experience. Its not only the CG height, which makes vehicle agile or stable, but the ratio of vehicle CG height to rider CG. The way I explain it to my team members, is assume vehicle a vertical rod pivoted at ground with a weights clipped at a heights. While you give input at top end. Lower the height, less efforts you need to move stick around. Higher the weight, higher efforts and less accelerations you can give to stick. No doubt bike tend to capsize at lower speeds with higher height of weight. To prove this, I did few experiments while tuning a production bike. In first trial I mount 15kg (for 150kg bike) weight at level of crank shaft or below engine and in 2nd trial, same weight above tank, the effect can be perceived significantly.
But the CoG is fluid on both Rider and bike to an extent. You can slightly manipulate the CoG through Shifting the center of mass. CoM. In turn the center of mass never changes, but the center of gravity has potentiality to be fluid to some extent.
1. Thanks so much. I learned so much with your video. I really did. 2. Only FYI: You are showing an Aprilia RSV (or RSV Mille or RSV1000) miniature not quite an RSV4. The only difference is this model had a twin, not a V4 (hence the rsV4 name) 3. How do you explain the fact that you need more lean angle with a lower centre of gravity? I think I understood everything you showed except for this. I mean, I know supermotos have a higher c.g. and they require less l.a. but they tend also to be massively (not marginally) lighter and as you mention much more aggressive trail. Thanks again!
Nice video on bike setup. Although I wished you could have explained the effects of too little anti squat versus too much anti-squat a little more. I might add too little and you will run wide exiting out of the corner while getting on the gas. Too much and your bike will over steer and be less stable with less traction exiting the corner while getting back on the gas.
Hey man, really helpful video I guess you got a Little mixed up in the start related to trail and cg relationship And in the end how during acc the WB will increase due to decrease in swingarm angle which gives stability The trail part maybe I didn't understand correctly.
Set aside riding on a race track for a moment. If the scope is public roads, I find myself more confident riding a supersport over other bikes. I find counter steering is much safer with aggressive riding posture. Or maybe, my eyes and ears don't work that well while cornering on other motorbike. What's your experience been like?
What ? You didn't subscribe yet ?.. Thank you for this very cool and instructive video. Still scratching my head on a few things and on the remark at 9.43. If a lower CoG makes the bike easier to steer in (9.21), then how come a bike with a higher CoG is easier to flicker (9.43) ? I feel like: "Abandon all hope, ye who enter here". I need more neurons... Spare anyone ?
You're mentioning @10:14 when the rider brakes (decelerates) the swingarm angle increases however @ 10:50 while the rider accelerates, the swingarm angle ALSO increases which doesn't make any sense, could you explain how?
Solid stuff Mike! 👍 Thanks. One thing about 'transfer' it's actually not weight, but Load. Load Transfer. Weight is constant- I.E. bike & rider. But the longitudinal load changes from rear to front & vise-versa based on the amount of braking force & acceleration.
i cant be the only one who actually understood what he said as he said it. mechanics isn't that difficult. the important thing is understanding the jargon. at least he didn't drone on about calculus equations.
I've been sending people to watch this video many times, but on today I was searching for something, heard the phrase on 6:15 and wondered - how actual load transfer is related to suspension travel? :) Not sure that it's correct to state that anti-squat helps with load transfer...
Gidday Mate I've watched many of your videos some more than once, I really enjoy them. I have a question though after watching this one and another one of yours regarding the examples you use. I notice that they are I think all chain driven? So being as that I'm enjoying Amy XJ900S 2002 model I'm thinking, which has been known to be dangerous, lol. That there maybe a different set of say lateral gyroscopic force due to the spinning driveshaft? possibly others? I wonder if it's something you could explain or as I am really just a layman, let me know if I am close? anyway lovethe vids and find them really useful. and simulating actually.Chers amte Stix...
Thank you for this information!
Now when I crash my bike due to lack of skills, I can just tell everyone who witnessed it that I made incorrect mechanical adjustments on the bike that resulted in poor geometry conditions!!!
Nah dude, there must be something wrong with the tires..... :-)
Thanks for the reveal :P
So lack of mechanical skills as well as riding skills...
Sweet excuse making skills!
LOL
Anti-Squat sounds quite slavphobic.
Boris and Anatoli want to know your location.
They should have bough soviet motorcycle like Урал: Ural (basically a copy of bmw engine)
As a Slav... that makes me sad 🙁... 😂
ahaahahahahahahahaahahahahahahahhaah as a slav....i love this :D
Please change this term, it offends me and my culture.
I'm currently doing a study about motorcycle suspension and some dynamics and this video has summarized a big part of a few books that I've read, which were kind of hard to understand. Thanks for making this, made it really easy to understand, props for that.
Check out Tony Foal. 👍
I bought this book many years ago and I highly recommend it:
Motorcycle Design & Technology: How and Why by Gaetano Cocco
Hey AWi Co maybe you should send a copy of this book to Harley Davidson .. I don't think they have it figured out yet.
When an Italian engineer writes a book about motorcycle handling you know it'll be good.
I read most reviews, depending on what edition you buy, it's not obvious if the later
edition is much improved over the earlier edition, the earlier edition appears a complete
nightmare , horrible Italian to English translation, poor math, and very poor editing in general.
Looks like some people loved it ,and others found it a waste of time , trying to figure out
where the poor translations vs bad math and editing start and finish. :shrugs: , I''ll pass, will
look for something else, but glad to know there are books out there that explain bike geometry.
This video was for tertiary students. I needed something for primary kids to understand all this
I've been following you for a while. Your quality has been getting better and better!!
The rider is just an onboard engineer.
Believe me. As an engineer I cant onboard like the pilots on the video, lol.
@@juanete838 I bet that you can tie your shoe laces though. I too am an engineer and have worked in motor sports, some of the best test riders and drivers are just useless at all other aspects of life. Good engineers do not make good test riders, this is because they can tell that things are going wrong before most other people would notice. One manager at a car manufacturer in Britain once said to me that it is the job of the engineers to break the vehicle, and it is the driver's job to crash it, adding that it is easier to replace a test rider than it is to replace a good engineer. You will only ever find the limits by going beyond them, and that can hurt, or worse.
2:26 "the numbers, mason! What do they mean ?!" (I dont know if someone else wrote this or something similar)
Such a complicated subject explained perfectly, thankyou! Fantastic presentation too
Super job, Mike. Reading the transcript is a great help to really digesting all this.
I need a KTM scale model like that to fool around with at the office
Hahahahaha your comment made my day, sir.
Amazon carries these.
best comment ever!
Me, too.
Excellent explanations! This information is necessary for both racers and cruisers who want to better their skills by understanding how skills work with the geometry of the bike. Thanks for such a well made video!
Thanks Mike. Been riding all my life.
When I decided to go track riding on a Sportbike i chose one whose frame is near perfect for me...
2018 Aprilia RSV4 RF LE#14 w/wings!😍
A big thing that many newbies over look is rear axle position..
Pushing the axle further to the rear will make the bike turn in slower and the moving it forward will make it turn in quicker without even touching the front forks. So try to find the optimal axle length position and if you want to change gearing use different lenght chains to keep it in the sweet spot the rear of a motorcycle is often overlooked but very important for optimal suspension settings
Jhony sins known as teacher, scientist, doctor, etc..so when he explain about bikes, its a best explanation.. 👏👏
Nice videos mike!! I spent endless nights thinking and reading and searching for all these technical issues and details. Is nice to watch them all in one video. One point still not clear to me is the effect of the height of the neck (steering head) from the ground since is very different between bikes of same category. Seems important to me
I had to stop half way because my head started hurting. Will watch again tomorrow ;)
Me too.
Great video in general, but the part around lean angle and COG is maybe a bit misleading. Lean angle only becomes dependent COG location when combined with wide tyres (e.g. sports bikes) because the tyre contact patch moves away from the center line of the bike when you corner. For something on skinny tyres the location of COG has negligible impact on the lean angle required for a given speed.
A loot of custom builders especially in USA must immediately watch this video, because some custom bikes are unrideable. Nice educational video
Finally one no BS video with actual information and it is explained correctly. Perfect!
Hi. Interesting and well explained for someone who wants to approach bike setup. There's a part though where I think you probably said something not exactly right, and it's about @ 10:15 where you say that, under braking, trail decreases.
My understanding is that trail is a function of the steering angle, offset and tyre diameter and that the fork length (unless you have a raked fork) is not a factor.
It is theoretically true that the tyre compresses under braking thus reducing the diameter and affecting the trail, but it's compensated by the fact that the contact patch gets wider (mechanical trail, etc.).
Regardless, as I said, well done and nicely put.
Ciao
Yeah, I was thinking the same.
I understand you reasoning, but when breaking hard, the rear lifts and the fork angle changes giving momentarily less trail. Of course, this is compensated by the tyre compression, resulting in more contact surface but less gyroscopic effect. I'm not a mechanical engineer but that's my understanding of that specific moment. Cheers from 🇵🇹✌️
steering angle changes when the fork is compressed
How comes you don't have more subscribers? The quality of this video and it's technical content is amazing. Congrats and thanks for sharing!
Really cool video. In the end a lot depends on the rider's input, obviously right? I liken tag to hitting a baseball and how quickly your mind has to adapt in the moment. I have good experience on all styles of motorcycle. Great information.
That's why different riders have different setups.
i love the professionality with the colored lights in the background xD
this is the best video about motorcycle center of gravity
Very interesting! Great explanation!
I think I'm ready to build a motorcycle from scratch now...
Fantastic video! I come from the offroad side of bikes and chassis setup is equally important. I would always try and talk my customers into getting chassis and suspension setup before getting all the engine mods they wanted. Makes a huge difference.
Not to be that guy, but something missing on the anti-squat portion is the fact that under acceleration the rear ride height of the bike actually increases not decreases which is counter intuitive. This is doe to the torque vector of the drive chain acting on the axle which sits below the pivot point of the swing arm and the drive sprocket. Or in other words, the drive sprocket is trying to pull the rear wheel to the engine through the shortest distance which is under the bike. If the axis of rotation of the swing arm and drive sprocket were co linear or the rear axle where positioned above the pivot point of the swing arm than the opposite effect would occur. This is one of the reasons why power must be applied smoothly when exiting a corning. To much throttle will shift the CG forward and up. Once rear traction is lost the rear immediately drops until it regains traction at which point the suspension violently extends and draws the rear wheel back into alignment with the front resulting in a high side.
.
thank you very much until now i was very skeptical about the acceleration in a turn subject
Much appreciated the effort!!
- ... traction wasn't mentioned, would a bike with a lower swing arm angle (more parallel) create more traction on acceleration because the pulling force is more lateral? The initial power would be *into the swing arm, as opposed to *perpendicular to a more vertical set up... So the question is, does traction come from more resistance (low swingarm angle) or less resistance (high swingarm angle) where weight, engine, rider, etc are all equal? I guess I should read the book.
The trade off is obviously trail length on the accommodated design? That why cruisers are as they are..?
I should read the book. Any hints welcome. Thank you.
Thanks a lot.
I will have to watch this again, probably more than once, but I think I got enough of it this time to know that... I will not be adjusting the suspension on my small or big scooters!
Blew my mind man! Never knew any of this!!! Same with the tire friction vid you did!
I would be interested in seeing your analysis of BMW telelever parameter set up!
Thanks for sharing knowledge about Motorcycle Geometry..Person who wants to learn about VD related to Motorcycle should watch this Video.....
Came back after 3years and now finally I understand everything in this video and knew all of this. Definitely can’t explain it the way he did, without making it complex and keeping it simple. CHEERS TO MY PROGRESS AND THIS AWSOME VIDEO!
I daily an SV, awesome lesson bro greatly appreciated by the moto community
Simple explanations of important principles in two wheeling. I run two boxer BMWs: an 84 R100 and 2017 R9T. Completely different geometry on a number of fronts especially the old vs. new suspension. When I get on the 84 after a lot of time on the 2017 I have to be very careful because I will go into a corner with some speed on the 84 and it will not respond at all like the newer bike: it will not carry the same line, will not be as easy to flick into a turn etc. It is a very quick lesson on geometry. There have been some pucker moments let me tell you.
Don’t know why you are being downvoted? Loved the information and the format. Thank you!
This was great, informative and best of all told by a simple man ( Mike on bikes ) those books are hard to understand in some ways. But when it comes to suspension geometry it's almost like opening Pandora's box. Plenty but heads trying to set up or ajust suspension systems. Mike you said it best and simple to understand and I applaud you for this bit of knowledge.
Impressive! Gonna need to watch this a few times though!
fantastic video. It's a RSV though, not a RSV4 ;)
Was looking for this comment! I own a V-twin RSV like this :)
Rsv1000r
RSV 1000 R Factory model too. I know this, because Mike is using a toy model of the life size one sitting in my garage :-)
2:25 Me, even after watching the entire video 😣
Right. Not even a lot of mechanics out there fully understand this too so you can even pay someone to help unless you really want to pay top dollar for someone's time. I'd rather not ruin my bike.
Great info ! Thanks! now i have some things to think about for my bike for next season here in sweden :)
Holy crap I just learned so much in 12min! Thank you fo your videos dude, these are so great!
1:29 “It will also make the motorcycle *less stable* and, potentially, harder to control.”
What exactly does “less stable” mean? I’ve heard this phrase thrown out a lot when talking about changing your motorcycle suspension. But I’ve never heard anyone explain what it actually is.
Does it mean your bike will randomly wobble at certain speeds and cause an accident? Does it mean the bike will fall to the side on a whim during riding unless you’re always holding the handlebars really tight? Will the bike just stop suddenly and make the rider fly off the road? Or will the bike jump into incoming traffic if you hit a minor bump on the road?
What exactly do you mean by “less stable”?
On a sports bike lower the front fork spring pre-load and increase the rebound dampening. Great cornering entry, skitterish front end through the corner with some under steering on the exit. Try it.
“The use of wide tyres causes another difficulty when the bike rolls because the contact patch moves further and further from the bike’s centreline and from its steering axis. The taller the tyre section the more pronounced these effects are; lower sections minimize them, for a given width of tyre. There are several effects. It reduces the camber thrust for a given angle of lean. Ironically, a bike with a higher centre of gravity or with the centre of gravity shifted in towards the turn, will require less angle of lean to balance its centrifugal force.”
I took that off John Robinson’s book, Motorcycle Tuning Chassis second edition under the section of contact area in tyres.
Perhaps maybe you could do a video why wider tyres need more lean angle to turn and narrow tyres use less. And how how centrifugal force is actually needed to turn with the same bike but different width tyres. Perhaps you can mention why did MotoGP used 16.5 wheels and why some asian drag bikes used bicycle sized wheels on their drag bikes.
Thank you in advance
Hey man, I think you can understand this on a video better than with the words of my. Just search how steering works to youtube and click on some animation.
My favorite video from you thus far. You’re growing a lot
No one talk about motorcycle geometry so clear ever!
The centre of gravity heigt don't affects the lean angle, it depends just on weigh/centripetal Force ratio. This depends on the speed and the bending radius, the weigh is uninfluent being either on the numerator and denominator of the fraction. This way it erases itself per each given weigh.... So the lean angle is independant by weigh and just depends on speed and radius...
you're not totally wrong, just stuck in a too simple model of a bike. look at this you'll understand it:
s3.amazonaws.com/advrider-photobucket-images/images/d/dealershipids_cg2_zps3dd45ac3.jpg
Another great video! You deserve so many more subscribers, awesome content as always!
Awesome video. Love the visuals. Really helped me wrap my mind around the subject. Subscribed!
i would like you to go deeper on the subject , for example spring stiffness, soft vs hard precompression or preload?, dumping etc. Very cool vid many thanks.
no. 1k likes!
this video give me so much information ..
i used to thought 'setup' is just the suspension settings
Riding a race bike at insane speeds on a track is on my bucket list!
Thanks for the video and the many others you put out. Very informative. But I have to ask: where do you get those cool little bike models you use in your demonstrations?
More of such informative videos please!
Your videos are so awesome, I learn a lot , thank you very very much
Easy to understand, thank you! Curious if your able to send a link to where you purchased your RSV model?
Thanks Mike, I really enjoy your videos, seems that just as I get my head round one aspect of setting up my Tracer 900GT, I need to understand something else.
As I am fond of saying, the more you know, the more you realise how little you know.
Luckily I have you and my 2 sons, an Astrophysicist and Mechanical Engineer to help me
Great video as always. Was wondering where your videos were 😂😅 keep producing bro
Excellent video! From another Engineer here! Cheers
4:38 how do you set up that camera with stabilizer on bike tank
good comprehensive video, the model of the aprilia you have is not a rsv4 tho, its a aprilia rsv1000 2005-2009 (3rd gen) model.. I own a factory edition of the 2nd gen myself, amazing bikes
Great video! Explaining tyre geometry and characteristics would also be nice
Awesome vid mate! First I've seen of yours and hitting the sub, keep up the good work
Always very informative and helpfull video's as I've just started a classic racer build of a Seeley TR750.
the original has a head angle of 27 dg. most builders I understand decrease it to 24 to make it steer more quickly.
my question is:
how does head angle and offset influence steering when the trail stays the same?
kind regards
Noël
Wow, that was a really great explanation.
OMG I have looking for this everywhere...this is a great help for me bro thanks
Thank you a lot for this information!!! Here in Brazil, we don’t have videos like this! Thank you for help us to understand the motorcycle’s physics!! Kisses from Brazil!!!
Great video! But one question:
Are you sure the bike with lower center gravity need more lean angle for a given speed?
There is a ratio between trail and forks angle. And spring rate characteristics contributing to bike geometry while suspension is loaded mid-turn with cornering force.
Another excellent episode
Dude, those bike models are too cool.
The clip at 2:10 is a beautiful example of what counter-steering looks like
Mike, EXCELLENT video man!
My respects!! great content! From Lima Perú
Interesting, well explained, got a good understanding, on watching video twice.
Please make more videos on given subject, & Aerodynamics.
Load the front when making a turn...it helps
This is a great video with a lot of informative content! Thanks Mike!
Hi. Mike. Nice video. I would like to add few pointers from my experience. Its not only the CG height, which makes vehicle agile or stable, but the ratio of vehicle CG height to rider CG.
The way I explain it to my team members, is assume vehicle a vertical rod pivoted at ground with a weights clipped at a heights. While you give input at top end. Lower the height, less efforts you need to move stick around. Higher the weight, higher efforts and less accelerations you can give to stick. No doubt bike tend to capsize at lower speeds with higher height of weight.
To prove this, I did few experiments while tuning a production bike.
In first trial I mount 15kg (for 150kg bike) weight at level of crank shaft or below engine and in 2nd trial, same weight above tank, the effect can be perceived significantly.
But the CoG is fluid on both Rider and bike to an extent. You can slightly manipulate the CoG through Shifting the center of mass. CoM. In turn the center of mass never changes, but the center of gravity has potentiality to be fluid to some extent.
1. Thanks so much. I learned so much with your video. I really did.
2. Only FYI: You are showing an Aprilia RSV (or RSV Mille or RSV1000) miniature not quite an RSV4. The only difference is this model had a twin, not a V4 (hence the rsV4 name)
3. How do you explain the fact that you need more lean angle with a lower centre of gravity? I think I understood everything you showed except for this. I mean, I know supermotos have a higher c.g. and they require less l.a. but they tend also to be massively (not marginally) lighter and as you mention much more aggressive trail.
Thanks again!
Nice video on bike setup. Although I wished you could have explained the effects of too little anti squat versus too much anti-squat a little more. I might add too little and you will run wide exiting out of the corner while getting on the gas. Too much and your bike will over steer and be less stable with less traction exiting the corner while getting back on the gas.
Hey man, really helpful video
I guess you got a Little mixed up in the start related to trail and cg relationship
And in the end how during acc the WB will increase due to decrease in swingarm angle which gives stability
The trail part maybe I didn't understand correctly.
Can I get your mail or whatsapp no.
I could learn a lot from you.
Thanks in advance
Set aside riding on a race track for a moment. If the scope is public roads, I find myself more confident riding a supersport over other bikes. I find counter steering is much safer with aggressive riding posture. Or maybe, my eyes and ears don't work that well while cornering on other motorbike. What's your experience been like?
If I increase the rear ride height the bike will become more agile right? Since the trail will decrease and swingarm angle will increase...
all i wanted to know is where did you got those model bikes
me too lol...I'd like to start honing my motogp skills , seriously though would love to find some of those.
What ? You didn't subscribe yet ?.. Thank you for this very cool and instructive video. Still scratching my head on a few things and on the remark at 9.43. If a lower CoG makes the bike easier to steer in (9.21), then how come a bike with a higher CoG is easier to flicker (9.43) ? I feel like: "Abandon all hope, ye who enter here". I need more neurons... Spare anyone ?
really great channel bro !!!!!! congratz !!!!!!!
You're mentioning @10:14 when the rider brakes (decelerates) the swingarm angle increases however @ 10:50 while the rider accelerates, the swingarm angle ALSO increases which doesn't make any sense, could you explain how?
Solid stuff Mike! 👍 Thanks.
One thing about 'transfer' it's actually not weight, but Load.
Load Transfer. Weight is constant- I.E. bike & rider. But the longitudinal load changes from rear to front & vise-versa based on the amount of braking force & acceleration.
Excellent brother! Youve earned your subscribe button push! 😂😂👍👍 Cant wait for the next one 🤙🤙
i cant be the only one who actually understood what he said as he said it.
mechanics isn't that difficult. the important thing is understanding the jargon.
at least he didn't drone on about calculus equations.
Thank you for this information brother. Love from #Sikkim
Great video. What do you think about the Isle of man and Irish road racing. God bless everyone...
I've been sending people to watch this video many times, but on today I was searching for something, heard the phrase on 6:15 and wondered - how actual load transfer is related to suspension travel? :) Not sure that it's correct to state that anti-squat helps with load transfer...
What brand and scale of motorcycle models are you using for your video? Great video, thanks.
Thanks for making this video very informative.
Gidday Mate
I've watched many of your videos some more than once, I really enjoy them. I have a question though after watching this one and another one of yours regarding the examples you use. I notice that they are I think all chain driven?
So being as that I'm enjoying Amy XJ900S 2002 model I'm thinking, which has been known to be dangerous, lol. That there maybe a different set of say lateral gyroscopic force due to the spinning driveshaft? possibly others? I wonder if it's something you could explain or as I am really just a layman, let me know if I am close? anyway lovethe vids and find them really useful. and simulating actually.Chers amte Stix...
Like everything in the nature - you give to an organizm long legs and compromise on something other, like speed, weight, steering etc
I mostly understand. Still extremely technical. Do you have a video about the gyro forces?
Amazing video, does all of these (or most of these) geometry changes once you use a center hub steering motorcycle?