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WORKSHOP. Race Tech's. Motorcycle Suspension Bible. • Suspension Tuning, Repair, and Maintenance. • Designing Custom Suspension Systems. • Modifying . PRODUCT LISTS 2. RACE TECH's SUSPENSION BIBLE DOWNLOADS 6. CATALOGS. ▻Race Tech ppti.info ▻TNK Fork Tube ppti.info 7 . RACH TECH'S MOTORCYCLE SUSPENSION BIBLE. Based on Paul Thede's wildly popular Race Tech Suspension Seminars taught around the world, this.

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Race Tech's Motorcycle Suspension ppti.info - Ebook download as PDF File . pdf) or read book online. Editorial Reviews. Review. “Race Tech's Motorcycle Suspension Bible provides a clear understanding of the most misunderstood aspect of motorcycle. Download Race Tech Motorcycle Suspension Bible.

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.

Race Tech Motorcycle Suspension Bible

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.


Cartridge emulators are aftermarket parts that make damper-rod forks behave virtually as cartridge forks. The emulator has a very small orifice for low fork-speed damping, and an adjustable shim-stack for high fork-speed damping.

Gas-charged cartridge forks, which became available in ,[ citation needed ] consist of gas-charged cartridges fitted within standard forks. This kit is suitable for supersport classes of racing, where regulations prohibit a complete fork replacement but allow modification of the original forks.

Brake dive[ edit ] Applying the brakes of a moving motorcycle increases the load borne by the front wheel and decrease the load borne by the rear wheel due to a phenomenon called load transfer. For a detailed explanation and a sample calculation, see the braking section of the Bicycle and motorcycle dynamics article. BMW's Earles fork eliminated and reversed brake dive If the motorcycle is equipped with telescopic forks , the added load on the front wheel is transmitted through the forks, which compress.

This shortening of the forks causes the front end of the bike to move lower, and this is called brake dive. Telescopic forks are particularly prone to this, unlike leading link designs. Brake dive can be disconcerting to the rider, who may feel like he or she is about to be thrown over the front of the motorcycle. If the bike dives so far as to bottom out the front forks, it can also cause handling and braking problems.

One of the purposes of a suspension is to help maintain contact between the tire and road. If the suspension has bottomed out, it is no longer moving as it should, and is no longer helping to maintain contact.

While excessive brake dive is disconcerting, and bottoming out can cause loss of traction, a certain amount of brake dive reduces the rake and trail of the motorcycle, allowing it to turn more easily. This is especially important to racers trail braking on entrance to corners. Brake dive with telescopic forks can be reduced by either increasing the spring rate of the fork springs, or increasing the compression damping of the forks.

However, all of these changes make the motorcycle less pleasant to ride on rough roads, since the front end will feel stiffer, in the s various manufacturers attempted to get round this by methods of anti-dive such as: Honda TRAC ACT: Developed by Marzocchi and fitted to Buell motorcycles such as the Buell RR The PDF units works in a similar way, except that they rely entirely on the compression stroke itself.

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Typically this lone shock absorber is in front of the rear wheel, and uses a linkage to connect to the swing arm.

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