Altering offset will still affect the CoG of the bike, but much less than changing the ride height. Sometimes it can be better to adjust the offset to achieve the desired result. You may adjust the ride height and get the rake and trail just how you want them, but in doing so you could completely screw up the bike’s centre of gravity in the process. The one thing to be mindful of when adjusting the ride height of your bike is the centre of gravity or CoG. And for newer riders, a slightly more predictable and stable bike would be more adequate. The longer you’ve ridden and the more track riding you’ve done – it’ll probably be at the racier, livelier end of the scale. Much of where you aim to land will come down to your riding experience. When setting up your bike you’re looking to find your place on this scale. Under acceleration, a low anti-dive geometry will cause the front end to lift and the suspension to extend which also shifts weight to the rear of the vehicle. Think about the handling of your bike as a scale with one end being the fastest turning machine on the road, and the other end is the epitome of stability and predictability. Suspension systems with anti-dive values under 100 will cause the front suspension to compress under breaking, often called nose-dive. This problem caused by the lack of space for. To decrease the trail of your bike – for faster turning and less stability – you would do the opposite of these steps. These calculation result the front suspension is still too soft, which the optimal motion ratio should be kept around 1:1 for better handling. To increase the trail of your bike – for more stable handling – you can add a larger front tyre/wheel, raise the front ride height, lower the rear ride height, increase the rake angle or by decreasing the offset distance. Where, Natural Frequency of Front suspension ( F front) 2.1 Hz Natural Frequency of Rear suspension ( F rear) 2.3 Hz Now, Frequency of Front suspension. As the yolk slides down the forks we can see how the rake and trail are altered. front) (0.45)×(207) 121.5 kg Mass in Front (m rear) (0.55)×(207) 148.5 kg According to the BAJA 2023 rulebook, the springs damping frequency must be maintained at a specific level. All imaginary lines can be turned on or off individually.The (very crudely drawn) image above shows two bike chassis, the top as a more conservative set up, the bottom with a more extreme one. Static position of the tires, and the kingpin axis position. Imaginary (gray dotted) lines also show the In cases where the imaginary lines extend far beyond the vehicle, you can zoom the picture in and out as required. The numeric data in the list box below also changes in real-time as the car is moved through its various combinations of travelĪnd roll angle. You can define an unlimited number of front and rear mounting points for both the upper and lower links. Allows entry of suspension measurements including control arm positions, ground clearance, wheelbase, center of gravity height, and tire diameters. Lines) and the roll center (white dotted lines). Suspension calculations 4-link input 4-Link Suspension Geometry Input. You can watch the picture of theĬhassis move, and at the same time, the suspension movement, the wheel/tire movement, and the changing imaginary (dotted) lines that illustrate the instant centers (red dotted The chassis outline (blue lines) can be dragged up and down and rolled from side to side with the mouse (or moved with the scroll bars). If there is 100 anti-dive applied on front suspension system, the control arms will absorb all energy, which means suspension system going stiffening and further impact the ride experience, therefore, the percentage of anti-dive geometry needs to be adjusted depending on the type of the car. Torsion bar rate - solid or tubular bars.Steering geometry / simulation including Ackermann steering.Animated 4-link suspension travel / simulation.Animated strut suspension travel / simulation.Animated A-arm suspension travel / simulation.Anti-roll bar / torsion bar rate (solid or tubular bars).Spring center position in relation to CG.Total, sprung, and unsprung weights and frequencies.Anti-lift, anti-dive, and anti-squat percentages.Works with A-arm, strut, or 4-link suspensions.Data includes roll angle, ground clearance, instant center location, roll center location, camber angle, track width, and more. Numerical analysis of the change in suspension geometry during travel. Drag the car body up / down and left / right with the mouse to view pictorial and The suspension travel analysis allows you to see what happens to the suspension during travel. Suspension calculations include coil and leaf springs, anti-roll bars, animated suspension geometry analysis with roll center and instant center (for dual A-arm and strut suspensions).
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