DOCSLIB.ORG

Owners Manual & Suspension Setup Guide

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Owners Manual & Suspension Setup Guide Owners Manual & Suspension Setup Guide TUNED WITH PURPOSE CONTENTS Initial Setup 1 Front fork installation 2 Rear shock installation 3 Setting rider sag 3 Tuning guide 7 Compression vs. rebound damping 8 Damping adjustments 8 Location of adjusters (Specific to bike model) 9 How “clickers” work 10 Low speed vs. high speed damping 11 Congratulations! Thanks for choosing Kreft Moto’s suspension tuning High speed compression adjuster (HSC) 11 services. To get the most out of your new suspension setup, we recommend following a few basic guidelines for initial setup, fine tuning, and servicing Tuning your suspension 12 of your suspension components. This manual goes into greater detail for Tuning for speed and soil type 13 those who wish to learn more about fine tuning their Kreft suspension. Tuning chassis balance 13 Radical changes in terrain 16 Troubleshooting 17 Servicing your suspension 18 Recommended service interval & Valving updates 19 Suspension service log 20 FRONT FORK INSTALLATION 1 Insert the fork legs into the triple clamps and install each leg at the same height above the triple clamp. Use the fork height recommended by Kreft Moto for your bike (see Specifications). 2 Snug the triple clamp bolts just firmly enough to hold the fork legs in place. 3 Clean the fork lugs on the inside where they hold the axle. They should be smooth and polished with no corrosion. The same goes for the axle itself. 4 Install the front axle only with no wheel. Verify that it installs easily and will rotate freely. If it does not, try raising or lowering one fork leg by small amounts to help bring the axle into alignment. For AER48/XACT48, leave the air-leg in place and adjust the damper-leg to achieve proper alignment. 5 After the axle has been aligned, torque all triple clamp bolts to the torque INITIAL SETUP specified in your motorcycle owner’s manual. Use a torque wrench. 6 Install the front wheel. Temporarily snug the non-brake side axle clamp and tighten the axle nut to the torque recommended in your owner’s manual. 7 Loosen the non-brake side axle clamp bolts. Torque the brake side axle clamp bolts ONLY. 8 Verify that the non-brake side clamp “floats” freely back and forth on the axle. You should be able to move in 1-2mm in each direction. 9 Allow the axle clamp to find its natural centered location, then torque the non-brake size axle clamp bolts. Now you are aligned! Align the non-brake side clamp before tightening 1 2 Rear shock installation 1 Check the condition of linkage bearings or PDS heim joint. 2 Install the shock in the reverse order of removal. Check your motorcycle owner’s manual for detailed instructions. Sag measurement 3 Tighten linkage bolts and shock mount bolts to the torque specified in your motorcycle owner’s manual. Setting rider sag Rider sag is how much the rear shock compresses with a rider on board the motorcycle. Use the following procedure to measure and adjust rider sag, the rider should be in full gear when measuring sag. 1 Get a buddy to help. You can’t take an accurate sag measurement by yourself unless you use an electronic sag setting tool with a remote readout. 2 Support the bike on a stand with its wheels off the ground. The rear suspension should be fully extended. NOTE: Make sure your suspension linkage pivots and shock mounts are in good condition. If a bearing is rusty or sticky, you won’t be able to set sag accurately. 3 Using a tape measure or sag scale, measure the distance from the rear axle to a fixed point on the rear fender. Use a marker to note the spot on the fender so you can find it again. Write down the measurement, and call it MEASUREMENT A. MEASUREMENT A 3 4 04 Remove the motorcycle from the stand and place it on flat, level ground. A spot near a wall or vehicle is best so the rider can use it for balance. 05 The rider should be in full gear for the sag measurement. Have him stand on the motorcycle’s foot pegs with his arms at his side. All his weight should be directed into the footpegs. Have your helper push on the fender to compress the 06 rear suspension about 1”. Let the shock return to a neutral position with the rider holding still. Take the sag measurement, using the same points 07 used previously. Call this MEASUREMENT B. Subtract the two measurements to find rider sag. Rider Sag = Measurement A – Measurement B. 08 Compare the measured rider sag with the recommended sag value for your bike provided by Kreft Moto. If measured rider sag is less than the recommended sag, reduce shock spring preload. If measured rider sag is more than the recommended sag, increase shock spring preload. NOTE: It is easiest to change shock spring preload with the bike on a stand and the rear wheel off the ground. Continue measuring rider sag and changing preload until the rider sag is +/- 2mm from the recommended value. See the “Chassis Balance” section for tips on fine-tuning sag by feel. MEASUREMENT B 5 6 Compression vs. rebound damping Damping is resistance to movement. In motorcycle suspension, oil passing through valves inside the suspension converts kinetic energy (movement) into heat. This helps dissipate the force of bumps. Compression damping slows compressing motions of the fork or shock absorber. Rebound damping slows the extension of the fork or shock back to full travel. Damping adjustments Damping adjusters are also called “clickers” because of the detent mechanism that makes them turn in fixed increments. TUNING GUIDE Turn the adjuster knob or screw to make an adjustment. • Clockwise increase damping force • Counter-clockwise reduce damping force • Full clockwise fully closed (stiff) a/k/a “position zero” • Full counter-clockwise fully open (soft) To count clicks, turn the adjuster knob or screw clockwise until it lightly bottoms. The adjuster is now fully closed. This is position zero. Count the clicks as you turn the adjuster counter-clockwise to reach the desired setting. Your suspension arrived from Kreft Moto with the adjusters already set to our recommended starting position. 7 8 Location of damping adjusters How clickers work The external damping adjusters provided on modern motorcycles help fine tune COMPONENT COMPRESSION REBOUND REVALVE CONTROL the suspension for your preferences or terrain. The low-speed adjusters are WP XACT / AER48* Top of right fork leg Bottom of right Leg Bottom of right Leg often called “clickers” because of the detent mechanism that makes them move WP XPLOR* Bottom of left fork leg Top of right fork leg Top of left fork leg in defined increments with a click. The adjuster is a needle valve – essentially WP XACT PRO / Cone valve Top Bottom N/A a conical screw (needle) that partially blocks a small hole (orifice). When WP 4CS* Bottom of both fork legs Top of both fork legs N/A the adjuster is fully closed, the needle shuts off oil flow through the orifice. WP Open Cartridge Bottom of both fork legs Top of both fork legs N/A As you turn the clicker out, more oil is allowed to flow through the orifice. WP Closed Cartidge Top of both fork legs Bottom of both fork legs N/A Clickers make the entire damping curve softer or stiffer by the same amount. ALL Rear Shocks Top Bottom N/A Proportionally speaking, they have a much greater impact on low speed *Only forks setup by Kreft Moto have this adjuster configuration. suspension movements because the total damping force is small at low speeds. For example, a two-pound change in damping force created by the adjuster is more significant when total damping force is five pounds rather than fifty pounds. That’s why clickers are also known as low-speed adjusters. No matter where your adjusters are set, eventually the fluid pressure overcomes the flow capacity of the orifice. The building fluid pressure forces the valving shims away from the piston face and allows oil to flow through. The adjusters have no effect on the shim stack itself. 9 10 Low speed vs. high speed damping Fine tuning your suspension With a few exceptions, suspension damping is speed dependent. That First thing’s first – go ride your bike. Give yourself time to get used to the new means the amount of damping force varies in proportion to how fast the suspension. suspension is moving. The forward speed of the bike doesn’t matter After the initial adjustment period, you may wish to spend some time fine tuning – it’s the speed the wheels are moving up and down that counts. the suspension to your specific preferences. This is entirely optional. Kreft Moto delivers the suspension to you with our best estimate of the perfect setup Tuners often refer to “low speed” damping or “high speed” damping for you, and many riders never deviate from those settings. to differentiate among broad categories of suspension movements. If you do choose to fine tune on your own, it’s best to conduct testing on a quiet Brake dive is an example of a low speed event. Weight is transferred section of trail or track you know well. Pick a place that is representative of forward under braking and forces the front suspension down. where you ride most often, and someplace you can ride the same short section over and over again in rapid succession. Try two laps on a track, or about a Skimming whoops is a high speed event.
Load more

Recommended publications
  • Motorcycle Rear Suspension
    Project Number: RD4-ABCK Motorcycle Rear Suspension A MAJOR QUALIFYING PROJECT REPORT SUBMITTED TO THE FACULTY OF WORCESTER POLYTECHNIC INSTITUTE IN PARTIAL FULFILMENT OF THE REQUIREMENTS FOR THE DEGREE OF BACHELOR OF SCIENCE BY JACOB BRYANT ALLYSA GRANT ZACHARY WALSH DATE SUBMITTED: 26 April 2018 REPORT SUBMITTED TO: Professor Robert Daniello Worcester Polytechnic Institute Abstract Motorcycle suspension is critical to ensuring both safety and comfort while riding. In recent years, older Honda CB motorcycles have become increasingly popular. While the demand has increased, the outdated suspension technology has remained the same. In order to give these classic motorcycles the safety and comfort of modern bikes, we designed, analyzed and built a modular suspension system. This system replaces the old twin-shock rear suspension with a mono- shock design that utilizes an off-the-shelf shock absorber from a modern sport bike. By using this modern shock technology combined with a mechanical linkage design, we were able to create a system that greatly improved the progressiveness and travel of the rear suspension. Acknowledgements The success of our project has been the result of many individuals over the course of the past eight months, and it is our privilege to recognize and thank these individuals for their unwavering help and support throughout this process. First and foremost, we would like to thank our Worcester Polytechnic Institute advisor, Professor Robert Daniello for his guidance throughout this project. His comments and constructive criticism regarding our design and manufacturing strategies were crucial for us in realizing our product. We would also like to thank two other groups at WPI: The Mechanical Engineering department at WPI and the Lab Staff in Washburn Shops.
    [Show full text]
  • Application Note #5 Failure Analysis of a Motorcycle Suspension
    Application Note #5 Failure Analysis of a Motorcycle Suspension The Summary Failed metal parts can have catastrophic consequences depending on the application. In a motor vehicle, if the part fails while the vehicle is traveling at high speeds, a horrible accident could result. Determining the mechanisms of failure, when one has occurred, can lead to improvements or to eliminate the problem. This note shows the application of a variety of microscopy techniques to examining a failed motorcycle fork. Introduction an after-market company, to change the steering geometry as part of the installation For steering a motorcycle a triple clamp of a sidecar. Installing a modified triple assembly holds the telescoping front fork clamp minimizes the cost of adding a tubes and headset bearings. These sidecar to a motorcycle. This is usually done assemblies pivot to steer the motorcycle. In to minimize the effort needed to steer the the design, the lower clamp is larger, and motorcycle when a sidecar is attached. carries much of the mechanical load from the front wheel, brakes and suspension, into For this particular situation, the lower clamp the bike's frame. was modified by cutting and welding. After a while the vehicle acquired a persistent pull to the right. The owner suspected the modified triple clamp. When the assembly was taken apart they found that the clamp had cracked around the modification of the left fork tube. The damage was so bad that the fork tubes were out of parallel. The damaged part was replaced and a catastrophic failure was averted. But what went on? In the failure analysis described in this note, this particular clamp had been modified by ©2017 Analytical Answers, Inc.
    [Show full text]
  • Delivering the Connection Between Rider and Road
    DELIVERING THE CONNECTION BETWEEN RIDER AND ROAD HIGH PERFORMANCE MOTORCYCLE SUSPENSION Products for Harley-Davidson & Indian Motorcycles progressive suspension it’s how we feel 490 sport SERIES brave new performance PURE PERFORMANCE COMPETITIVE COST <High Pressure Gas Monotube> <Deflective Disc Damping> <Lightweight Aluminum Body> WHEN WE RIDE A MOTORCYCLE, WE DO IT BECAUSE OF HOW IT MAKES US FEEL. <Adjustable Rebound Damping> These types of feelings are different to each of us based on our personal purpose and style of riding. <Adjust Spring Preload by Hand> <Engineered Jounce Bumper w/ For some of you it’s about the escape, adventure and travel. For others it’s about the thrill of Built-in Cup> <Standard Bushings or Bearing the performance. And for the rest it’s everything in-between. Bottom line, the suspension on a Bushings> motorcycle is the dynamic cornerstone of the connection between rider and the road and the <Lifetime Limited Warranty> foundation for the riding experience. <Competitively Priced at $649.95> Progressive Suspension was born in 1982 to help create the quintessential riding experience for those that demand more from their machine. Our team of intelligent and passionate engineers use the latest software, shock dynos and real world testing to create the optimal suspension platform for your bike. From there, our state-of-the-art manufacturing facility assembles and in most cases dyno tests each unit before it leaves the factory. We have a larger range of shocks that fit most bikes and budgets than any other suspension brand in this industry. Flip through these pages and you’ll learn that we offer an array of quality suspension upgrades for most motorcycles in the Harley-Davidson and Indian Motorcycles lineup.
    [Show full text]
  • Sidecar Torsion Bar Suspension
    Ural (Урал) - Dnepr (Днепр) Russian Motorcycle Part XIV: Plunger, Swing-Arm and Torsion Bar Evolution ( Ernie Franke [email protected] 09 / 2017 Swing-Arms and Torsion Bars for Heavy Russian Motorcycles with Sidecars • Heavy Russian Motorcycle Rear-Wheel Swing-Arm Suspension –Historical Evolution of Rear-Wheel Suspension Trans-Literated Terms –Rear-Wheel Plunger Suspension • Cornet: Splined Hub • Journal: Shaft –Rear-Wheel Swing-Arm Suspension • Stroller, Pram: Sidecar • Rocker Arm: Between Sidecar Wheel Axle and Torsion Bar • One-Wheel Drive (1WD) • Swing-Arm – Rear-Drive Swing-Arm • Torsion Bar (Rod) • Sway Bar: Mounting Rod • Two-Wheel Drive (2WD) • Suspension Lever: Swing-Arm – Rear-Drive Swing-Arm • Swing Fork: Swing-Arm –Not Covered: Front-Wheel Suspension Torsion Bar • Sidecar Frames and Suspension Systems –Historical Evolution of Sidecar Suspension –Sidecar Rubber Bumper and Leaf-Spring Suspension –Sidecar Torsion Bar Suspension –Sidecar Swing-Arm Suspension • Recent Advances in Ural Suspension Systems –2006: Nylock Nuts Used to Secure Final Drive to Swing-Arm –2007: Bottom-Out Travel Limiter on Sidecar Swing-Arm –2008: Ball Bearings Replace Silent-Block Bushings in Both Front and Rear Swing-Arms Heavy Russian motorcycle suspension started with the plunger (coiled spring) rear-wheel suspension on the M-72. This was replaced with the swing-arm (pendulum) and dual hydraulic shock absorbers on the K-750. Similarly the sidecar suspension was upgraded from the spring-leaf 2 to rubber isolators and a swing-arm approach in the
    [Show full text]
  • A History of Maico Motorcycles and American
    The Pennsylvania State University The Graduate School School of Humanities A HISTORY OF MAICO MOTORCYCLES AND AMERICAN SPORT MOTORCYCLE CULTURE, 1955-1983 A Dissertation in American Studies by David Wayne Russell Copyright 2015 David Wayne Russell Submitted in Partial Fulfillment of the Requirements for the Degree of Doctor of Philosophy May 2015 The dissertation of David W. Russell was reviewed and approved* by the following: Charles D. Kupfer Associate Professor of American Studies and History Dissertation Advisor Chair of Committee Anne A. Verplanck Associate Professor of American Studies and Heritage Studies Simon J. Bronner Distinguished Professor of American Studies and Folklore Director, Doctoral Program in American Studies Coordinator, American Studies Program Seth Wolpert Associate Professor of Electrical Engineering *Signatures are on file in the Graduate School ii ABSTRACT Within American motorcycling, sport riders—the skilled enthusiasts who compete on motorcycles in a variety of venues—are often overlooked. This dissertation explains the practices and characteristics of a unique group of these American sport riders who embraced off- road motorcycle competition in the 1960s and 1970s. It reveals a cultural entity vastly different from the more flamboyant “biker” and “outlaw” groups, investigated by scholars over the past few decades. These enthusiasts relied on a close-knit group of fellow riders and dealers, and usually maintained and modified their bikes themselves. This group continued an American racing subculture far removed from that of the on-road motorcyclists. The freedom to try new things, expressed in early 1970s world culture, further propelled off-road riding and racing, contributing to the “motorcycle boom” and the 1973 high point of motorcycle sales in the United States.
    [Show full text]
  • A Multibody Dynamics Model of a Motorcycle with a Multi-Link Front Suspension
    University of Windsor Scholarship at UWindsor Electronic Theses and Dissertations Theses, Dissertations, and Major Papers 2017 A Multibody Dynamics Model of a Motorcycle with a Multi-link Front Suspension Changdong Liu University of Windsor Follow this and additional works at: https://scholar.uwindsor.ca/etd Recommended Citation Liu, Changdong, "A Multibody Dynamics Model of a Motorcycle with a Multi-link Front Suspension" (2017). Electronic Theses and Dissertations. 7376. https://scholar.uwindsor.ca/etd/7376 This online database contains the full-text of PhD dissertations and Masters’ theses of University of Windsor students from 1954 forward. These documents are made available for personal study and research purposes only, in accordance with the Canadian Copyright Act and the Creative Commons license—CC BY-NC-ND (Attribution, Non-Commercial, No Derivative Works). Under this license, works must always be attributed to the copyright holder (original author), cannot be used for any commercial purposes, and may not be altered. Any other use would require the permission of the copyright holder. Students may inquire about withdrawing their dissertation and/or thesis from this database. For additional inquiries, please contact the repository administrator via email ([email protected]) or by telephone at 519-253-3000ext. 3208. A Multibody Dynamics Model of a Motorcycle with a Multi-Link Front Suspension by Changdong Liu A esis Submied to the Faculty of Graduate Studies through Mechanical Engineering in Partial Fullment of the Requirements for the Degree of Master of Applied Science at the University of Windsor Windsor, Ontario, Canada ©2017 Changdong Liu A Multibody Dynamics Model of a Motorcycle with a Multi-link Front Suspension by Changdong Liu APPROVED BY S.
    [Show full text]
  • Progressive Suspension Motorcycle Suspension
    Installation Instructions 422 Series shocks with RAP for 89-99 Harley Davidson Softails Important Notice ATTENTION Statements in these instructions that are preceded by Caution: Please read the following instructions completely the following words are of special significance: before starting installation! Removing and reinstalling the shock absorbers must be performed by a qualified mechanic according to steps outlined in an authorized shop manual that Warning relates to your particular make, model and year motorcycle. Process may require special tools, fixtures, and/or a press. This means there is the possibility of injury to yourself or others. The vehicle must be securely blocked to prevent it from dropping or tipping when the shock absorbers are removed. Failure to do so can cause serious damage and/or injury! C a u t i o n This means there is the possibility of damage Progressive Suspension Softail shocks are designed to work to the vehicle. with the OEM (Original Equipment) chassis components. Use of this product on any chassis components other than OEM Note may produce an unsatisfactory ride and void the warranty. Information of particular importance Transmission bolts must be installed in the OEM position to has been placed in italics. insure proper clearances for the shocks. Consult your factory shop manual for proper installation. Warranty Progressive Suspension warrants to the original purchaser this Make sure that proper bushings/sleeves are installed in the Part to be free of manufacturing defects in materials and shocks. Improper bushings/sleeves can cause unsatisfactory workmanship for a period of one (1) year from the date of and/or unsafe operation.
    [Show full text]
  • Single-Track Vehicle Dynamics Control: State of the Art and Perspective Matteo Corno, Giulio Panzani, and Sergio M
    Single-Track Vehicle Dynamics Control: State of the Art and Perspective Matteo Corno, Giulio Panzani, and Sergio M. Savaresi I. INTRODUCTION and actuated brakes) have become more cost-effective, reliable, lighter, and smaller; on the other hand, the success of advanced UTOMOTIVE control is one of the fields where automatic control techniques on the racing track has promoted the image control theory has the greatest public visibility. Vehicle A of automatic control as a performance-enhancing technology, dynamics control (VDC) systems are a selling point for many rather than a safety-oriented one. High-end motorcycles are manufacturers. In the automotive industry, automatic control recreational vehicles for the thrill seeking. Performance is a is a little less a “hidden” technology than in other fields. The stronger selling point than safety. Once the initial investment industry got to this point through a long process that started in had been faced by high-end motorcycles, the technology started 1971 with the antiskid Sure Brake system proposed by Chrysler to trickle down to more cost-effective vehicles, where safety and Bendix and from there, meeting alternate fate, got to today’s plays an important role as they are often used as commuter advanced VDC. vehicles. The development of VDC systems for motorcycles started The first VDC systems for motorcycles were adaptation of with some delay, but had a faster growth. The first automatic the systems already developed for cars, namely ABS and TC. control system for motorcycles was, as for cars, the antilocking Soon, the developers realized that the specific dynamic features braking system introduced in 1983 by BMW.
    [Show full text]
  • Application of Magnetorheological Dampers in Motorcycle Rear Swing Arm Suspension
    APPLICATION OF MAGNETORHEOLOGICAL DAMPERS IN MOTORCYCLE REAR SWING ARM SUSPENSION A thesis presented to the faculty of the Graduate School of Western Carolina University in partial fulfillment of the requirements for the degree of Master of Science in Technology. By: Benjamin B. Stewart Advisor: Dr. Sudhir Kaul Assistant Professor Department of Engineering & Technology Committee Members: Dr. Aaron Ball, Department of Engineering & Technology Dr. Robert Adams, Department of Engineering & Technology October 2015 © 2015 by Benjamin B. Stewart ACKNOWLEDGEMENTS I would like to sincerely thank my advisor, Dr. Sudhir Kaul, and my committee members, Dr. Aaron Ball and Dr. Robert Adams. All of them have provided tremendous amounts of support, teaching, encouragement, and assistance over the course of completing this thesis. Without their help and guidance completing this thesis would not have been possible. I would also like to thank my fellow graduate students, always willing to lend support when needed. Finally I want to thank all of my friends and family who have supported me through this challenging enterprise. ii TABLE OF CONTENTS LIST OF TABLES ...........................................................................................................................v LIST OF FIGURES ....................................................................................................................... vi ABSTRACT ................................................................................................................................
    [Show full text]
  • Analysis of Alternative Front Suspension Systems for Motorcycles
    Vehicle System Dynamics Vol 00, No. 00, August 2005, 1-10 Analysis of Alternative Front Suspension Systems for Motorcycles BASILEIOS MAVROUDAKIS*, PETER EBERHARD* Institute of Engineering and Computational Mechanics, University of Stuttgart Pfaffenwaldring 9, 70569 Stuttgart, Germany Virtual prototyping is a common practice in the automotive industry but still a developing one for motorcycle companies. Among other advantages such techniques can greatly reduce the development time necessary to validate novel ideas. In that fashion, a motorcycle is modelled as a highly detailed multibody system in order to provide a test-rig for a number of alternative front suspension systems. These systems are compared in terms of kinematics and dynamics to provide improved insight into the aspects that need to be considered when deciding upon the use of an alternative system instead of the conventional forks. Apart from the motorcycle model, a driver model has been developed to allow for the systems to be validated through subjection to a variety of driving manoeuvres during simulations. Some indicative results are shown to prove the performance potential of such systems as compared with the default solution of conventional forks and bring into attention differences between each design philosophy. Keywords: Multi Body Systems; Vehicle Dynamics; Motorcycle; Front Suspensions 1. Introduction The traditional choice in motorcycle front suspension systems is the telescopic fork. Although after many decades of development the performance of such systems is often already adequate, the design inherit disadvantages are still present. A number of manufacturers have devoted considerable effort in alternative solutions that might replace the obvious choice and deal with the aforementioned issue.
    [Show full text]
  • Bicycles, Motorcycles, and Models
    SINGLE-TRACK VEHICLE MODELING AND CONTROL ©P HOTODISC & HARLEY-DAVIDSON DAVID J.N. LIMEBEER and ROBIN S. SHARP ® 2001 DIGITAL PRESS KIT Bicycles, Motorcycles, and Models he potential of human-powered transportation was so cumbersome that the next generation of machines was recognized over 300 years ago. Human-propelled fundamentally different and based on only two wheels. vehicles, in contrast with those that utilized wind The first such development came in 1817 when the power, horse power, or steam power, could run on German inventor Baron Karl von Drais, inspired by the Tthat most readily available of all resources: idea of skating without ice, invented the running machine, willpower. The first step beyond four-wheeled horse-drawn or draisine [3]. On 12 January 1818, von Drais received his vehicles was to make one axle cranked and to allow the first patent from the state of Baden; a French patent was rider to drive the axle either directly or through a system of awarded a month later. The draisine shown in Figure 1 cranks and levers. These vehicular contraptions [1], [2] were features a small stuffed rest, on which the rider’s arms are 34 IEEE CONTROL SYSTEMS MAGAZINE » OCTOBER 2006 1066-033X/06/$20.00©2006IEEE laid, to maintain his or her balance. The front wheel was caught their legs when cornering. As a result, machines steerable. To popularize his machine, von Drais traveled with centrally hinged frames and rear-steering were tested to France in October 1818, where a local newspaper but with little success [4]. praised his skillful handling of the Speed soon became an obses- draisine as well as the grace and sion, and the velocipede suf- speed with which it descended a fered from its bulk, its harsh hill.
    [Show full text]
  • Technicaal Regulations
    2019 TECHNICAL REGULATIONS 2. TECHNICAL REGULATIONS EVERYTHING THAT IS NOT AUTHORISED AND PRESCRIBED IN THIS RULE IS STRICTLY FORBIDDEN 2.1 Introduction 2.1.1 The Championship is for motorcycles, i.e. vehicles with two wheels that make one track propelled only by an internal combustion engine, controlled by one rider. 2.1.2 Providing that the following Regulations are complied with, the constructors are free to be innovative with regard to design, materials and overall construction of the motorcycle. 2.1.3 In the Technical Regulations section, the term “Organiser” refers to the Championship Organiser and/or Promoter. 2.2 Classes The following classes will be accommodated, which will be designated by engine type: Moto3TM Junior Up to 250cc. 4-stroke only, single cylinder only, maximum (ref. Section 2.3) cylinder bore 81mm. European Moto2 TM Moto2TM Official Engine & Superstock 600 class also (ref. Appendices 5 & 6) allowed. European Talent Cup HONDA NSF 250 (Type MR03) Official Motorcycle (ref. Appendix 7) Appendix 5 MOTO2TM EUROPEAN CHAMPIONSHIP TECHNICAL SPECIFICATIONS Manufacture engine motorcyle: Honda Motor Co., Ltd. Model: CBR600RR 07 – 19 (Type PC40x) EVERYTHING THAT IS NOT AUTHORISED AND PRESCRIBED IN THIS RULE IS STRICTLY FORBIDDEN 3.1. Engine 3.1.1 It’s compulsory to use the Honda CBR 600 RR model 2007, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018 or 2019. (Type PC40x) 3.1.2 Cam sprockets and its screws may be mechanized or replaced. 3.1.3 “Pair” valve may be removed. To do this, it’s allowed to install flat metal plates in the head cover.
    [Show full text]