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| Suspension Geometry and Balance |
| The fact that a motorcycle rides at all instead of falling over, is seen as a miracle by many. But the fact that a motorcycle can be directed with razor-sharp accuracy, and will track precisely even at 300 km/hour, must consequently border on magic.
It generally applies that all two-wheeled vehicles become more stable the faster they go. The reason for this is that the rotating masses (tires, wheels, disk brakes) as well as the rotating masses in the engine build up stabilizing centrifugal forces that can only be compelled to come out of their rotation plane; i.e., their respective position, by applying a force to the handlebars. The higher the rotating masses, the more stable a motorcycle will ride on the straight-away. The disadvantage is that planned directional changes, i.e., steering into curves or changing lean angles rapidly, can only be accomplished by applying a very high steering force. A short wheel base will make the motorcycle handle and turn well. The reason for this is that a motorcycle with a short wheel base requires less of a steering movement for a certain curve radius and thus less steering force than a bike of the same design with a long wheel base. |
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| However, a motorcycle with a short wheel base can tend to experience suspension imbalances at maximum speed. In addition, a short wheel base responds more sensitively to the effects of bumpy roads. Also, when accelerating, motorcycles with a short wheel base tend to do more “wheelies” – especially if the center of gravity shifts upwards and backwards due to heavy loads or a passenger. Aerodynamic lift and the related change of axle load to the rear wheel are more distinct for motorcycles with a short wheel base. In the case of sport bikes with well-handling steering geometry and stiff suspension/damper tuning, a “light” front wheel can lead to the dreaded headshaking syndrome because the downforce will ease up, causing the front wheel to “dance” nervously over the asphalt.
As mentioned above, the wheel base influences how the axle load is distributed. It is recorded with a full tank at a standstill without a rider. Depending on the design and the motorcycle’s purpose, this value is a 50 to 50 ratio, meaning absolutely even distribution of vehicle weight over the front and rear wheels for sport bikes. For choppers and cruisers, the ratio is 40 to 60, with much higher weight in the rear. |
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| The actual value of the axle load distribution is naturally dependent on the seating posi-tion of the rider, which is extremely upright for choppers and shifts the value towards the rear axle, while for sport bikes, their low- mounted handlebars place the rider in a more neutral position. A further point which has to be taken into consideration when designing and determining goals is the position of the center of gravity. It results from the arrangement of the individual (especially the heavier) components such as engine, tank, radiator, battery, etc. |
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