tag:blogger.com,1999:blog-552013188962907636.post5929532916363190031..comments2023-06-02T07:08:32.776-04:00Comments on The Hypermono!: And now for something completely differentcosenghttp://www.blogger.com/profile/03512615444813366181noreply@blogger.comBlogger5125tag:blogger.com,1999:blog-552013188962907636.post-58604993083444130152011-02-11T13:01:31.650-05:002011-02-11T13:01:31.650-05:00Shaun,
The lower caliper mount position was cool ...Shaun,<br /><br />The lower caliper mount position was cool but the first lowside it hit the curb and wiped the caliper out so I then went back to conventional positioning.<br /><br />Race success will definitely vindicate alternate front ends although at some point the industry does need to advance in technology. There has been several bikes doing well in European national series in the 70s and 80s but then the Japanese juggernaut steamrolled all the low budget efforts. People will buy what they think is cool and maybe my bike can help move FFEs from weird to cool a little quicker. BMW was a huge letdown for me by using forks for the S1000RR. If they had a FFE and ran outside the top 10 everybody would still be impressed. Now we're onto the 3rd season with their GSXR replica with no wins and they still can't make it as good as a Suzuki. They said they want to follow the sportbike market so instead of innovating like they usually do they followed the pack and on the track they are still following the pack.cosenghttps://www.blogger.com/profile/03512615444813366181noreply@blogger.comtag:blogger.com,1999:blog-552013188962907636.post-56341070617900179272011-02-11T02:59:43.981-05:002011-02-11T02:59:43.981-05:00I noticed that on your second suspension design yo...I noticed that on your second suspension design you had the radial calipers mounted at the bottom of the legs, yet on the latest design they are mounted in a more conventional position.<br /><br />Is there any particular reason you chose to place the calipers where you did?<br /><br />On the subject of Hossak font ends, BMW seems to not be using the Telelever suspension on any of their new models (it may not be a true Hossak design but still) my thoughts are that the public have not been to accepting of a different suspension. Do you think projects such as yours will demonstrate the benefits of such suspension designs sufficiently so as to convince more people? Sorry if its off at a tangent.<br /><br />The finished products do look amazing!Unknownhttps://www.blogger.com/profile/14111036723172100254noreply@blogger.comtag:blogger.com,1999:blog-552013188962907636.post-31762265264081248712011-02-10T15:44:30.219-05:002011-02-10T15:44:30.219-05:00Thanks!!Thanks!!Anonymousnoreply@blogger.comtag:blogger.com,1999:blog-552013188962907636.post-63111862755585882182011-02-10T14:05:58.169-05:002011-02-10T14:05:58.169-05:00Sure. First off, I am painting with a broad brush ...Sure. First off, I am painting with a broad brush and there are details and balances to be maintained but I feel like they are met with my designs.<br /><br />A flexible frame under braking does not decrease the force the tire experiences. The same force transmits through the tire to the frame regardless of how the frame flexes. A stiffer frame would increase the initial rate of loading to the tire but as long as it is not too abrupt it may be a benefit in loading the tire sooner, providing more initial grip at turn-in. What it does do is stop the front wheel from oscillating back and forth under braking load, which is what riders are complaining about when they talk about instability under braking. Yes, too little lateral stiffness would not produce a crisp handling bike but my experience and those of all the GP race teams show that less lateral stiffness than longitudinal is good. How much is the $1M question. They need to do it in the frame because they use round forks which have similar bending resistance from any direction. My design bypasses this structural limitation. Ohlins does make variations in the shape of the aluminum upper part to try to reduce lateral stiffness but have limited room to work with. What Ducati is fighting is too much stiffness under high lean as the rider gets very little warning before it lets go. Their CF front subframe is small and it may be difficult to design in the proper stiffness variations in a small structure. The aluminum framed bikes have large headstock areas and long front engine mounting spars and 2 large side beams that all can be tweaked to vary stiffness. Apparently this seems easier to tune than Ducati's 'frame', or maybe the Japanese manufacturers just have a lot more experience doing it with aluminum that Ducati does with CF.<br /><br />Vyrus have their reasons for using a hub center setup as I have my reasons for using a Hossack-style setup. I don't know their reasons but think their steering arrangement is more contrived then mine and the new design with a hydraulic actuator may not be any better. My opinion only, it may work great. I prefer the arrangement I use as it is easier to characterize flex and does not have steer lock limitations that hub center setups can experience. One of my main concerns was to keep the force paths as direct as possible- steering through dual pushrods directly from clip on mount to upright and direct mount shock. Front end feel is of prime importance in motorcycles and the fewer pivots the better. The hub center arrangement may work better with an I4 engine as it does not need any structure where the cylinder head/cam cover is which makes packaging less of an issue. Packaging is one of the main constraints of motorcycle design and not a trivial exercise.<br /><br />Hope that helps.cosenghttps://www.blogger.com/profile/03512615444813366181noreply@blogger.comtag:blogger.com,1999:blog-552013188962907636.post-25276001473559050262011-02-10T12:00:02.893-05:002011-02-10T12:00:02.893-05:00Really Cool! Can you explain a little more about t...Really Cool! Can you explain a little more about the flex of the fork and rigidity of the frame? (Excuse my ignorance for I come from a motocross back ground and not a road racing back ground.) If you have a more rigid bike under upright breaking then all initial forces go into the tire. Meaning it might be quicker to slide unless a more skilled touch on the front break. Once leaned over I see a big benefit of the flex for the fork is thinner in the side. However bike rigidity is need to make quick changes in bring the bike up and back to over in turns and it seem like the sideways flex would not be helping you. I know that the moto gp bikes are very rigid and that is why they are not very forgiving. My understanding of the Ducati moto gp bike struggles with this causing it loose the front end quickly. Am I incorrect on my thoughts? Why do you like your fork design better than a front swing arm design like Vyrus. Can you talk more? Cool concepts you are working on.Anonymousnoreply@blogger.com