![]() The resource I've got this from is 'Motorcycle Handling and Chassis Design the Art and Science' by Tony Foale, it has a diagram for better understanding(Fig 9.10), I've tried to convey the same the best I could as the reason I didn't directly quote or share the info is due to uncertainty regarding copyright. Only difference is the net effect, as the force center(point of intersection of line from direction of pull(chain), direction of movement(wheel), direction of slant(swing-arm)), is behind the wheel in the event of Squat resulting in front wheel lift and in front of it in the event of Anti-Squat which counters front wheel lift, a third case is that even on a motorcycle with anti-squat under extreme suspension travel(compression) the force center still remains in front of the rear wheel i.e there is reduction of anti-squat but no lift of front wheel, but yes this would momentarily make the motorcycle unstable. The direction of pull remains the same in both cases as illustrated in both diagrams shared in my earlier post, no doubt about that. The force direction remains the same in both cases just that there is a greater reaction provided by swing arm pivot in the second case. The force resolution you have tried to explain is not correct though I feel. Plus we've all seen videos on social media of several instances of the CT100 popping an unsolicited wheelie with a pillion on board, a few examples So what I've done on my CT100B is change the rear suspension to one that is taller and stiffer than stock to promote anti-squat under load which would prevent the front end from becoming lighter on an already rear end biased(weight) motorcycle, this in effect has returned favorable results. I've drawn some lines to make it more obvious, also do note the placement of the front sprocket, it is slightly above the swing arm bolt to accentuate anti-squat geometry. This is something that is incorporated in sports bikes This is the opposite of Squat as the name implies, in this case your rear axle bolt should be lower than your swing arm bolt, as a result the pull from the chain results in your rear suspension expanding forcing the front end down, and ensuring that you're in control when accelerating out of a corner. This is when your motorcycle's rear axle bolt is higher than your swing arm bolt, this results in Squat as the pull from the chain results in the rear suspension compressing and making the front end go up, the same is what sends you wide when accelerating out of a corner. Now it is already obvious that changing the height of your rear suspension can affect weight transfer as well as your wheelbase as your swing arm is fixed at a pivot on the chassis.īut what we do not realize is that the angle at which the the rear wheel axle sits from the swing arm pivot determines how your suspension would react when you accelerate. Having confirmed beyond doubt that the issue has been sorted, I did want to know if the feeling I'd had about raising the rear was really what resulted in solving the case or if it was merely me overgearing the motorcycle(Bigger Front Sprocket), so I did spend some time and came across wonderful but scarce resources regarding the same and thought it best to share what I've learnt as I believe there is an information gap regarding how the rear suspension impacts weight transfer under acceleration. I'm contemplating raising the rear by an inch or two by going for a different set of shocks hoping it would make the motorcycle more front biased as at times even when climbing aggressive inclines on tarmac with a pillion the front tends to come off the ground. A major challenge I face with the CT100B is that at times the front end is too eager to lift off the ground when encountering rocky uphill terrain and before the motorcycle does a 12:00 I chop the throttle and lay the motorcycle down most of the time.
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