Handling Test Part 1

Handling Test


After the great handling concept comparison in issue 8 / 2010 PS is now investigating the effects of different suspension settings, air pressures, wheel weights and steering angles on driving a Triumph Street Triple R.

Can you remember how many times have you discussed at a training race in the pits or at the pub on the proper tire pressure? Or on lightweight wheels and their positive effect on a motorcycle? Or the right attitude for landing gear? Who does not know the story from a buddy buddies, who had shortly before the start of the advice of a collaborator on the air pressure of his Pellen further reduced – and beside it lay in the race?

Each dedicated motorcyclist knows one of those stories or questions that they themselves must have witnessed or been shaking his head.

But what happens for now really, when violently with a sporty driver setup is too soft, too little air pressure or low standing rear on the track or road on the whorl turns? How can these deficits be felt and what an impact they have on, for example, on the lap time or your own ride?

In the second part of the handling tests (one part in PS 8 / 2010) studied PS with an elaborate testing program answers to these questions. First, the tester intervened to slow on a handling course, and then saw the move to the small but impressive track Anneau du Rhin near the French Colmar.

On the handling course received with a 2D data recording system fully wired Triumph Street Triple R missed a tight, but highway-grade setup.

This was used on both routes as “best setup” and is designated as such in the boxes on page 31. In each test constellation was there to shoot five rounds. Two to curl up and give you three to the fire, which was needed on the track several times more rapid than three rounds of tests to actually record three “trouble free”, rounds without overtaking, can. The test procedure was identical on both routes ran from step by step in the same order. Step 1: get to know warm up and stretch.

Handling Test

Step 2: Test drive with the optimal setup. Step 3: Test drive with “soft suspension”, that is completely open with compression and rebound damping at front and rear. Step 4: Test-drive “flat chassis.” In fully-loaded fork preload the strut was reduced until the steering head angle a degree was flat. Step 5: Test drive with a heavy rear wheel. Step 6: Test drive with a heavy front and rear. Step 7: Test drive with a heavy front wheel.

While the test was refueled after each turn and checked the tires, in parallel, the acquired data migrated into the laptop. Both the visual inspections and the overall feel of the mounted attested Continental Road Attack 2 for a Sport Touring tire is a very good dimensional stability at high, constant level of grip – and the ruling despite the heat on the track.

Out of pure self-preservation PS du Rhin in Anneau renounced the study of the lowered air pressure. The test drives with only 2.5 bar to 1.8 bar reduced pressure Conti tires were held only on the course, there appeared due to lack of feedback to increase the risk of falls and the much higher speeds on the racetrack too risky. We eliminated also because the results of other test steps of the slow track with the track which heavily overlap, the effects on driving performance are so similar.

Soft suspension setup: The Streety goes horribly, wobbles and swings through the area. Two factors are dangerous: The pumping of the hindquarters when accelerating (16 mm up and down on the strut, see green line in the data recording). It not only ruined the line, but also initiates load peaks in the tires, which can overwhelm these and thus lead to slip. Equally dangerous is the lack of feedback. The pilot has no feedback, there is no clearly perceptible limit and without noticeable time limit like a fall.

Increased mass of the individual wheels: PS has complained to the front one, the rear wheel to two kilograms. The heavier rear wheel is only felt in nuances, if you directly from the “light” rear umsteigt. The heavy front wheel is alone in the fast-Flic Flac (a fast changing curve, see route map) striking, since the bike steers no longer quite so willingly and follows the line.

Increased mass on two wheels: The Triumph seems intractable, the feeling intensifies in the fast passages, and the clean line requires more effort.

Chassis one degree flatter: The power steering is somewhat increased, and the Streety run from the apex more bows. Angle of your swing is too flat now (lack of bias), which when accelerating out of squad thing, so the stretch and pull the rear wheel in the spring. This effect reduces the travel to a minimum, slides are programmed on bumps. The steering head angle becomes flat again, which reinforces the Running-Wide.

Handling Test Part 2

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