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Mozilla FireFox users: right click on wallpaper and select the option Set As Desktop Background or Save Image As. Microsoft Internet Explorer users: right click on wallpaper and select the option Set as background or Save picture as. Traction Control Systems, generally referred to as TCS, have begun to be a part of our everyday riding lives and are becoming increasingly common in new motorcycles. Traction or grip is one of the key factors to riding a motorcycle, and once it’s gone, so are the bike and rider. However, traction is affected by a lot of factors, and I’d rather say that there are more such factors reducing traction than those favoring it. While highly-experienced riders can actually sense when a bike’s rear wheel is about to lose grip, such skills demand a lot of training and exercising across vast amounts of time.
Traction issues could be synthetized in the difference between the rotational speed of the rear wheel in relation to that of the front wheel.
The bad thing about all this is that lost traction can result in accidents leading to severe injuries or death. Since preventing traction loss is way more effective than taking actions after the grip drifts towards zero, motorcycle engineers have found ways to determine whether a wheel is about to slip even before the event takes place. Due to a motorcycle’s constructive particularities, the rear wheel is the most likely to lose traction in certain scenarios. However, these forces are sometimes too complex to understand, especially as they influence each other and riding a bike through a turn is in fact the result of multiple forces acting and counter-acting. When riding through a curve, the centrifugal force is trying to literally throw the bike towards an outer, wider trajectory, and this is why we lean. Even though some of the moves are imperceptible, the bike is never riding ideally smooth: it drifts constantly when turning, and this is because the two wheels rotate in different directions.
Problems appear when the forces that tend to push the bike towards the outside of a turn are no longer meeting enough opposition. As I mentioned earlier, measuring and relating these forces to each other is a tricky thing and the human brain simply cannot detect the subtle changes in them, let alone acknowledge and interpret them.
Once you got a decent idea on what traction loss means and how this happens, things are way simpler, because engineers and test riders have done all the work to help you keep the rubber side down.
First of all, the ECU needs information and it will gather such data from various locations. Since the ECU already administers fuel delivery and ignition retard, it already knows a lot of things, including engine rpm, power delivery, throttle position, gear, and more, so it has plenty of information to calculate whether everything is running smoothly. We’re already set on the fact that traction can be regained by reducing the amount of power sent to the rear wheel. In order to cut off power, ECUs have three methods: retarding the ignition, intentionally misfiring one cylinder, and adjusting the throttle, effective with ride-by-wire bikes. Kawasaki’s traction control system cuts the fuel injection and creates a misfire in one or more cylinders, and this is most likely the simplest system of them all. Misfiring offers a rather coarse adjustment to the torque and power deployment to the rear wheel, but it is very fast and effective. Since the ECU has both info and control over the throttle body or bodies, it will be easy for it to make the needed adjustments with high precision. Traction Control System is also used in configuring other similar safety-related technologies, such as the Launch Control or Wheelie control. PS: I never trust such electronics completely and would rather not rely on them solely when I feel like pushing the limits. I know there are quite a few examples of others doing this, but I thought I’d share my take on the whole deal. I’ve made a couple of little diagrams to help with the cuts and assembly of the table. I’m not going to get too detailed with assembly instructions since I think the diagrams speak for themselves, but here is a quick run-down. Obviously getting a bike up there is a 2-man job (unless you’re brave (which I tend to be (followed by very, very sad))). Motorcycle suspension tends to be something of a mystery with forks at the top of the “what the heck is in there?” list. Harley forks generally consist of upper tubes that mount to the triple trees and lower tubes that slide over them and connect to each other via the front wheel. Although a rather unsophisticated method, it damps the suspension travel and keeps your front end from bouncing back like a pogo stick after each stroke. The dampening rod goes through the bottoming cup (’49-59 and later, but my knowledge stops at 1959). The whole 1941-1959 thing is about overcoming the bare wires of repop, figuring stuff out and making a sound reliable machine out of ill-fitting parts.


Luis, we wondered about that cartridge thing as well and decided to do something about it ourselves. Sealed, high pressure monotube damper, using deflective disc damping and a progressive rate spring (with some real rate, to deal with the brake dive big bikes suffer from). Since 1998, the number of motorcycles in the United States has increased by 34 percent [ref]. The layout of the modern motorcycle was established by 1914 and has remained fundamentally unchanged ever since. From sport to adventure bikes, more and more manufacturers are including traction control in the standard equipment levels of their machines. Bikes already rely on tiny patches of rubber for ground contact, and the few square inches which link the tires and the road are the only thing that keeps the motorcycles rolling. And even so, the human body is unable to react in a matter of milliseconds – the critical time needed to make such amends to riding.
While the low-side crashes are somewhat less dangerous, the high-side ones caused by the loss and sudden regain of traction through a turn are often left with very bad consequences. Using onboard electronics also helps reducing the reaction times, eliminating rider intervention in the process.
All the power generated by the engine must be converted into forward motion by turning the rear wheel and negotiating with all the forces that keep the whole system in balance. What may seem natural to a rider can be explained with very complicated physics and the human mind is too weak to operate with such an amount of data in real time. Leaning shifts the center of gravity outside the bike, while the forces which act upon the machine and its load are spread in a different way and kept in balance. If you think this is preposterous, take your time to assess the fact that, when going around a corner, the front wheel is turned, while the rear one is in fact riding in a straight line. This can happen because of the riding surface no longer making good contact with the rubber, or simply because of a rider error.
Reducing the throttle is a good idea, but a sudden drop in the power transmitted to the rear wheel, which should in theory restore traction, is usually followed by a violent transformation of the yaw force into roll force, which causes the bike to buck into a low-side. Even more, a rider’s muscular reactions are way too coarse for the extremely fine adjustments needed to prevent rear wheel slip. The Electronic Control Unit, or ECU, of the bike takes over your machine and is ready to make amends to your riding style. Since we already know that the speed difference between the two wheels is the key to detecting traction loss at an early stage, a bike’s ECU will use the ABS sensors to know how fast the wheels spin. Ask yourselves how you would do so, and I can bet that almost all of you thought about rolling off the throttle.
Which of these are used and in which order is up to each manufacturer, and details on the technology are usually a well-kept secret.
Aprilia and BMW use retarding the ignition and adjusting the throttle, while Yamaha uses all three methods. Just like misfiring, ignition retard adjustments are exceedingly quick, but they offer a very fine modulation range. Throttle adjustments can be made by the ECU in bikes that are equipped with an electronic throttle, often referred to as ride-by-wire. In conjunction with gyroscopes and speed sensors, more complex behaviors can be analyzed and more intricate solutions can be offered to compensate for the temporary loss of grip.
Which manufacturer provides the best TCS is a problem that won’t find an answer anytime soon. Progressive Suspension, the largest aftermarket suspension manufacturer in the United States as well as a top tier supplier of suspension components to domestic OE manufacturers and top custom builders, is dedicated to researching and producing the best suspension platforms for each brand and model, American or Metric.
Beginning at the bottom of the lower tube and working our way up, we find a BOTTOMING CUP AND damper rod.
Take a look at the illustration to better understand the components as well as the changes that occur to lower a traditional HD fork. Dampening rod protrusion, coupled with an uneven milled bottoming cup, and the thin paper washers that ship with forks can gang-up on you and create a leak.
Having the damper rod pierce the bottoming cup is necessary, but the set-length of damper rods end consist of a shoulder above a flat-sided damper rod protrusion. Speaker Launches Their 2nd Dynamically “Adaptive” Motorcycle HeadlightGary on A Custom Victory Octane In 72 hours By The Ness TeamP. Generally, a motorcycle has only two wheels, but any vehicle with fewer than four wheels in contact with the ground can be classified as a motorcycle.
While some, more purist, riders are speaking against traction control systems, it’s definitely a good idea explaining how TCS works and letting you be the judge. Still, not limited to the aforementioned aspects, riding a motorcycle safely can be hampered by other countless factors.


While rear wheel slipping can be kept under control by certain riders and used to their advantage (see supermoto or motocross ones), skidding is usually bad for health.
And if you want one more blow… some of the measures a traction control system takes are inaccessible to the rider.
Even more, some manufacturers rely on separate ECUs for the job and use accelerometers and gyroscopes to gather more data on the bike’s behavior and position, being able to make better, more accurate estimations in various scenarios.
It may be only milliseconds before this actually happens, but this is still thousandfold faster than you’d be able to tell. So far, specialists seem to be unable to pinpoint which of these three courses of action is the best, but common sense tells us that a combination is more likely to be a winning solution. Needless to say that the energy loss is enough to make a difference, but in certain cases a 25% torque drop (in a 4-cylinder engine) might be rather violent.
The throttle body is not actuated by means of a cable pulled and pushed by the hand grip; instead, electronic impulses are being used. Add your choice of wheel chock and eye-bolts to keep the bike secure, and you’re in business. Throw a ramp up against it (strap it to the eye-bolts if possible so it’s solid against the table), and run the bike up there. They can literally chop the whole project up for you in 10 minutes if you bring your measurements. The Damper rod AND BOTTOMING CUP are bolted into the lower tube and serve to keep the two tubes from separating, although its primary job is to meter the fork oil pushed through it during suspension stroke.
Next month we’ll walk through the next generation of aftermarket front suspension as well as lowering without traditional ride quality compromises. Springs will increase rate as they moves through the stroke and better handle bottoming control. Hamilton on A Custom Victory Octane In 72 hours By The Ness TeamDan Martinez on A Custom Victory Octane In 72 hours By The Ness Teamboston jim on Vintage Boardtrack Motorcycle RacingDavid King on Harley Reports First-Quarter Earnings. It includes a gasoline engine, which converts the reciprocating motion of pistons into rotary motion, just like the engine in a car. More or less, it’s like turning the volume of your speakers up or down using a remote or wired control. So I’ve been wanting to make a little table to throw my bikes up on while I work on them. I recommend doing this on a flat surface and having someone lay out on this thing (getting weight on all the legs) while you do this, just to be sure it goes together straight. This small but critical spring keeps the upper and lower tubes from colliding during full extension (A wheelie is a good example of full extension). Counter-SINK has a cone bottom), then the damper rod will protrude too far into atmosphere, so far that the leading edge of the shoulder (behind the tip-end threaded section) will make metal contact with the bottom of the unevenly bored bottoming cups top surface and wick-oil so to speak, until the slider is empty of it.
Ultimately you want the box frame to be X long (whatever length you want) and 2′ wide.
With gas prices soaring, motorcycles, which can achieve fuel economies as high as 85 miles per gallon, provide an attractive alternative to gas-guzzling cars. Generally very long, the main spring holds the front end up and compresses as the front wheel comes into contact with a bump. Dog Nearly Kills 2 BikersRogue on New Barnett Scorpion Billet Clutch Basket For 2007-16 Harley Big TwinsWoody's on Harley Reports First-Quarter Earnings. Steering is accomplished by turning the front wheel via the handlebars and by leaning the bike to one side or the other. Higher quality springs will generally be progressive rate, meaning the coils are wound tighter at one end than the other so it has a softer rate spring in initial travel and then firms up as it is compressed. Two hand levers enable the rider to operate the clutch and the front brake, while two foot pedals enable him to change gears and control the rear brake. US Retail Sales Slightly Down.Doc Robinson on New Barnett Scorpion Billet Clutch Basket For 2007-16 Harley Big TwinsWill Morton on Harley-Davidson Unveils The Sportster Roadster. This spacer is used to fine tune the ride quality and ride height by adding a little preload to the spring. US Retail Sales Slightly Down.burnout on A Custom Sportster Named “Winner Winner Chicken Dinner”!boston jim on Harley Reports First-Quarter Earnings. Dog Nearly Kills 2 BikersZenaldo on New Barnett Scorpion Billet Clutch Basket For 2007-16 Harley Big Twinsdomino on Caught On Video. Starting At $11,199.JohnnySpeed on A Custom Sportster Named “Winner Winner Chicken Dinner”!zipper on Caught On Video.



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