Evolution: Suspension, Part 2

Last time we spoke I was describing to you how the complete Ohlins suspension system along with the Attack Triple Clamps complimented the S1000RR. At the very end of the article I hinted that there is a better solution, and for those of you who waited so patiently, here it is.

With the accreditation of an international magazine (thanks Roadracing World) comes the chance to test multiple components. Two of those parts happen to be at the front and the rear of the motorcycle in the form of a new Bitubo shock from Germany (the very same that Badovini uses on his Superstock S1000RR) and AK Gas forks from Traxxion Dynamics.

Something must be understood when discussing the importance of motorcycle suspension. The size and shape of the contact patch on each tire is the root of how a bike handles, feels, and grips. A rider knows what’s going on by feeling through the suspension, so it is clear that this is very important. These new parts from Bitubo and Traxxion gave Jeremy a better translation. In turn he is able to go faster much more comfortably.

To compliment this, the team has also engineered a new part for the suspension linkage on the S1000RR. The factory engineers were quite ingenious in their OEM design. When they started delivering bikes with such a progressive rate it allowed the stock S1000RR to do two things very well. First and foremost a very light spring can be installed on the rear shock. Since most customers purchasing this bike are going to use them primarily for street riding the softer spring rate will make cruising on the freeway and bumpy roads more comfortable. On the flipside the progressive suspension also keeps the bike off of the bottom when riding at an enthusiastic pace on the canyon roads, or even at a track day.

In racing conditions this progressive nature is not as desirable. When a rider starts to push the limits the shock gets lower and lower in the stroke as the centripetal force increases exponentially. If the suspension is too progressive it will mimic hitting the bottom of a standard linear linkage. A rider needs to be able to use the entire stroke on the shock to get the most out of a chassis. For that reason our development reduced this progression rate, again allowing Jeremy and Gary more speed!

Within the world of motorcycle roadracing there are huge costs, publicity, riders, crews, engineers, fans, new tracks, etcetera, etcetera, etcetera… Fundamentally, this all stems from one very “simple” act, winning. It’s not who can run the quickest single lap, or where you start on the grid, but who can get to the checkered flag first! So one must be curious what does it take to win? Is it whoever has the most money? Is it whoever has the “best” rider? Perhaps it’s the nicest bike with the nicest parts. No. To put it quite bluntly it is whoever has the combination that can run the total distance of the race in the shortest time. Now don’t get me wrong, very often it is the teams with the most money that can build the nicest bikes and pay the best riders, but if any team could complete that laps in less time, underdogs they may, they would be the winners…

See you at Laguna!