Suspensi Sepeda Motor Pdf Free: A Guide to the Principles and Types of Motorcycle Suspension

2 TEORI SECARA UMUM SISTIM SUSPENSI Sistim suspensi biasanya ditempatkan diantara frame dan poros roda. Pada umumnya dilengkapi dengan shock absorber. Sistim suspensi terletak di depan dan di belakang. Shock absorber mengurangi guncangan jalan yang diterima roda. Pada saat yang sama mencegah frame dari guncangan jalan secara langsung. Sehingga nyaman dikendarai dan roda menempel pada jalan dengan lebih kuat. Selain itu, shock absorber membantu menambah kestabilan sepeda motor dengan meneruskan gaya gerak dan gaya pengereman jalan ke jalan.

Suspensi Sepeda Motor Pdf Free

Download Zip

3 TEORI SECARA UMUM SISTIM KEMUDI Sistim kemudi menopang stang dan front fork, dan dipasang pada head pipe melalui race ball. Oleh karena itu, sistim kemudi bertumpu pada head pipe. Ada dua tipe front fork, yaitu tipe telescopic, dan tipe bottom link. Front fork menopang goncangan jalan melalui roda depan dan berat mesin serta penumpang. Oleh karena itu, front fork harus mempunyai kekuatan dan kekerasan yang sempurna. Caster dan trail, berpengaruh besar pada kestabilan sepeda motor, oleh karena itu, front fork harus dibuat dengan ketelitian yang tinggi.

5 Ada dua istilah dalam sistem kemudi - Caster : Adalah sudut kemiringan dari poros kemudi dalam satuan derajat, dengan menarik garis sejajar poros kemudi, maka akan di dapat suatu sudut yang dihitung dari garis yang mendatar atau horizontal. - Trail : Adalah jarak antara titik potong dari garis melalui poros kemudi dengan jalan mendatar, ke titik tumpu ban depan di atas jalan. Dari penjelasan kedua jenis ukuran dapat disimpulkan bahwa lebih besar sudut casternya maka akan Iebih kecil jarak trailnya. Caster dan trail harus diperhitungkan secara tepat karena berhubungan erat sekali terhadap pengaruh kestabilan sistem kemudi dari scpeda motor. Dengan sudut Caster yang kecil berarti memperpanjang jarak trail, dalam hal ini pengendalian sepeda motor terasa baik untuk jalan yang Iurus/dengan kecepatan tinggi tetapi pada kecepatan rendah, pengendalian terasa berat dan kurang enak untuk tikung menikung.

7 Sistem Kemudi FUNGSI - Menopang stang dan front fork - Front fork menopang goncangan jalan melalui roda depan dan berat mesin serta penumpang. - Untuk membelokkan roda atau mengarahkan jalannya dan menjaga kestabilan kendaraan sepeda motor. - Pada tangkai kemudi (Handlebar) sebagai tempat handel kopling, handel rem depan, lampu-lampu, penunjuk kecepatan (speedometer), klakson, dan sebagainya.

REGULASI KELAS BEBEK 110cc 2 LANGKAH STANDAR 9.1. Jenis sepeda motor yang digunakan adalah : 9.1.1. Sepeda motor bebek dengan mesin 2 langkah, yang memiliki kapasitas silinder : 99 cc s/d 115 cc Dengan

BAB IV CHASIS DAN SISTEM PEMINDAH TENAGA A. CHASIS Selain engine dan sistem kelistrikan, hal terpenting yang harus ada pada sepeda motor adalah chasis. Chasis mempnyai fungsi yang sangat penting dalam

RANGKA SEPEDA MOTOR RANGKA RANGKA 1. Fungsi Rangka pada sepeda motor berfungsi sebagai wadah penempatan engine, system kelistrikan dan kelengkapan-kelengkapan lainyya serta sekaligus sebagai penyangga

Sistem suspensi mempunyai peranan penting pada kendaraan sebagai penunjang Kenyamanan dan keselamatan berkendara. Berbagai usaha telah dilakukan untuk meningkatkan performa sistem suspensi, salah satunya dengan menggunakan sistem suspensi aktif. Kebutuhan terhadap energi yang sangat besar pada sistem suspensi aktif menginspirasi banyak peneliti untuk meningkatkan performa sistem suspensi dengan kebutuhan energi yang tidak terlalu besar. Selain pemilihan pegas dan peredam yang sesuai, geometri sistem suspensi juga mempunyai pengaruh yang signifikan terhadap kinematika dan dinamika sistem suspensi. Sehingga salah satu usaha untuk meningkatkan performa sistem suspensi adalah dengan memanipulasi geometri sistem suspensi atau yang dikenal sebagai variable geometry suspension. Pada penelitian ini akan dianalisis pengaruh Perubahan geometri terhadap dinamika getaran sistem suspensi roda belakang sepeda motor. Perubahan geometri yang dianalisis adalah Perubahan posisi bottom mounting suspensi dan panjang link untuk konstanta kekakuan pegas yang juga divariasikan. Dari hasil simulasi diperoleh bahwasanya apabila semakin dekat jarak bottom mounting suspensi dengan titik mounting pada connecting rod, maka semakin kecil respon percepatan yang diperoleh. Jika link semakin panjang, maka semakin kecil pula nilai respon percepatan yang diperoleh. Dan apabila semakin kecil kekakuan pegas yang digunakan, semakin kecil respon percepatan yang diperoleh. Selain itu, berdasarkan hasil simulasi, dibandingkan dengan suspensi Pro-Link, sistem suspensi yang dipelajari pada penelitian ini memberikan respon percepatan yang lebih baik.

A motorcycle's suspension serves a dual purpose: contributing to the vehicle's handling and braking, and providing safety and comfort by keeping the vehicle's passengers comfortably isolated from road noise, bumps and vibrations.

The most common form of front suspension for a modern motorcycle is the telescopic fork. Other fork designs are girder forks, suspended on sprung parallel links (not common since the 1940s) and bottom leading link designs, not common since the 1960s.

Some manufacturers (e.g. Greeves) used a version of the swinging arm for front suspension on their motocross designs. A single-sided version of the idea is also used in motor scooters such as the Vespa.

The hub-center steering as developed by Ascanio Rodorigo, on a concept associated to Massimo Tamburini is a complex front swingarm alternative system that entails suspension and steering, as seen in projects such as Bimota Tesi and Vyrus motorcycles.

Scott produced a motorcycle with telescopic forks in 1908,[2][3] and would continue to use them on some models until 1931.[4] In 1935 BMW became the first manufacturer to produce a motorcycle with hydraulically damped telescopic forks, [5] although the Danish Nimbus company had un-damped telescopic forks in production in 1934. Most motorcycles today use telescopic forks for the front suspension. The forks can most easily be understood as simply encased long coil springs with hydraulic damping of excess spring energy. They allow the front wheel to react to imperfections in the road while isolating the rest of the motorcycle from that motion.

Motorcycle suspensions are designed so that the springs are always under compression, even when fully extended. Pre-load is used to adjust the initial position of the suspension with the weight of the motorcycle and rider acting on it.

The difference between the fully extended length of the suspension and the length compressed by the weight of the motorcycle and rider is called "total sag" or "race sag". Total sag is set to optimize the initial position of the suspension to avoid bottoming out or topping out under normal riding conditions. "Bottoming out" occurs when the suspension is compressed to the point where it mechanically cannot compress any more. Topping out occurs when the suspension extends fully and cannot mechanically extend any more. Increasing pre-load increases the initial force on the spring thereby reducing total sag. Decreasing pre-load decreases the initial force in the spring thereby increasing total sag.

Brake dive can be disconcerting to the rider, who may feel like he or she is about to be thrown over the front of the motorcycle. If the bike dives so far as to bottom out the front forks, it can also cause handling and braking problems. One of the purposes of a suspension is to help maintain contact between the tire and road. If the suspension has bottomed out, it is no longer moving as it should, and is no longer helping to maintain contact.

Some fork designs mitigate dive, eliminate it, or even reverse it without affecting the front suspension adversely. The Earles fork is among the latter; when braking the front brake hard, the front end of the motorcycle actually rises. BMW's Telelever fork is designed to nearly eliminate dive, and could have been designed to eliminate it completely if the manufacturer chose to do so. Leading link front forks, such as used on some Ural motorcycles, can also be designed either to reduce or eliminate dive.

A single-sided front swingarm suspension was used on the Yamaha GTS1000, introduced in 1993. The GTS used the RADD, Inc. front suspension designed by James Parker. A single sided girder fork was use on the German Imme R100 motorcycle between 1949 and 1951,[9] and the Vespa scooter has a single-sided trailing-link fork. More recently, between 1998 and 2003, the ItalJet "Dragster" scooter also used a single-sided swingarm suspension, though unlike the GTS1000 there was no upper control arm; the upper part of the suspension on the Dragster served only to transmit steering input.

With a fork the braking forces are put through the suspension, a situation that leads to the suspension being compressed, using up a large amount of suspension travel which makes dealing with bumps and other road irregularities extremely difficult. As the forks dive the steering geometry of the bike also changes making the bike more nervous, and inversely on acceleration becomes more lazy. Also, having the steering working through the forks causes problems with stiction, decreasing the effectiveness of the suspension. The length of the typical motorcycle fork means that they act as large levers about the headstock requiring the forks, the headstock, and the frame to be very robust adding to the bike's weight.

While front suspensions were almost universally adopted before World War I, several manufacturers did not use rear suspension on their bikes until after World War II. However, motorcycles with rear suspension were offered to the public before World War I. Notable among these are the 1909 A.S.L. which had both front and rear pneumatic suspension,[11] the 1913 Indian Single with a swingarm suspended from a leaf spring and the 1913 Pope with wheels supported on a pair of plungers which were each suspended by a coil spring.[12]

When a swingarm is present on only one side of the motorcycle, this is known as a single-sided swingarm. In 1981 BMW introduced the single sided swingarm (mono lever) to motorcycles on their R 80 GS model. Notable examples include the Honda VFR800 and the BMW R- and K-series. Single-sided swingarms make rear-wheel removal easier, though they generally increase the unsprung weight of the rear suspension. This is due to the additional material required to give identical torsional rigidity to a conventional (two-sided) swingarm setup.[citation needed] For this reason sports bikes are rarely seen using the setup. Notable exclusions are the Ducati 916 which was intended to be taken endurance racing, the MV Agusta f4 which has a hollow interior for reduced weight (a magnesium version is also available), and the Ducati 1098, which was given a single sided swingarm purely for styling reasons.[citation needed] 2ff7e9595c