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Much of the material on Data for Motorcycles is derived from information found in the data acquisition and chassis dynamics books on this page. Unfortunately we know of no books dedicated solely to the topic of motorcycle data acquisition, but automotive-based books do offer plenty of advice that can be applied. The motorcycle-specific chassis dynamics books on this page do not address data acquisition specifically, but contain material that can be applied directly to data analysis. Note that Data for Motorcycles is part of the Amazon Associate program; if you click on an Amazon link and make a purchase, a small commission goes to the site.
Bicycle and motorcycle dynamics is the science of the motion of bicycles and motorcycles and their components, due to the forces acting on them. Dynamics falls under a branch of physics known as classical mechanics. Bike motions of interest include balancing, steering, braking, accelerating, suspension activation, and vibration. The study of these motions began in the late 19th century and continues today.
In the early 1970s, Cornell Aeronautical Laboratory (CAL, later Calspan Corporation in Buffalo, NY USA) was sponsored by the Schwinn Bicycle Company and others to study and simulate bicycle and motorcycle dynamics. Portions of this work have now been released to the public and scans of over 30 detailed reports have been posted at this TU Delft Bicycle Dynamics site.
Since the 1990s, Cossalter, et al., have been researching motorcycle dynamics at the University of Padova. Their research, both experimental and numerical, has covered weave, wobble, chatter, simulators, vehicle modelling, tire modelling, handling, and minimum lap time maneuvering.
Tires have a large influence over bike handling, especially on motorcycles, but also on bicycles. Tires influence bike dynamics in two distinct ways: finite crown radius and force generation. Increase the crown radius of the front tire has been shown to decrease the size or eliminate self stability. Increasing the crown radius of the rear tire has the opposite effect, but to a lesser degree.
A secondary control input that the rider can make is to lean the upper torso relative to the bike. As mentioned above, the effectiveness of rider lean varies inversely with the mass of the bike. On heavy bikes, such as motorcycles, rider lean mostly alters the ground clearance requirements in a turn, improves the view of the road, and improves the bike system dynamics in a very low-frequency passive manner. In motorcycle racing, leaning the torso, moving the body, and projecting a knee to the inside of the turn relative to the bike can also cause an aerodynamic yawing moment that facilitates entering and rounding the turn. 153554b96e