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Tech. Advice: Series 'B' / 'C' 500cc/1000cc Bikes
Modified Steering Stem
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<blockquote data-quote="greg brillus" data-source="post: 75920" data-attributes="member: 597"><p>The really interesting part about all of this that when you look at the fork design, there is very little difference between the earlier tubular pattern Brampton's, Webb, and so on verses the Girdraulics. Only that the Girdraulics have their spindles arranged down the center line of each blade, whereas the former have the lower spindle offset to the rear. The main difference that I see is the travel allowed from the earlier to the later. That is, if the Brampton's had a longer spring thus causing the links to be angled down at the front with the bike laden, I see the same fault arising. I am convinced that if this was actually tried, the Brampton forks could themselves become quite dangerous as well. As we know the axle path is the critical part of all of this, but really what that comes back to, is two (2) completely opposing forces.....one, that when the brakes are applied, the wheel is trying to go backward, and Two, for the forks to compress......the wheelbase needs to get longer. And this my good friends is exactly why the Girdraulic forks "Lock up" I proved that the other day whilst riding that series "D" Rapide. I know you are thinking, yes but if we change the angle of the links, we then lose some of our valuable travel. And I would say, Yes you are correct, and that is exactly what happens to some degree when you install some of David's shorter springs. But when this new stem kit is installed, you regain this travel and more, because it is really only the rear of the lower link that changes. This then causes the spring box cases to be closer together, which means you need different springs to the original, and this is quite experimental to a certain point, depending on the weight of the bike/rider and so on.</p></blockquote><p></p>
[QUOTE="greg brillus, post: 75920, member: 597"] The really interesting part about all of this that when you look at the fork design, there is very little difference between the earlier tubular pattern Brampton's, Webb, and so on verses the Girdraulics. Only that the Girdraulics have their spindles arranged down the center line of each blade, whereas the former have the lower spindle offset to the rear. The main difference that I see is the travel allowed from the earlier to the later. That is, if the Brampton's had a longer spring thus causing the links to be angled down at the front with the bike laden, I see the same fault arising. I am convinced that if this was actually tried, the Brampton forks could themselves become quite dangerous as well. As we know the axle path is the critical part of all of this, but really what that comes back to, is two (2) completely opposing forces.....one, that when the brakes are applied, the wheel is trying to go backward, and Two, for the forks to compress......the wheelbase needs to get longer. And this my good friends is exactly why the Girdraulic forks "Lock up" I proved that the other day whilst riding that series "D" Rapide. I know you are thinking, yes but if we change the angle of the links, we then lose some of our valuable travel. And I would say, Yes you are correct, and that is exactly what happens to some degree when you install some of David's shorter springs. But when this new stem kit is installed, you regain this travel and more, because it is really only the rear of the lower link that changes. This then causes the spring box cases to be closer together, which means you need different springs to the original, and this is quite experimental to a certain point, depending on the weight of the bike/rider and so on. [/QUOTE]
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Tech. Advice: Series 'B' / 'C' 500cc/1000cc Bikes
Modified Steering Stem
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