EPS Motorcycle Mechanics

3 FRONT SUSPENSION

3 FRONT SUSPENSION...................................................................................................................44
Adjustable fork................................................................................................................................50
conventional fork.............................................................................................................................51
inverted fork.....................................................................................................................................51
Pneumatic component......................................................................................................................52
Elastic component............................................................................................................................53
hydraulic component.......................................................................................................................53
K = F/L............................................................................................................................................58
K = 100N/10mm = 10N/mm............................................................................................................58
gas springs.......................................................................................................................................59
Air chamber.....................................................................................................................................60
Compression hydraulic:...................................................................................................................61
Hydraulic extension:........................................................................................................................61
Compression stroke.........................................................................................................................63
Extension career...............................................................................................................................64
Spring preload adjustment...............................................................................................................73
Hydraulic compression adjustment..................................................................................................73
Hydraulic extension adjustment......................................................................................................74
Fork oil change with drain plug.......................................................................................................77
Fork oil change without drain plug..................................................................................................78
Disassembly for emptying...............................................................................................................78
Filling process..................................................................................................................................79
DISASSEMBLY..............................................................................................................................82
DISARMED....................................................................................................................................83
If the bushings are not going to be replaced, their removal will not be necessary..........................84
INSPECTIONS................................................................................................................................84
ARMED...........................................................................................................................................85
MOUNTING....................................................................................................................................87
3.1.1

4
4
EPS Motorcycle Mechanics

4
5
 EPS Motorcycle Mechanics

3.1 FRONT SUSPENSION FUNCTION

The suspension has two main functions: to keep the wheels in contact with the ground
at all times and to ensure that the parts of the motorcycle that are not anchored to the
wheels, that is, all the elements other than the wheels and the fixed part of them, , remain
in a straight path with respect to the ground.

The jumps caused by potholes and other irregularities in the road must reach the
chassis smoothed, without the wheels ceasing to maintain their grip on the ground, since a
wheel in the air, even for a very short time, creates a danger for stability and control of the
motorcycle.

The suspension system is a set of elements, placed between the axles and the chassis
of the motorcycle, which are responsible for providing comfort and stability to the
motorcycle.

The suspension also has the function of absorbing the excess force that is produced
and at the same time controlling it. The correct calibration of this will ensure good
transmission of force in the tires, ensuring good grip.

Through the suspension, the force transmitted to the tire is regulated for an instant of
time or suspension travel.

The location of the suspension is

between the frame and the wheel, which
can control the force transmitted to the tire.

The suspension can also be defined as

the elastic part of the frame, since the
absorption of its forces prevents fatigue,
breakage or cracks in the chassis.

Due to the movements of the

suspension, the geometry of the motorcycle
is constantly changing. This will be good for
the handling of the motorcycle if the
suspensions are functioning correctly.

For example, when braking, the front

fork sinks and the advance is reduced,
allowing easier entry into a corner.

4
6
 EPS Motorcycle Mechanics

3.1.1 HISTORY AND EVOLUTION

The first motorcycles that were designed did not have suspensions, everything was
reduced to an elastic system in the saddle to cushion the shocks of the terrain. With the
advancement of technology, the need to mount elastic systems on the front wheel was
seen and different types of suspension began to be designed to improve control and
handling.

Practically, until the Second World War, the vast majority of front suspension systems
mounted elastic elements formed by springs or leaf springs. Almost all of them did not have
any type of brake on the oscillations of the springs.

The big leap was made by the manufacturer BMW, since in 1935 it began to equip the
telescopic fork system with hydraulic damping on its BMW R12 motorcycle. This system

4
7
 EPS Motorcycle Mechanics

has currently become the most used in production motorcycles.

It is from the Second World War onwards that front suspensions began to be designed
adopting the current telescopic fork system.

The telescopic fork system includes in the same set the necessary elements that form
the basic principle of any suspension system, such as the springs and the hydraulic braking
systems for the oscillations caused by the springs.

The telescopic fork system, as mentioned above, is the one that has prevailed today
with its different variants of mounting position and adjustment systems.

The evolution of the telescopic fork has led to the design of other systems such as the
Telelever and the Duolever , from the manufacturer BMW , which have currently
established themselves in the large displacement motorcycle market.

Other designs that, despite being of considerable quality and reliability, have only
managed to be used for an exclusive motorcycle model, as happened in the nineties with
the Swing Arm system used exclusively for the model called Yamaha GTS .

4
8
 EPS Motorcycle Mechanics

3.2 TELESCOPIC FORK

The telescopic fork is made up of two arms that join the steering head to the wheel,
fixing respectively to the upper and lower posts of the steering column and to the front
wheel axle.

Each arm is made up of two tubes, one with a larger diameter than the other and
located concentrically, so that one of them can be inserted inside the other, varying the
distance between the wheel axle and the steering column.

For the fork to perform its elastic function, a helical spring is inserted inside, so that
each arm tends to stretch as much as possible.

The hydraulic retention system is attached inside the tubes, where the hydraulic oil will
also serve as a lubricant for the system elements.

3.2.1 OPERATING PRINCIPLE

When the fork legs move telescopically

in the compression stroke, oil from
chamber B flows through the lower hole of
the fork tube to chamber C , and this in
turn enters chamber A through the upper
holes occupying the free space that exists
at the top of the bar.

The resistance created by the flow of

oil as it passes through the calibrated
holes of the hydraulic damping system
absorbs and dissipates some of the shock
during compression of the shock absorber.

As the fork approaches its maximum

compression, the lower tapered oil
retention piece acts to hydraulically
prevent the fork leg from hitting the bottom
of the bottle.

In this way, the mechanical stop is

eliminated, generating a hydraulic stop, a
stop that could damage the internal
elements of the suspension system.

4
9
 EPS Motorcycle Mechanics

On the extension stroke, oil from

chamber A passes through the hole at the
top of the fork piston to chamber C.

The resistance produced by the

passage of oil through the hydraulic system
serves as a damping force for the extension
phase, thus controlling the tendency of the
inner spring to rebound.

The rebound spring absorbs the shock

of the fork tube when it is extended
outward.

This is when the oil from chamber C

flows through the hole at the bottom of the
fork piston into chamber B , returning to the
bottom of the bar.

Adjustable fork

Depending on the type of terrain, speed

or weight, fork needs vary. The adjustable
forks have external adjustment systems, to be able to
adjust the parameters without the need to be
disassembled.

The most basic regulation is the preload and spring

hardness. The adjustment of the hydraulic damping
system can be done both for the extension stroke, which
is its main function, and for the compression stroke.

To make extension and compression adjustments, a

system is incorporated that can vary the flow of fluid that
circulates through the orifices, acting from the outside.
The lower the flow rate of fluid circulating, the lower the
speed of the fork movements.

5
0
 EPS Motorcycle Mechanics

3.2.2 TYPES OF TELESCOPIC FORK

conventional fork

In the conventional fork, the legs are located at the

bottom and the bars at the top, the latter being fixed to
the steering column posts, thus forming part of the
suspended mass of the motorcycle.

In the lower part of the bottles, called toe caps, the

holes for the wheel axle are machined, since this is the
connecting element with the wheel.

This type of forks is used in most of today's more

economical type motorcycles, where its lower
manufacturing cost compared to inverted type forks
plays a role.

inverted fork

In inverted forks, the bottles are fixed to the

seatposts and the bars are at the bottom. The wheel
axle is attached to the bars using dropouts, just like in
conventional type forks.

One of the main advantages of the inverted fork is

that it provides greater rigidity to the steering
assembly, as the bottles are a more resistant element
and the bar is the one that slides inside them.

Another advantage of the inverted fork is that the

unsprung weight is lower, since the bottle is the
element with the greatest weight and size and, in
addition, it incorporates the hydraulic elements.

With this type of assembly, greater rigidity is

achieved and bending forces, caused by sudden
braking or hitting pronounced potholes, are more
effectively supported.

5
1
 EPS Motorcycle Mechanics

3.3 FRONT SUSPENSION COMPONENTS

Braking, acceleration, changes of direction, irregularities in the terrain or even the

movements of the rider on the motorcycle are responsible for constantly modifying the load
received by each axle.

The suspension is responsible for reducing the effects of so much change and
movement in the loads, which in addition to the hydraulic shock absorbers and springs,
also uses the tire itself as the first and fundamental shock element.

Every suspension is made up of three fundamental elements: the pneumatic

component (tire/rim assembly), the elastic component (spring, gas, air chamber) and the
hydraulic component (valves, oil, cartridges, etc.).

Pneumatic component

The tire, thanks to its flexibility, is the first to deal with irregularities, being of great help
to the suspension as a whole.

In this case, the functions of the spring fall on the pressurized air, while the cushioning
effect is provided by the casing and the tread rubber.

It is important that the work of the tire and the

suspension are in tune, and to achieve this it is
essential to frequently verify the air pressure that the
manufacturer recommends.

It is also important to respect the ideal working

temperature of the tire.

5
2
 EPS Motorcycle Mechanics

Elastic component

This element is what absorbs kinetic energy,

stores it and then returns it.

Faced with any of the effects that constantly

modify the load on each axle, the spring, thanks to its
elasticity, initially prevents the wheel from losing part of
the accumulated load or even contact with the
pavement.

But like a trampoline after receiving a jump, the

spring continues to oscillate uncontrollably (bounce). If
these rebounds reach the wheel without being
absorbed, the motorcycle becomes more unstable,
transmitting a bad driving sensation.

hydraulic component

To prevent the rebounds generated by

the spring from reaching the wheels, shock
absorbers and hydraulic retention elements
are incorporated in the telescopic forks.

Their work is simple, they only have to

control the speed at which the spring
moves, both in extension and compression,
to mitigate the rebound effect and avoid
successive losses of load in the tire or try, if
there are any, to load values fluctuate as
little as possible.

That is why it is so important to have a

fork with quality shock absorbers, and, if
possible, with adjustment systems to be able to
regulate the working speed of the fork according to our
convenience.

It is known that inappropriate adjustments make

the motorcycle more unstable, and can even end the
useful life of the tire.

There is a belief that the harder the suspension,

the better and, many times, it is the opposite, as can
be seen in the development of the study of the front
and rear suspensions studied in these chapters.

5
3
 EPS Motorcycle Mechanics

As seen previously, the telescopic fork is made up

of two arms attached to the steering posts and
supports to the wheel axle.

Externally, the telescopic fork seems like a very

simple motorcycle component, with few elements and
two movements, ascending and descending.

Inside the arms are incorporated all the necessary

elements to perform the cushioning function.

It is inside the arms where the most complex part

is located, which we are going to see through the
images in the following chapters.

3.3.1 SECTIONED FORK

1 valve spring
2 Piston
3 Piston ring
4 Valve washer
5 Extension stop spring
6 O-rings
7 Damping valve
8 Damping tube support
9 Linear constant upper spring
10 Variable constant lower spring
11 Spacer tubes
12 Left shock tube
13 Right support tube
14 Right spacer
15 Tube support fixing screw
16 Thickness washer
17 Clamping ring
18 Gasket washer

Sectioned fork of a BMW F 650 GS

motorcycle

5
4
 EPS Motorcycle Mechanics

3.3.2 EXPLODED VIEW OF A CONVENTIONAL FORK ARM

1 – Inner tube protector
11 - Ring
2 – Dust seal
12 - Cylinder
3 – Oil seal ring
13 - Stop spring
4 - Oil seal
14 - Inner tube
5 – Oil seal retainer
15 - Metal slide
6 – Guide metal
16 – O-ring
7 – Oil lock piece
17 – Spring seat
8 – Fork bar
18 – Spacer
9 – Outer tube
19 - Washer
10 – Cylinder screw
20 - Dock
21 - Bar plug

This part corresponds to that of a Suzuki GSX-R 600 motorcycle

5
5
 EPS Motorcycle Mechanics

3.3.3 EXPLODED VIEW OF AN INVERTED FORK ARM

1 – Bottle cap 9 – Dust seal
2 – O-ring 10 – Oil seal ring
3 – Spacer 11 - Oil seal
4 - Nut 12 – Oil seal circlip
5 – Spring seat 13 – Fixing screw
6 – Fork spring 14 – Closing washer
7 – Adjustment rod 15 – Shock absorber tube
8 – Outer tube (bottle) 16 – Inner tube (bar)

This part corresponds to that of a Yamaha YZF-R1 '98 motorcycle

5
6
 EPS Motorcycle Mechanics

3.4 FUNCTIONING

When riding a motorcycle, the irregularities presented by the terrain have to be absorbed
by an effective suspension system, with the ability to deform so that the structure of the
motorcycle is not affected by the movements generated through the irregularities.

By inserting an elastic element between the wheels and the frame, the irregularity is
partially absorbed, but this element working alone is not enough due to the oscillations it
generates. This rebound effect caused by the spring is perfectly controlled with a damping
system, whether mechanical or hydraulic. With the combination of these two elements,
stability and comfort are ideal for driving the motorcycle.

3.4.1 SPRING OR SPRING

When a spring deforms, it receives energy, but as it is an element that has undergone
elastic deformation, it returns to its initial position, returning this energy when the force stops
acting on it.

The type of spring used in suspensions is a spirally deformed steel wire, adopting a
helical shape. Depending on the thickness of the thread, the resistance to deformation will be
greater or less.

The function of the spring is to absorb the kinetic energy that is produced during the
movement of the unsprung mass, such as the wheels and the part of the suspension
attached to them.

This process is carried out by converting the kinetic energy of the moving mass into
elastic potential energy that is stored in the spring, to be transformed back into kinetic energy
once the force is stopped being applied to it.

Elasticity causes the spring to return to

its initial position. The speed with which the
spring releases the accumulated energy and
the subsequent rebound effect are controlled
with a hydraulic system.

From these oscillations it is deduced that

the unsprung masses formed by the wheels,
the braking systems and some elements of
the bodywork must be as light as possible, to
avoid these rebounds to a greater extent.

5
7
 EPS Motorcycle Mechanics

The energy or force necessary for

deformation is equal to the displacement, so
that each spring can be identified
independently of its size and length by a
characteristic called “linear deformation
constant”, given by the letter K , which
expresses the force necessary to cause a
certain deformation in the spring.

The unit of measurement of the

international system for the linear
deformation constant is N/mm, but it is often
expressed in Kg/mm.

K = F/L
K = 100N/10mm = 10N/mm

There are different types of springs when

talking about elastic constant. When referring
Types of springs
to those used in telescopic suspension
systems, we must study those with linear
elastic constant and those with progressive
constant.

In linear constant springs, both the pitch

between turns and the diameter of the thick
wire are equal along their entire length.
Linear springs maintain the same elastic
constant throughout their compression
stroke.

Progressive constant springs consist of

two parts. One part of the spring has a
different pitch of coils than the other.

This causes the softest part to be

compressed first, coming to a stop and
behaving like a solid mass. Next, the part of
the spring with the hardest coil pitch would
begin to act, thus increasing its progressive
constant.

5
8
 EPS Motorcycle Mechanics

gas springs

In the study of springs, air or gases must be considered as elastic elements. These,
subjected to pressure in a container, automatically produce a progressive constant.

With a bicycle tire inflator pump you can easily demonstrate the elastic reaction of air
when compressed. First the pump is extended, then the air outlet is covered with a finger and
finally the pump is compressed. In the initial movement there is little resistance, but as the
movement progresses the necessary force begins to increase rapidly.

From this it follows that the load supported by a pneumatic spring depends on its internal
pressure, which in turn depends on the initial static pressure and the internal volume.
Therefore this pressure is inversely proportional to the volume. The relationship between
pressure and volume is known as Boyle's law.

The magnitude of the progressive constant is determined by the compression ratio of the
element where the gas is housed, that is, the ratio of the volume of the gas at the two ends of
the path.

There are combined cartridge systems that perfectly represent a progressive constant
spring. It uses air as gas, and the pressure is applied with a special manual pump for forks.

These two springs installed in series, work with different displacements depending on
their own rigidity constants.

What is achieved by combining the normal spring and the gas spring is to have a
progressive suspension response.

The first half of the travel is very soft, absorbing the imperfections of the terrain
COMBINED very well,
ELASTIC
and as it sinks deeper, it becomes progressively harder, having more resistance
SYSTEM to bottoming
out than the original suspension.

As in these types of hydropneumatic forks, you can intervene on the pressure of the
injected air, it is important to respect the minimum and maximum levels marked by the
manufacturer.
gas springs

Coil springs

5
9
 EPS Motorcycle Mechanics

Air chamber

The air chamber is the volume between the oil level inside the fork and its cap.

If the volume of oil is increased, the air chamber of

the fork decreases, and this affects the elastic
constant, which in this case increases.

By adding more oil of the same viscosity so that

the fork air chamber is reduced, the suspension is
progressively hardened throughout its travel, but where
the hardness is most noticeable is in the last third of
the travel.

As can be seen in the graph, a few mm

reduction in the volume of the air chamber
greatly stiffens the last third of the
suspension travel, providing the fork with
greater braking in the compression phase.

Air spring force graph based on oil level

6
0
 EPS Motorcycle Mechanics

3.4.2 HYDRAULIC RETENTION

With a hydraulic retention system, the displacement of the hydraulic fluid found inside a
shock absorber is retained when it enters any of the operating phases.

This system is formed by a cylindrical and sealed housing, in which there is a fluid. Inside
there is a piston guided by a rod and equipped with
small calibrated holes. As the piston moves inside the
cylinder, opposition is established to its movement
caused by the hydraulic fluid passing through the holes.

The hydraulic retention consists of two systems

within the same assembly: one for compression and the
other for extension, due to the two movements to which
the spring is subjected each time it acts.

Compression hydraulic:

It regulates the speed of movement of the hydraulic

fluid found inside the suspension group when it acts in
the compression phase.

Hydraulic extension:

It is responsible for absorbing the energy released

by the spring in its expansion, that is, it regulates its
return speed. While the travel of the spring depends on
the force applied, the hydraulic system depends
exclusively on the speed of movement of the fluid.

A spring compresses more as the load on it

increases, and a hydraulic system tends to stiffen as
the speed of fluid displacement increases. This
relationship is very important, because it separates the
adjustment of both systems depending on the behavior
of the suspension.

If the problem is caused by the force that causes

movement, stops or lack of travel in the suspension, the
spring is the element to check. If, on the other hand, the
cause of the problem is the working speed, such as
oscillations, rebounds and parasitic movements, then
the hydraulic system is the element to check and
regulate.

6
1
 EPS Motorcycle Mechanics

3.4.3 HYDRAULIC FLUID

The hydraulic fluid also has its importance as has been verified during the study of the
hydraulic retention movements. The viscosity of the oil plays a very important role in the
circulation from one chamber to another, which is why the adjustment of the suspension
depends on the viscosity and also on the level of oil inside the suspension element.

The viscosity index of the oil that must be used in hydraulic retention systems is the one
that the manufacturer recommends according to the characteristics of the study and design of
its product. The value of the viscosity index is marked by the SAE, the lower the value (SAE
5) the thinner the oil will be than one with a higher SAE (SAE 20).

The available viscosity range can be as follows: 5W20, 7.5W20, 10W30, 15W30 and
20W40. Although they are multigrade oil, the reference on the packaging only indicates the
cold viscosity index.

The use of oil viscosity is recommended by fork and shock manufacturers. If you want to
change suspension performance, use lower viscosity oil for a softer ride and higher viscosity
oil for a harder ride.

A system to regulate the hydraulics in

forks that do not have regulation, consists of
varying the type of hydraulic oil to one that
is more or less viscous, so that the fork is
somewhat faster, or slower.

In this case, both directions of travel are

affected, since the forks do not have
separate steps for extension and
compression travel.

Table of technical characteristics of an

oil manufacturer

TECHNICAL CHARACTERISTICS 5W20 7.5W20 10W30 15W30 20W40

Viscosity in mm² at 100º C 6.2 cSt 7 cSt 8 cSt 9.4 cSt 10.8 cSt
Viscosity in mm² at 40º C 32 cSt 40 cSt 46 cSt 52 cSt 68 cSt

The classic definition of viscosity is the fluid's resistance to flow. The unit of measurement
for dynamic viscosity is the poise (P) and the kinematics is the stoke (St) , therefore 1 stoke
= 1 cm²/s . The submultiple is the centistoke (cSt) which is equivalent to the viscosity of
water at 20º C, exactly 1.0038 cSt, so in the case of this table it is deduced that 1 cSt =
1mm²/s.

3.4.4 HYDRAULIC OPERATION OF THE TELESCOPIC FORK

The telescopic hydraulic fork is considered part of the motorcycle frame since it connects
the front wheel to the steering posts, that is, it is part of the motorcycle's steering group and at
the same time acts as an element of the front suspension.

6
2
 EPS Motorcycle Mechanics

Its operating principle is hydraulic, passing the hydraulic fluid from one chamber to
another through calibrated orifices and specially studied valves.

By means of regulators, the hardness of the movements made by the fork in the
compression and extension strokes can be varied.

When the fork is performing its function, two work processes are clearly differentiated,
called compression stroke and extension stroke .

Compression stroke

When the fork is compressed, the part of the bar that is inserted into the bottle reduces
the volume available for oil in the lower area. This is forced to pass through the holes of the
hydraulic bar inside and from there to the upper part of the fork. At the same time, a small
chamber located between the upper end of the hydraulic rod and the end of the fork leg is
filled with oil due to the overpressure to which the lower chamber of the fork is subjected.

These oil movements cause a brake on the compression action of the spring, and the
different drillings and the viscosity of the oil must be adjusted to the desired hydraulic

6
3
 EPS Motorcycle Mechanics

retention.

As can be seen in the drawing below, in the compression stroke the upper piston moves
downwards, allowing the oil to pass to the upper area, but the volume occupied by the bar
that supports it forces the oil inside the cartridge to come out. through the bottom. Before this
drain, a pack of compression sheets is inserted, which causes hydraulic retention.

Extension career

In the extension race the effect is the opposite. The bar stretches and leaves free space
in the lower area of the fork, which forces, on the one hand, the oil located in the upper area
to pass to the outside of the lower area, passing through the lower holes, and at the same
time the stored oil In the upper chamber, when pressed by the extension of the bar, it is
introduced inside the hydraulic bar through some drills.

In the extension stroke, the volume cleared by the outlet of the bar that supports the
bottle must be filled with oil, and this passes again through the lower drain, and through the
sheets of the compression package, which in this case do not offer resistance . However, the
oil from the top of the cartridge has to pass through the extension reed pack attached to the
plunger, which in this case produces the brake.

6
4
 EPS Motorcycle Mechanics

The advantage of these systems is that they can be easily regulated, since the sheet
packs can be complemented with systems formed by narrow ducts on which a needle can
easily vary its damping effect.

6
5
 EPS Motorcycle Mechanics

3.5 LATEST TECHNOLOGIES IN TELESCOPIC FORKS

Currently, new technologies are being incorporated into the concept of the internal
functioning of the fork that provide an advance in reliability, safety and smoothness in the
handling of the motorcycle.

3.5.1 BPF SYSTEM

The BPF (Big Piston Fork) fork uses a larger piston than conventional forks, which results
in smoother operation.

Compared to the cartridge-type fork of

the same size, the BPF features a main
piston that is almost double the size,
39.6mm compared to 20mm for the same
size.

The oil inside the BPF acts on a

surface area almost four times its size and
circulates more slowly, allowing the
motorcycle to be more stable when braking
hard.

The larger surface area allows the

cushioning pressure to be reduced while
ensuring that its force remains the same.

Reducing the damping pressure allows

the slide tube to move more smoothly,
which is especially noticeable in the initial
part of the stroke.

According to the manufacturer, the

result is greater control as the fork begins
to compress, and very smooth behavior when the weight of the vehicle shifts forward when
reducing speed, and therefore greater chassis stability in the entry into curves.

The compression and rebound damping adjustments are located at the top of each fork
tube, with the preload adjustment at the bottom, just the opposite of regular forks.

In this system, when the upper plug is

removed, the entire hydraulic system
comes out, making it easy to act on it if any
component needs to be changed.

6
6
 EPS Motorcycle Mechanics

3.5.2 TTX SYSTEM

The concept of TTX technology is based on the double tube design, which provides a
balance in internal pressure that improves the performance of the fork in all phases of
operation.

Its interior, with a bathed piston and pressurized gas, does an excellent job of pushing
the oil back into the low pressure side and
resulting in better behavior and sensitivity,
nullifying cavitation problems and the
annoying sinking of the fork.

The system is pressurized with gas for

immediate absorption response.

It has an improved hydraulic stop to

offer greater resistance to the fork stops.
Compression and rebound adjustments are
made from the top of the fork.

3.6 ALTERNATIVE FRONT SUSPENSION SYSTEMS

When the front brake is applied, the telescopic forks sag and the suspension becomes
hard. This worsens the stability of the motorcycle and prevents optimal braking deceleration.

The manufacturer also sells cartridges with the TTX system to be installed in all
original forks on the market, due to their simple assembly.

6
7
 EPS Motorcycle Mechanics

In addition, all road irregularities are transmitted directly to the driver's arms and body.

Over the last few decades, numerous systems have been designed to replace telescopic
forks, with the aim of improving driving stability and also achieving maximum comfort.

3.6.1 BMW TELELEVER SYSTEM

The Telelever system, introduced in 1993, is based on using the telescopic fork only to
guide the front wheel and drive the steering. The fork does not incorporate any system inside
the bars, it only has 0.47 l of oil in each one to lubricate the friction of the compression and
extension stroke.

The suspension and damping are provided by a central assembly (1) , which integrates
the suspension coil spring and the shock absorber, and is mounted between the oscillating
trapeze (3) and the chassis (2) .

The oscillating trapezoid (3) is fixed to the ball joint (4), which is housed in the connecting
bridge (5) of the telescopic fork (6) . The seat post (7) is the connecting link between the fork
bars and the steering axle (8) .

6
8
 EPS Motorcycle Mechanics

Steering rotation is facilitated by the ball

joint (4) and the axle (1) fixed on the one
hand to the frame pipe and on the other to
the seat post (7) .

The suspension pivot is carried out by

means of the anchoring point (2) on the
frame, to which the oscillating trapezoid (3)
is fixed, and the connecting bridge (5) of the
fork bars (6) .

As the anchorage of the fork bars (6) on

the seat post (7) is slightly advanced with
respect to the ball joint (4) , the suspension
tilts very slightly.

In this system, the suspension works

independently of the steering, favoring
comfort since the shocks caused by the
wheel do not affect the handlebars.

It must also be taken into account that

the collapse of the fork during braking is very limited, and this favors the steering geometry,
since the variation in advance and launch is minimal. The geometry of the frame does not
suffer major variations either, since the distribution of weights during acceleration and braking
is much more stable, thus favoring the least variation in the center of gravity.

3.6.2 SWING ARM SYSTEM FOR YAMAHA GTS

This is a completely different system than usual forks. The suspension has a geometry
against inclinations of the front part. This makes changes to steering geometry almost non-
existent. The wheelbase has practically no variations, thus favoring stability and driving
comfort.

This lower swing arm system has an “antidive” effect, because the anchor points are not
only located in the upper part, giving greater rigidity to the suspension.

The system offers many advantages in the operation of the suspension, where the
installation of an ABS anti-lock braking system is
greatly benefited, as long as rebound reactions
do not occur when the ABS system acts when
braking.

The suspension is supported by a horizontal

swing arm (11) that is fixed to the frame (8) by
means of the axle (9) . The shock absorber (10)
is very similar to those mounted on the rear
suspensions, with all the advantages as an
elastic element.

6
9
 EPS Motorcycle Mechanics

The steering rotates on the axis (5) from the action of the handlebars (4) that form an
articulated system to the wheel (13) . This is fixed laterally by means of bolts to the vertical
rigid arm (2) which rotates by means of the axis (12) integral perpendicularly with the
horizontal swing arm (11) .

The upper part of the vertical arm (2) is attached to a tie rod (6) that is fixed to the axis (7)
located in the frame (8) , so that the oscillation is integral and is constantly guided throughout
the assembly.

The telescopic mechanism (1) is fixed between the seat post (3) and the rigid arm (2) to
allow the variation of the vertical distance of the suspension movement and transmit steering
guidance through the handlebar (4) .

The technology used in the rear axles can be applied to the adjustment of this
suspension system, where the shock absorbers work in a completely similar way since they
are fixed between the oscillating arm and the frame.

7
0
 EPS Motorcycle Mechanics

3.6.3 BMW DUOLEVER SYSTEM

The Duolever system is an evolution of the Telelever system, in which the bars and
bottles as such completely disappear to give way to two struts without any travel that are
anchored to a double trapezoid system to absorb the oscillation of the front shock absorber.
Steering is carried out by a compass system attached to the handlebars at the top.

The system works as follows: the wheel is attached to a rigid fork in a traditional way.
This fork goes up and down attached to a pair of triangles anchored above the wheel by ball
joints and to the frame by bearings. This allows both the wheel to have a suspension
movement and steering movement when the fork rotates through the ball joints.

The distance between the anchor point of the ball joints and the point of displacement of
the ball joints regulates the advance. Finally, to rotate the fork, a compass attached at the top
to the handlebar is placed at the top, which is responsible for supporting the changes in
distance between the fork and the handlebar.

The suspension and damping are supported by a central assembly (11) that integrates
the spring and the shock absorber, and is mounted between the upper trapezoid (7) and the
lower trapezoid (12) .

These trapezoids tilt on the frame (9) by

means of the upper axis (8) and the lower
axis (10) . The set of rigid vertical arms (1) is
joined to the trapezoids through the lower
ball joint (2) and the upper ball joint (6) ,
acting at the same time as a steering pivot
point.

The rotation of the handlebar (4) is

carried out by the union of the steering axis
(5) with the articulated element (3) and the
rigid vertical arm (1) .

The pivoting system of the articulated

element (3) absorbs the variation in the
vertical distance of the suspension
movement.

The advantages associated with these

systems are rigidity, the possibility of
controlling the geometry, the lightness of the
assembly, the reduction of unsprung mass,
etc. Specifically, this arrangement allows us
to design a chassis relatively similar to the usual ones and, in addition, it has an appearance
close to that of the telescopic fork, which for commercial purposes is a great advantage.

7
1
 EPS Motorcycle Mechanics

The main advantage of this system is its torsional rigidity. The Duolever is not influenced
by negative forces in the same way as a telescopic suspension, which flexes and twists
during acceleration and braking phases.

The system absorbs the forces resulting from rebounds and keeps the wheel support
stable. The steering, on the other hand, maintains a precise feel in any driving condition.

EXTENSION STEERING
STEERING FORK IN
FORK COMPRESSION

One of the disadvantages is that the distance between the wheel and the ball joints is
high, so they are subject to significant loads.

Another disadvantage is that all the forces are transmitted to the upper part of the frame,
so a very rigid chassis must be designed in that area.

Finally, although there is plenty of space, the arms are relatively short and the arc that
the pivots in the fork travel through are somewhat closed, so the turning angle is more limited
than in other systems.

7
2
 EPS Motorcycle Mechanics

3.7 FRONT SUSPENSION ADJUSTMENT

The adjustment or adjustment of the suspension is a methodical job that requires

experience, sensitivity and method. You have to perform the different operations in steps
and be able to observe the differences that occur, since it is often not easy to understand
the physical reaction of the motorcycle. In general, the same result can be obtained by
various procedures.

Spring preload adjustment

A good start to tuning the front suspension is to correctly calibrate the spring preload.
To do this, the motorcycle is positioned in its resting state without a stand and without a
rider and a measurement is taken from the lower seatpost to the ground. Once this
measurement has been made, the pilot is made to board to take the previous
measurement again.

The difference between the two measurements

should be between 20 and 30 mm depending on the
model. If this is not the case, you must proceed to
adjust the spring preload as indicated below.

The springs are pre-compressed with a bushing

in the upper part. To act externally on this bushing,
there is a through screw (1) with a plate that presses
on the internal bushing.

When tightening the screw (1) the spring located

on the inside of the bar is compressed, thus stiffening
the fork.

If the screw (1) is loosened, just the opposite

effect occurs, the spring is less compressed and the
fork is softer.

Hydraulic compression adjustment

Compression hydraulics are needed in the front suspension when braking or going over
a bump. It is important that the front suspension compresses smoothly and in a controlled
manner when braking. When the front end sinks, more weight is transferred to the front
wheel, which also helps to brake the motorcycle in a more controlled way.

If the fork compresses too quickly and the suspension is too soft, the fork may bottom
out. As a consequence of this, the rear wheel may lose contact with the asphalt by moving
from side to side.

When the compression is too tight, the motorcycle cannot react quickly enough to
compress over bumps, causing rapid suspension rebound. Driving the motorcycle is
uncomfortable and braking is dangerous.

7
3
 EPS Motorcycle Mechanics

There are models on the market where the

compression hydraulic adjustment screw is located at
the top of the fork bars.

In this case, the adjustment screw (3) is located

at the bottom of the bars and allows the fluid to
circulate to the top of the bar.

Tightening the screw (3) offers greater resistance

to the fluid flow, which will increase the pressure in
the lower area, offering greater resistance to the
compression of the fork.

When the screw (3) is loosened, the opposite

effect occurs, which is why the compression
resistance is lower.

Hydraulic extension adjustment

To make the following adjustment or adjustment it

is essential to have correctly made the spring preload and the fork compression

Adjusting the fork extension controls the speed at which the front of the motorcycle
rises after being compressed during braking or a bump.

When the front of the motorcycle rises very quickly after any situation, the reaction
causes an imprecise and unsafe zigzag type movement on the motorcycle.

If the extension is too slow, there is almost no transmission from the wheel to the
handlebar. This translates into a lack of front traction, resulting in a very dangerous
situation.

By tightening the screw (2) located at the top of the bar, normally threaded into the
spring preload tensioner screw, the flow of fluid that
passes through this area is limited, which is what
goes down to the bottom. of the fork arm, once it has
been driven by the upper piston. This causes braking
of the suspension travel.

If the screw (2) is loosened, the opposite effect

occurs, the fluid circulates more easily and the
suspension travel is accelerated.

7
4
 EPS Motorcycle Mechanics

An alternative to check the operation of the front fork extension is to position the
motorcycle at ground level and resting on the stand. With the help of another operator,
press on the upper part of the seat post or handlebar without touching the brakes until their
travel is exhausted (stop) and then release.

The suspension has to extend back to its original position in less than a second. As
mentioned previously, the extension refers to the control of the rising speed of the fork.

If the suspension takes more than one second to return to its original position, the fluid
passage must be opened for extension. If it takes less than a second or exceeds its original
position, the fluid flow must be reduced.

This method is very simple and can guide us before going out to perform dynamic
tests. The ideal thing to do in these operations is to use the user manual and compare the
motorcycle's suspension settings with those recommended by the manufacturer.

3.7.1 INFLUENCE ON FRAME GEOMETRY

By changing the position of the fork bars on the steering post, the front height of the
motorcycle is slightly varied. This influences the center of gravity, affecting weight
distribution and affecting the geometry of the frame and steering.

Adjusting the height of the bars in relation to the steering posts modifies the behavior
of the motorcycle, since it increases the agility or stability of the motorcycle.

Both fork bars must be strictly at the

same height, and no variation is permitted.

If the bars are raised, the suspension

posts are closer to the wheel, so the
steering angle and the steering advance
with respect to the front wheel are reduced.

This causes a change in the behavior

of the motorcycle towards more radical
positions: the motorcycle is much more
agile and faster in steering, but loses
stability in a straight line and traction when
exiting corners.

7
5
 EPS Motorcycle Mechanics

If the opposite is the case, that is, the

bars are lowered by moving the suspension
posts away from the wheel, the motorcycle
is raised from the front, increasing the trail
and the steering angle.

This slows the steering of the bike, and

increases traction and straight-line stability.

The wheelbase is also affected in the

same terms, but its variation is much
smaller and less influential.

Once the height adjustment of the bars

has been completed, and before going out
to ride the motorcycle, you must check the space in the turning and suspension area of the
fork. The wheel can never rub against any element during its travel.

The following diagram reminds us of the changes in both linear and angular
measurements that are generated in the extension and compression movements of the
front suspension.

It is also valid to assume the influence on the geometry in the case of the adjustment of
the fork bars with respect to the seat posts.

7
6
 EPS Motorcycle Mechanics

3.8 MAINTENANCE

Front suspension maintenance is limited to replacing the oil in the fork bars, so the
maintenance period recommended by the manufacturer in the service manual
corresponding to each motorcycle must be taken into account.

3.8.1 MAINTENANCE OPERATIONS

Maintenance operations related to replacing the oil in the fork bars can only be carried
out in two ways since it depends on whether the bars are equipped with a drain screw.

Fork oil change with drain plug

In this case it is not necessary to dismantle the fork bars and to carry out this operation
you must proceed as follows, which we will detail below.

Place the motorcycle on a suitable support, so that the front wheel is raised and secure
it firmly so that it cannot fall.

Loosen the screw (1) that secures the upper part

of the bar to the upper seat post.

Loosen and release the screw cap (A) , taking

into account that it is under pressure from the spring
of the bar, and can be thrown out.

Perform the same operation on the other fork bar.

Position a tray under the telescopic fork to collect

the oil.

Loosen and remove the oil drain plug (B) and

allow all the oil to drain completely. Compress the
fork several times to expel all the oil.

Replace the drain plug gasket (B) , and thread it

and tighten it later giving the corresponding torque
stipulated by the manufacturer.

Add the corresponding amount of oil,

compressing the fork several times to bleed the bars.

Lightly grease the thread of the screw cap (A)

with oil, screw it in and tighten it to the torque
recommended by the manufacturer. Tighten the seat
post screw (1) to the corresponding torque.

7
7
 EPS Motorcycle Mechanics

Fork oil change without drain plug

The procedure is based on a motorcycle with a telescopic type front suspension and
works for the two bars of the front fork.

Place the motorcycle on a suitable support so that the front wheel is raised and secure
it firmly so that it cannot fall.

♦ Detach the handlebars, if the motorcycle model requires it.

♦ Remove the front wheel and fork bridge.
♦ Remove the brake calipers and their supports.
♦ Loosen the closing plug (1) of the fork
bar assembly (3) a few turns.

♦ Loosen the screws (2) of the upper seat

post

♦ Hold the bar (3) so that it does not slide

and fall.

♦ Loosen the screws (4) of the lower seat

post and remove the fork bar (3) .

♦ Carry out a preliminary external cleaning

before beginning the disassembly
operation of the fork bar assembly (3) .

Once clean and before proceeding to

disassemble the fork bar assembly, you must compress the bar several times. If any trace
of oil is observed in the friction area of the bar, it means that the closing seal is in poor
condition, so it will have to be replaced.

Disassembly for emptying

To carry out the disassembly of the fork bar, you

must operate on a workbench that has a vice.

It is also convenient to have a tray where you

have to leave the different elements that are being
dismantled.

Next, fix the fork bar on the clamp bolt in a vertical

position, holding it by the flat area provided by the
bottle for fixing the wheel axle.

7
8
 EPS Motorcycle Mechanics

Once the bar is fixed to the screw, proceed with the following disassembly order:

♦ Remove the rubber protector from the bar, if it has one.

♦ Remove the plug, washer, spacer and spring from the fork.
♦ Drain the fork oil into the tray.
♦ Slowly pump the telescopic rod several
times to finish emptying any remaining
oil.

Filling process

Be sure to use the fork oil recommended by the manufacturer. The use of other oils
may negatively affect the operation of the front
suspension.

To correctly check the oil level, you must hold the

fork bottle in the jaws in a vertical position with the
telescopic tube fully compressed.

Fill the fork leg with the amount of oil specified by

the manufacturer.

♦ With the bottle (2) clamped in the jaws,

slowly pump the telescopic rod (1) in the
direction indicated by the arrows .

♦ The measurement in mm of the oil free

space (a) will be given to us by the
manufacturer, and is usually specified in
the vehicle service manual.

NOTE: To correctly check the oil level, you must hold the fork bottle in the jaws in a
vertical position, with the telescopic tube fully compressed and without
the spring.

7
9
 EPS Motorcycle Mechanics

♦ Insert the spring (1) into the fork bar

with the larger end (a) in the direction of
the arrow .

♦ Lubricate the O-ring of the plug (2)

before screwing it on.

♦ Next, position the spring seat washer (3)

, screw the plug (2) into the fork leg and
tighten provisionally.

To mount the fork bars on the

motorcycle, proceed in the opposite
direction to that carried out in the
disassembly process.

When installing the bars in the seatpost housings, the first tightening must be
temporary. Once the assembly of all the elements attached to the fork has been completed
and it has been verified that the upper tubes are at the same level as they were before
disassembly, all the fixing screws on the seatposts are tightened, applying the
corresponding tightening torque.

NOTE: It is necessary to verify that the two bars are at the same height and that the
brake hoses are correctly positioned.

8
0
 EPS Motorcycle Mechanics

3.9 FAULTS AND VERIFICATION

In order to carry out the verifications in this section, it is recommended to use the
corresponding workshop manual. In this we will find the guided processes to correctly carry
out the repair in question. They also inform us of the tightening torques of the most
important screws, the measurements and tolerances of the wear elements.

Regarding special tools, it is recommended to do a prior study of the possible needs to

be able to have them. In this way we can guarantee the correct handling and verification of
the elements in which we are interested.

3.9.1 TABLE OF FAULTS, CAUSES AND SOLUTIONS

FAULTS CAUSES SOLUTIONS

- Worn friction bushings. - Proceed with the replacement.

Noisy suspension
- Insufficient fluid in the fork. - Make the correct level.

- Loose fork retainers. - Proceed to tighten.

- Bent fork components. - Check and replace.

- Replace. For what the manufacturer
- Incorrect fluid viscosity. recommends.
Hard suspension
- Defective fork tubes. - Check and replace.
- Proceed to disassemble the fork for
- Clogged fluid passages. verification and cleaning.

- Worn friction bushings. - Proceed with the replacement.

- Disassemble, verify and replace if it is
- Weakened fork springs. out of measurements.

- Low fluid level in the fork. - Make the correct level.

Soft suspension
- Replace with the one recommended by
- Incorrect fluid viscosity. the manufacturer.
- Disassemble the fork to proceed with
- Faulty anti-flood system. repair or replacement.

- Retainer in poor condition.

Presence of oil on the
- Proceed with the replacement.
bar
- Deteriorated dust cover.

Based on this table it is possible to diagnose faults and subsequently proceed to repair
or replace the affected elements.

8
1
 EPS Motorcycle Mechanics

3.9.2 FRONT FORK REPAIRS

Repairs to the front fork require, in most cases, the disassembly of the arms and then
their disassembly in order to access the components to be repaired or replaced, depending
on the nature of the failure of these elements.

Next we are going to develop the process of dismantling and disassembling a front fork
arm to access the different components for verification and locate those that are
susceptible to repair or replacement.

The process is based on a motorcycle with a telescopic type front suspension and
serves the two bars of the front fork.

We will place the motorcycle on a suitable support, so that the front wheel is raised and
can be held firmly so that it cannot fall.

DISASSEMBLY

♦ Detach the handlebars, if the motorcycle model requires it.

♦ Remove the front wheel and fork bridge.
♦ Remove the brake calipers and their supports.
♦ Loosen the fixing screw of the upper seat post to
prevent it from pressing on the bar cap and not
allowing its subsequent disassembly (in inverted
forks).

♦ Loosen the closing plug of the fork tube assembly a

few turns to facilitate its subsequent opening once
the steering rod assembly has been removed.

♦ If the fork protrudes quite far from the upper

steering post, there is a possibility of loosening the
plug without loosening the seat post fixing screws.

♦ Loosen the lower seat post fixing screws to free the

bar from the steering posts.

♦ Remove the fork rod assembly from the steering

posts for maintenance.

LOWER POST FIXING

SCREWS

8
2
 EPS Motorcycle Mechanics

DISARMED

♦ Remove the plug (5) from the fork tube

assembly (1) .

♦ Remove the spring seat (3) , the collar

(4) and the spring (2) .

♦ Drain the oil from the fork bar assembly

by pumping the bar several times to
completely remove it.

♦ Hold the fork tube assembly (1)

horizontally in a vice (2) to proceed with
its disassembly.

♦ Remove the screw (3) that fixes the

internal piston of the shock absorber to
be able to remove the fork leg.

♦ Remove the dust cover (1) that protects

the shock absorber from the entry of
certain external elements that could
damage its interior.

♦ Replace the dust cover after

disassembly to ensure the tight seal of
the assembly.

♦ With the help of circular spring pliers (3) ,

remove the circular spring (2) .

♦ Separate the bar (1) from the bottle (2)

to access the internal elements,
proceeding to verify them and
subsequently maintain them.

8
3
 EPS Motorcycle Mechanics

NOTE:

If the bushings are not going to be

replaced, their removal will not be
necessary.

♦ Remove the oil seal (1) and the support

ring (3) from the bar (2) .

♦ Remove the fork tube bushing (4) and

the guide bushing (5) .

NOTE:

If when removing the fork bar the retainer remains in the bottle housing, you must
proceed to remove it as described in the
following process.

♦ Place the bottle (2) in a vertical position and hold it

in the jaw screw, place a cloth (4) on the edge of
the bottle to protect it, as shown in the drawing.

♦ Remove the oil seal (1) by prying it with a

screwdriver (3) in the direction indicated by the
arrow .

♦ Remove the slider oil retainer (1) and stop ring (2)
from the fork piston (3) .

♦ Clean all disassembled parts to proceed with

verification.

INSPECTIONS

♦ Measure the free length (A) of the fork

spring (1) .

♦ If the measurement is shorter or outside

the value specified by the manufacturer,
the fork spring must be replaced.

8
4
 EPS Motorcycle Mechanics

♦ Place the telescopic tube (1) on the V blocks (2) .

♦ Rotate the tube (1) by hand in the
direction of the arrow and measure the
warpage with the probe (3) . The actual
roll is half of the total probe reading.

♦ The verified element must be replaced if

it exceeds the service limit specified by
the manufacturer.

♦ Visually check the friction bushing (1) of

the telescopic rod. If it is worn or
damaged, it must be replaced.

♦ Check the support ring (2) in the area of the

arrows and proceed to replace it if it is deformed.

ARMED

♦ Insert the fork piston (3) into the slider bar (4) .
♦ Attach the stop ring (2) to the fork piston (3) .
♦ Install the slide oil retaining piece (1) .

♦ Insert slider bar into the fork tube (3) .

♦ Install the oil seal (4) on the telescopic
rod (3) .

♦ Attach the support ring (2) and the guide

bushing (1) .

8
5
 EPS Motorcycle Mechanics

♦ Insertthe fork tube and slide bar

assembly into the bottle (2) .

♦ Hold the entire bar assembly mounted

on a vice (4) .

♦ Apply thread sealing agent to the screw

(1) , screw it into the piston (3) , and
tighten accordingly with the torque
wrench (5) .

♦ Insert the driving tool (1) into the

telescopic bar (3) and couple the slide
bushing and oil seal (2) into its housing
on the bottle (7) .

♦ With the help of the circular spring pliers

(5), mount the circular spring (6) in the
bottle housing (7) .

♦ Close the entire fork assembly with the

dust cover (5) .

♦ Add the specified amount of oil to the

telescopic tube (1) .

♦ Pump the telescopic rod (2) several times to

eliminate the air accumulated at the bottom.

♦ Compress the bar (1) and measure the level of the

free air chamber (a) inside the fork that is above
the oil level (b) .

♦ Insert the spring and collar (3) inside the fork leg
(4) .

♦ Change the O-ring (2) of the plug (1) of the fork bar
(4) to ensure its tightness.

♦ Screw the plug (1) into the fork leg (4) to the
tightening torque specified by the manufacturer.

8
6
 EPS Motorcycle Mechanics

MOUNTING

♦ Insert the fork bar (1) into the seat posts

(2) by turning it, while pushing upwards.

♦ When the bar is in its correct position,

tighten the screws (3) of the lower seat
post (2) .

♦ Apply the specified tightening torque to

the screws (3) .

♦ Tighten the screws (1) of the upper seat

post and apply the specified tightening
torque.

♦ Then apply the specified tightening

torque to the fork leg caps (3) .

♦ Assemble the missing parts in the

reverse direction of disassembly.

Verify and control that the control

cables, brake pipes and electrical cables
are installed correctly and do not rub
anywhere when the fork performs
suspension and turning movements.

NOTE: With the front brake applied, compress the fork up and down several times to
verify its correct operation.

8
7