What makes the GS so Flickable??

Budrick320 · April 11, 2006, 10:35:36 AM

I was thinking about this while manuvering around some manholes today and noticed it is really flickable like everyone says.
Now I hear that with bigger more powerful bikes it takes much more effort to turn or lean (flick) the bike. But I know also that alot of the bigger more powerful bikes are also lighter that the GS 400 lbs. Sooooo...
To those who have riden or have bigger bikes:
Question: If they are lighter shouldn't it be easier to move them than the GS?? Enlighten me Please

Alphamazing · April 11, 2006, 10:37:54 AM

It's a combination of things. Light weight. Upright bars that you can put a lot of torque on, and skinny ass tires.

scratch · April 11, 2006, 10:40:46 AM

Steering geometry and center of gravity, too. Wide bars help leverage the entire package over.

The Buddha · April 11, 2006, 12:07:01 PM

Moment of inertia from the rotating mass ... crank, transmission gears, wheels, pistons and cams.
Cool.
Srinath.

Codger · April 11, 2006, 12:12:14 PM

The EX250 is more flickable due to 25% weight reduction, but the steering geometry is more stable so it wants to stand up in the corner. My 05F takes a little more nudge to counter it in, but it is almost dead neutral in the corner so you don't have to lean on the bars to hold a line.

Jake D · April 11, 2006, 12:13:04 PM

Good answer, Srinath. Less rotating mass in the engine.

Also, I have never really looked at this on the GS, but many manufacturers are putting the crank on the same plane (ie., height) as the axels. This is supposed to help with the effect you've described. Has anybody got any theories on that.

scratch · April 11, 2006, 12:20:41 PM

Engine height changes when in a corner, but I think inital turn-in is where all three need to be in-line, thus the change in direction is a smoother transition. GSXR1000 has 17" front and rear rims but different sized tires front vs. rear, so in a level view, the axles are on different planes, but if you draw a straight line between the axles, that line should go through the crank. Another thing to look at is when braking for a turn the engine crank is going to be lower, because of the front suspension being compressed; it should still be inline with the rear axle, though.

john · April 11, 2006, 12:30:07 PM

I noticed the GS handled better than my SV (or felt more tossable). I assumed it was a weight issue, but rotating mass is much more likely as my z1000 hates to flick into turns -I have to romance the damn thing to get it to drop into a turn.

scratch · April 11, 2006, 12:43:29 PM

Ok, now I'm beginning to think that because of the greater mass of the bike, the greater the braking needed, which induces more dive, the more out of whack the front axle is going to be in relation to the crank and rear axle, if you draw a line from the rear axle, through the crank and into the ground behind the front tire.

My Name Is Dave · April 11, 2006, 12:49:04 PM

As someone who has only ridden a GS, this is very interesting. So while the GS can effortlessly be dropped into a turn and will hold that line through it with pretty much no additional input from the rider, other bikes need you to continue applying additional pressure to the inside handlebar to keep it dropped into the turn? Is that more or less what people are saying?

Dave

john · April 11, 2006, 12:59:24 PM

What I am saying is it takes much more strength and effort to get a z1000 to drop into a turn -lots of steering input and body english.

scratch · April 11, 2006, 12:59:37 PM

I have to apply pressure on the inside grip to keep my GS leaned over, but that's because I'm not throttling through the turn. Also, it could be the 1mm that I have the fork tubes down through the tripleclamps, the 3/8ths inch preload on the stock springs.

My Name Is Dave · April 11, 2006, 01:13:19 PM

Quote from: scratch on April 11, 2006, 12:59:37 PM
I have to apply pressure on the inside grip to keep my GS leaned over, but that's because I'm not throttling through the turn. Also, it could be the 1mm that I have the fork tubes down through the tripleclamps, the 3/8ths inch preload on the stock springs.

Yeah, you have to apply pressure to keep turning, or you'll straighten up. I'm not saying this right, and I know I won't this time either. What I'm hearing is that it takes more effort to drop other bikes into turns, and still more effort to keep them turning, correct? As opposed to the GS, which can be tossed into the corner and will maintain that line without a lot of effort.

Again, I probably said that wrong. I'm just trying to figure out what people are saying exactly.

Wrecent_Wryder · April 11, 2006, 02:45:33 PM

fg3

scratch · April 11, 2006, 02:46:50 PM

It is true on Motoguzzis.

Wrecent_Wryder · April 11, 2006, 02:50:06 PM

[34

scratch · April 11, 2006, 02:57:42 PM

When you roll on the throttle on a Motoguzzi, the bike likes to roll to the right.

Oh, and the Goldwing crank is parallel.

Wrecent_Wryder · April 11, 2006, 03:20:27 PM

s1

pantablo · April 11, 2006, 03:31:47 PM

it takes more effort on SOME bikes.

Blueknyt · April 11, 2006, 04:09:42 PM

QuoteHow do you get a flat 6 into a bike with the crank rotating parallel to the frame?

parallel in relation to front to rear of the bike. Goldwings are so damned heavy they dont flick one way or another under natural conditions. the only un natural condition that comes to mind involves explosives and a cliff side.

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What makes the GS so Flickable??