Peel pnuematics ponder
- Thread starter Hobot
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Just a "guts" analysis ..... springs should be compressed 50% with design weight and 200 - 220 lb. rider. Thus, dry weight of 430 lb. plus 220 = 650 lb., and if 50/50 front/rear weight distribution, = 325 lb on front springs, = 162.5 lb per spring at 50% compression. Allowing for fuel and oil, your guesstimate of 180 lb additional lbs for max. compression would be about right.
Slick
Slick
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Alrighty Slick-ness I depend on others guts digesting thought foods for me. I'd sorta skipped bike mass and pilot parts for instance only thinking of just the 2 springs in tubes in a stand. I've had 2, 50lb feedbags on bars to hold front down/rear high across a lever/pipe stand under frame but only seems to compress forks ~1/3. A walk speed brake lock up seems 2/3's down. Panic brake over 60's don't bottom but compresses enough to test dampening chattering tire skipping in last inch or so. Yet all above are situations I want stiffening stability like dog resisting entry into vet clinic.
Re-run thought experiments on Peel's 350 lb wet/me suited 170 dry. I only want to suck front down for launching sprints or down shifted passes and to park at Norton rally's to avoid egg's thrown/keys on paint at offensive abhorant chopper. I'm thinking between 3-4" fork shortening will do the trick so 200ish lb suck down force is hot shot device target.
Ran into conflicting data on two major air cylinder manufactures, 1st said single action barrel is about twice as long as stroke, while Parker tech said 1 1/6" cylinder 6" stroke not much longer than stroke - including mounts lengths. Parker tech wil get back on custom fab options. Plan c is air cylinders at sides of stansions, brackets under fork nuts holds cylinder and Peel RGM fork brace provides robust shaft mount points on sliders. Plan b was sideways cylinder on lower yoke to spread cables on sliders but there is nil geometry online of this arrangement to reason out leverage factor for sizing cylinder so contipated that plan.
Air muscles plan a failed because they only work well if stretched out but Peel's sag puts too much slack in them so not much pull lenght left beyond that. Tossed out months of delay effort once saw on trailer strapped down.
Peel's 1st inch motion above/below sag with me on, is softer than anyones elses, and I took off some damper rod dia to lessen dampening 2" so minor stones/road lips unfelt and front stays in effect better than thought on roughish surfaces w/o over riding the rear angle and lean turning security. Peel and off road flings made me view front as merely small rudder aiming rear till power lifted out of traction. Picture hitting a limb or crub ya want front unloaded for, then picture hitting an good angle for sense of how differntly Peel/me take pavement twisties. I want loosey-goosey action 1.5" above/below rest sag but over stiffened in last inch+ of top/bottoming loads.
Oh yeah another one-in-a-row use is aiming Peel's blunderblusses lower at deer clusters in a low spot while Peel healight beam still aimed over their heads to bring barrels in line before getting too close they fall down slipping on THE Gravel and bashing into each other escaping or still struggling to get up as I'm passing over them like riding surf board in white caps sense, white ear backs and raised tail rumps adding to the effect.
Re-run thought experiments on Peel's 350 lb wet/me suited 170 dry. I only want to suck front down for launching sprints or down shifted passes and to park at Norton rally's to avoid egg's thrown/keys on paint at offensive abhorant chopper. I'm thinking between 3-4" fork shortening will do the trick so 200ish lb suck down force is hot shot device target.
Ran into conflicting data on two major air cylinder manufactures, 1st said single action barrel is about twice as long as stroke, while Parker tech said 1 1/6" cylinder 6" stroke not much longer than stroke - including mounts lengths. Parker tech wil get back on custom fab options. Plan c is air cylinders at sides of stansions, brackets under fork nuts holds cylinder and Peel RGM fork brace provides robust shaft mount points on sliders. Plan b was sideways cylinder on lower yoke to spread cables on sliders but there is nil geometry online of this arrangement to reason out leverage factor for sizing cylinder so contipated that plan.
Air muscles plan a failed because they only work well if stretched out but Peel's sag puts too much slack in them so not much pull lenght left beyond that. Tossed out months of delay effort once saw on trailer strapped down.
Peel's 1st inch motion above/below sag with me on, is softer than anyones elses, and I took off some damper rod dia to lessen dampening 2" so minor stones/road lips unfelt and front stays in effect better than thought on roughish surfaces w/o over riding the rear angle and lean turning security. Peel and off road flings made me view front as merely small rudder aiming rear till power lifted out of traction. Picture hitting a limb or crub ya want front unloaded for, then picture hitting an good angle for sense of how differntly Peel/me take pavement twisties. I want loosey-goosey action 1.5" above/below rest sag but over stiffened in last inch+ of top/bottoming loads.
Oh yeah another one-in-a-row use is aiming Peel's blunderblusses lower at deer clusters in a low spot while Peel healight beam still aimed over their heads to bring barrels in line before getting too close they fall down slipping on THE Gravel and bashing into each other escaping or still struggling to get up as I'm passing over them like riding surf board in white caps sense, white ear backs and raised tail rumps adding to the effect.
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