Swingarm Pivot Adjustment Explained! | FASTER CORNER EXIT?

If you've ever wondered why some motorcycles have adjustable swingarm pivots, this is the video for you! Hint... it may help you get a better corner exit due to something called anti-squat!
This is a common adjustment found in MotoGP and on Superbikes, but it's now commonly found on standard sports bikes too - Ducati V4R, Aprilia RSV4 and BMW S1000RR M, to name just a few!
Aaron from Zero One Racing (www.zerooneracing.com) explains what the adjustment does and why it's great for race setup tuning.
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Thanks to McAMS Yamaha for the onboard footage!
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[@timdavis6088]

I accomplish a similar effect by dragging the rear bake mid corner if I start to feel the bike running wide. Saved my bacon more than once by tightening my line without letting off the throttle and standing the bike up.

[@proto7688]

Amazing

[@jamie55555]

is the swing arm pivot point on a motorcycle fixed(non mobile) yes? i know you just said we can move it up or down but after adjustment is done it is tightened and it will not move on its own right?

[@ydang7076]

up the swing arm will increase swingarm angle, shorten the wheelbase, impact the speed but éasier for turning

[@powpow4033]

hey man. how adding 2 links on my chain will affect the handling on my bike? any wxplanations? I want to make the rear sit more in the back but I am afraid will not handle that good. is 2 links to much to add?

[@michaelsmith3017]

So this option is only for corner results ?

[@dastrix80]

I have adjustment pivot height. I'm getting excess wheel spin on corner exit but the bike does not run wide, intact overall handling is excellent on track. My wheel spin goes as high as 17% ad my software provides data channels for this. Would lowering the pivot assist in reducing spin and increasing drive grip.

[@ssrsuspension8247]

Lowering your pivot will decrease grip, your chassis balance is probably at fault not your anti squat, hard to say as not enough information given.

[@ianfox7463]

I know this is an old video but forums and content related to this are hard to fine. I'm wondering for a S1k1000rr if going from setting 3 "tallest" to setting 1 "lowest" what will the seat height difference be.

[@Markel_Greatness]

Did you ever find out this information? How did you like the change?

[@ianfox7463]

@Markel_Greatness Mine is already at the shortest setting so I didn't mess with it. The owners manual is a a little confusing it states states (position 1) is the base setting and has the shortest strut length so I can only assume it refers to what's top position not the 3 dots at the screw on the bottom I thought it was at first. If that makes sense lol.

[@youregatieri]

Hello. The calc of the angle with the bike at its own weight? Or i need to add my weight?

[@zerooneracing7430]

Hello, for measuring things like the swingarm angle there isn't a right or wrong way to do it, it just depends what bike position you want to measure it for. In racing it's common to talk about the geometry in the "fully extended" position - this means with the front and rear suspension fully extended. This is because it removes the suspension springing setup from the equation and gives you a more level playing field to come bike geometry with. Other times we may also look at the geometry with the bike under cornering forces, braking forces or acceleration forces, or sometimes with just the weight of the bike and rider acting on it. It all depends on your reasons for wanting to analyse the geometry and what you're referencing the results to.

[@hsiao2421]

Here are your user~
I'm confused by a problem recently. The chain force and driving force act on the swingarm by a torque form.
No matter what squat ratio it is, the vertical force to the rear tyre contact path is always the static load + load-transfer on rear
So how the squat ratio affect total load on rear? This problem confuses me for a while.
thanks bro

[@zerooneracing7430]

Hi hsiao, thanks for your question. Great to hear you're interested in this subject!
Yes we consider the 'total load' on the rear to be the static load + load transfer, which is a function of the centre of gravity position, mass, driving force and wheelbase. However, the bike geometry will change differently depending on the squat characteristics of the bike. For example, if the bike squats at the rear, the wheelbase will change, the centre of gravity will get lower (and reduce as a percentage of the wheelbase) and the horizontal centre of gravity position as a percentage of the wheelbase will likely change a bit too.
Aaron, Zero One Racing.

[@hsiao2421]

@@zerooneracing7430
thanks for reply~
So the geometry and tyre load are dependently continuous change.
Wow the combination of suspension datalog and geometry is really a challenge , and very interesting.
Especially rear shock composed of lean angle and squat!!.
have so much fun to learn.

[@zerooneracing7430]

@@hsiao2421 Yes Motorcycle geometry and dynamics is a very complicated subject! But as you say, very interesting! :)
If you are interested in this area, I would recommend the book, "Motorcycle Dynamics" by Vittore Cossalter. Very good book and super interesting!

[@hsiao2421]

@@zerooneracing7430
Haha, I put this book in front of my PC, and read it again and again in recent years.
We form a local racing team one year ago. I start trying to interpret datalog with your software and theoretical books. Every time I come back to this books, I get many enlightenments which I never though. And put datas to your software to find many interesting things!

[@zerooneracing7430]

@@hsiao2421 Great to hear it! Yes I regularly get this book off my shelf to refresh my mind of these concepts and also learn some new things! :)