ducatipaso.org

Hey all,

I was talking to one of the pitbull reps regarding their trailer restraints for a Paso.

http://www.pit-bull.com/trailer-restraint.shtml

They may be able to manufacture the required pins for a Paso (750) but they need the following measurements.
Would anyone already have them?

Hopefully they don't need a hollow axle.

I've seen their website.
Nice idea, but too much costly, I think, if you don't need to carry the bike all over the world.
Ciao

Unless you're transporting on a windey road it probably doesn't matter but motorcycle suspensions and frames are not designed to take lateral or torsional loading. Without tie-downs to prevent a bike bike from pitching over in the back of a pickup or on a trailer, the mass of the bike above a line drawn from the front tire contact point to the pit-bull attachment point could possibly cause some frame or swing-arm distortion.

Am I over-thinking this?

scimmione wrote:Unless you're transporting on a windey road it probably doesn't matter but motorcycle suspensions and frames are not designed to take lateral or torsional loading. Without tie-downs to prevent a bike bike from pitching over in the back of a pickup or on a trailer, the mass of the bike above a line drawn from the front tire contact point to the pit-bull attachment point could possibly cause some frame or swing-arm distortion.

Am I over-thinking this?

Well, apparently the pro racing teams use similar stands and I haven't heard of any issues from people who use them.
IMO they are better than systems that compress the suspension.

motorcycle suspensions and frames are not designed to take lateral or torsional loading

In the past ( single backbone type frames and whimpy swingarms) may not have been very good at managing torsional loading.
Trellis and large boxed aluminium frames incorporating the engine as an integral stressed rmember rather than "along for the ride" are all about managing torsional loading

Frame Load and Deflection

In testing frame stiffness, data is collected for a torsional load and up to ten channels of displacement data. The testing procedure consists of mounting the motorcycle frame rigidly to a bed plate through a swing arm pivot. The remainder of the frame is allowed to float on a low friction surface. Linear Variable Differential Transformers are located geometrically at various points on the motorcycle frame to accurately measure the deflection of the frame when the torsional load is applied to the steering head of the frame. The load and frame deflections are measured and collected in real time.

higgy wrote:

motorcycle suspensions and frames are not designed to take lateral or torsional loading

In the past ( single backbone type frames and whimpy swingarms) may not have been very good at managing torsional loading.
Trellis and large boxed aluminium frames incorporating the engine as an integral stressed rmember rather than "along for the ride" are all about managing torsional loading

Frame Load and Deflection

In testing frame stiffness, data is collected for a torsional load and up to ten channels of displacement data. The testing procedure consists of mounting the motorcycle frame rigidly to a bed plate through a swing arm pivot. The remainder of the frame is allowed to float on a low friction surface. Linear Variable Differential Transformers are located geometrically at various points on the motorcycle frame to accurately measure the deflection of the frame when the torsional load is applied to the steering head of the frame. The load and frame deflections are measured and collected in real time.

Sic 'em Higgy

I realize frame stiffness is designed-in, but do frame builders design and build frames specifically to handle high lateral or torsional loads? A rigid frame can naturally handle a certain amount of lateral loading simply because its 'stiff', but how much are they designed for?

I assume centripetal forces during cornering create the greatest frame stress, most of which is directed down through the suspension to the tires. Lateral and torsional loading would be directly related to tire adhesion, bike weight and cornering speeds.

Clearly the trailer works, but at first glance it seems like a freeway on/off ramp would subject the swing-arm pivot to forces it may be able to handle, but it's not designed for.


(Am I saving any face here? )