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Look
at a few sports bikes in the café car park nowadays and you'll
see a steering damper bolted on somewhere. Old Brit race bikes started
it all with a crude friction damper fitted on the headstock. Turn
the big black Bakelite knob and you compressed two friction plates
which seized the steering just about solid enough to allow the bikes
to charge about on bumpy old unmade tracks on the Isle of Man with
some modicum of control. Fully adjustable, even on the move - until
they seized solid, materials being pretty crude in those days as
they hadn't invented titanium or anodising.
Wind
the clock forward 300 years and Suzuki had marginally improved the
breed with their cast iron, steam-oil damped model fitted to the
original GSXRs .... oh, and still fitted to the latest hot-poop
GSXR1000, which is odd. However, the bolt-on boys soon twigged that
increasingly affluent bikers would shell out loads of money on something
a bit more stylish, so they set about making nice alloy dampers
with anodised bodies and shiny slidey bits. Deciding that an old
knob stuck on top of the steering head was a bit passé, they
opted for a side mounting, running the damper from the frame to
the fork leg. The damper now relied on oil to work its magic, controlling
the movement of a fixed rod inside the sliding casing. Adjustment
was made by changing the size of the oilway aperture by a remote
rod - the smaller the opening, the less oil can pass, the slower
the rod can move so the greater the damping effect.
The M.Toby damper - most follow the same basic
design
Everyone
was pretty happy with this set-up until Ducati turned the steering
damper into an essential fashion accessory by sticking it back on
top of the bike, just behind the top yoke and running across the
bike rather than in line. It meant a more inventive linkage, but
boy did it look trick. Now everyone and his brother wanted one of
these stuck on his FS1E.
Pretty soon manufacturers had come up with fitting
kits so that we could all disport dampers stuck up in the air in
front of our petrol tanks. By a gash bit of bracketry trapped under
the headstock nut and various bent bits of metal bolted to the frame
the damper was made to work, even though we then had to remove the
thing plus bits of bracket to get the tank off for basic servicing
of the engine. The advantage with the top mounting is reduced angular
motion and slider travel, plus the damping affect is more centrally
... er, centred.

HyperPro fitting for the 2000 R1 - not too sure about
this one ...
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The rather more conservative Sprint fitting
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We
now have a whole range of designs and fitting kits from various
manufacturers - Öhlins, HyperPro, Sprint, Maxton, Toby ...
even a rather posh looking one from an Italian firm who CNC it out
of titanium and market it as Matris or ExtremeTech, for instance.
All jolly good stuff.
Prices range from around £180/£200
for a Maxton or Sprint billy-basic side mounter (called a "race"
fitting) to £250 plus for a top-mounting unit. Or how about
a nice shiny M.Toby titanium item - £400 plus postage to you,
squire.
Hyperpro have come up with a jolly wheeze that
sounds rather good - the Active Control Damper. Their press blurb
states: "Active control means that as the steering force
increases, so does the damping effect. This results in a smooth
easy-handling ride at low speeds combined with heavy dampening during
extreme situations. The best of both worlds - truly a breakthrough
in dampening design." And who are we to argue?
Scotts
rise above all this modernist hoo-ha and offer you this delightful
design - smacks of the old BSA friction damper .. Never actually
seen one in real life, mind. Why not start a trend and fit one to
your bike? It's got multi adjustable everything which can be dialled
in as conditions require with a twiddle of the various knobs and
levers. High speed and low speed damping plus an adjustable "arc
of damping" - not to be confused with the much more damp ark
of Noah. It does cost over £400, but being a leader of fashion
was never cheap.
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