![]() ![]() If there is not enough anti squat, the front end will have enough grip but the rear wheel might begin to spin causing loss of traction and oversteer. If the rider has to back off the throttle then the lap time is affected negatively. However, too much squat will begin to unload the front tyre as the rear compresses which can lead to understeer on corner exit causing the rider to back off the throttle to provide grip on the front wheel again to exit safely. The ideal amount will allow the bike to slightly compress on throttle, loading the tyre and gaining traction. As the throttle is being applied, the perfect balance of anti-squat needs to be set in the rear end. This is because as the rider begins to see the exit of the corner, the throttle is applied gradually until full throttle is achieved when the bike is back on the straight line after the corner. In this case the geometry will try to extend the rear suspension and would actually raise the suspension under acceleration as oppose to the more common response of compression.Īnti-squat is most prominent in corner exit situations. It is possible to have over 100% anti-squat. Therefore, no squat will occur due to load transfer. If the bike had 100% anti-squat geometry it will offset all of the weight transfer. For example 75% anti squat offsets 75% of the weight transfer which will allow 25% of the mass to still act upon the rear suspension and compress it. It also depends upon the distance between the chain run centre point and the front swing arm pivot point.Īnti-squat is expressed as a percentage to say how much weight transfer is offset by the anti-squat geometry. The magnitude of the contribution of the chain force depends on the angle of the top chain run relative to the swing arm. The force from the chain pulling on the wheel which usually acts parallel to the top chain run creates anti-squat forces. This force is therefore controlled by the angle of the swing arm. The first is created by the driving force of the rear tyre which tries to extend the rear suspension if the swing arm slopes uphill. The anti-squat force is generated by two main forces. Therefore, this counters the weight transfer that would move towards the rear under normal accelerating conditions. A way to visually represent this is if you put the front wheel of a bike against a wall and began to bring the clutch up (engaging the rear wheel) the rear will try to lift upwards. The more powerful a bike is, the more that the effects of anti-squat have on the handling due to the increased levels of acceleration provided by the more powerful bike.Īnti-squat geometry battles the need to squat when power is being applied by trying to extend the rear swing arm under acceleration. Squat is the amount that the rear suspension compresses vertically under acceleration conditions. The main aspect of rear geometry that affects the handling, response and feedback of the bike is anti-squat geometry. The geometry at the rear of a motorbike is slightly less complex than that of cars due to one main linkage connecting the rear wheel to the chassis in the form of the rear swing arm.
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