PatmontS wrote:Luke,
We're humbled that such an experienced expert on motorcycle design and engineering has expressed the interest you've shown in this thread.
Your astute observations of the Shocker alfa prototype are spot on (except you missed the different side covers), and no, we didn't design the front end for style, but instead to improve upon the many disadvantages we're all stuck with when it comes to traditional telescopic forks, many of which you've correctly covered earlier.
We've so far been able to actually improve the steering precision by eliminating the flex associated with the various traditional telescoping designs at no weight penalty (the prototype front end is 5 lbs lighter than stock). Most of the traditional and high on the bike unsuspended weight is also eliminated resulting in faster wheel action over square obstacles, and an improved lower CG. No "stiction" from braking/obstacle fork flex or heat producing friction, expensive precision and plated components, and no more leaking seals.
When traditional forks are fully compressed on a high performance dirt bike, the wheel base is shortened up to 10" and moved aft under the CG just at the wrong time. CIDLI suspension avoids that and actually grows the wheel base equally front and rear under full compression.
As correctly noted, this instead produces a variable geometry. There's no design problem at preventing the all important "trail" from ever getting close to negative, or even going neutral which we've done. I think even you would be surprised how this bike is not only very "flickable" but also stable at both speed and soft sand conditions.
Concerning anti dive under braking, the front swing arm pivot position can be designed lower to allow some dive, or higher to cause the front end to grow.
This prototype is set at neutral, and seems to work fine.
Why single sided?
So far, cars, trucks, jeeps and aircraft that cash land on carriers have been doing pretty well with that configuration, and we haven't yet learned what we're not supposed to do.
God willing, if the green lights stay on with this project, (and requisite funds become available) we're quite capable of producing our own lighter and purpose built aluminum frames.
Thanks guys for the interest and great observations.
Outstanding reply Sir, and thank you for taking the time to help answer some questions. I'm hugely attracted to anything that removes weight from a bike, and when it's unsprung weight, that attraction gets much stronger. I gotta admit I'm puzzled about how a single side design could maintain the rigidity needed for confident riding, and reduce weight though. I could definately see one or the other happening on there own.
Your comment about leaking seals definately hits home with me. My GSXR1000 goes through more fork oil and fork seals than it does engine oil and filters. It also sprays oil onto the brake rotors everytime they fail, which poses it's own unique type of excitement. Who would have thought forks wouldn't like comming down from vertical wheelies a few hundred times every ride? lol The elaborate sealing system either of my KTM bikes forks has yet to leak on me, so I'm pretty pleased with that. I've definately given them enough abuse to be leaking, but it seems they have a design that seems to do a great job of solving the problem. Or maybe they made fork oil that looks like dust so I can't see it leaking
I wouldn't put it past those crafty Austrians. The stiction issue doesn't bother me personally, but eliminating it would certianly help with NHV and improve comfort, which would go well with an electric bike, and would be a Godsend to all suspension designs. Due to the impracticality of mounting a dampner inside the rotary elastomer piviot area, I assume you mount an outboard linear oil dampener between the static and moble arm somewhere? Maybe something different? The friction energy absorbed by dampening mediums is a huge amount of energy, and I'm sure you've felt your traditional forks on your YZ get too hot to touch after an extended high speed run through rough ground. Most elastomers have very steep modulus changes with temperature. It would be great to better understand how you overcame that problem if you wouldn't mind shareing a clue or two with us on the dampening method.
What are the chances of getting to give the suspension a "Luke" shakedown ride, and put things through there paces and see how it functions and holds up? I would also love to feel how it behaves in a technical woods riding situation for climbing over groups of foot tall roots and small logs and rocks. I supose if the piviot point is close to below the center of the hub, it could be very slick to move up and away from the obstacle. It would seem that the piviot area would definately be in range of hitting the obsticle once it had traveled a bit, but perhaps I'm not correctly visualizing the design, as I've never seen a direct photo.
I also think for straight line braking, and landing jumps, that extending the wheel base as the suspension travels would be outstanding. But I'm having trouble imagining the late braking into corners effect. That is definately the time that having a short wheelbase and shallow steering angle are most critical.
Thank you for taking the time to talk about your great project with us. Of course myself and everyone else here would love to see additional photos of the design if you are willing to share a few.
Best Wishes,
-Luke
Now your starting to get it. It is all about enjoying "the ride" 
It dosen't matter what you choose to ride or what it is called, as long as you are enjoying yourself while riding it 
if I wrongly assumed that you understood 'why' we are all here 
