spesifikasi yamaha vega ZR (2009-2011)

Untuk detail spesifikasi dari motor vega zr ini kamu bisa membaca ulasannya di bawah ini.
Mesin
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Tipe : 4 langkah SOHC pendingin udara

Diameter x Langkah : 50,0 x 57,9 mm
Volume Silinder : Satu silinder mendatar
Gigi transmisi : 4 Kecepatan
Pola Pengoperasian gigi : N-1-2-3-4 (Kembali)
Kopling : Manual, Basah, Multiplat
Karburator : VM 17 SH x 1 Mikuni
Sistem Starter : Motor Starter dan Starter EngkolKelistrikan
Battery : 12V5AH
Busi : C6HSA/W20FS-U
Sistem Pengapian : DC-CDIRangka
Tipe Rangka : Pipa Besi
Suspensi Depan : Teleskopic Fork
Suspensi Belakang : Swing Arm
Ban Depan : 70/90-17M/C38P
Ban Belakang : 80/90-17M/C44P
Rem Depan : Cakram Hidrolik /Tromol
Rem Belakang : Tromol

Dimensi
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Panjang x Lebar x Tinggi : 1930 mm x 675 mm x 1055 mm

Jarak Sumbu Roda : 1235 mm
Jarak Terendah Ke Tanah : 126 mm
Kapasitas Tangki : 4,2 liter
Berat Isi : 97 kg
Harga motor yamah vega zR

Mass, Weight and Center of Gravity

Posted on May 20, 2014 by Andrew Trevitt

To better understand the motorcycles suspension and how to interpret

suspension data to improve setup, its helpful to look at weight and the
center of gravity, and how much load is on the suspension as the bike turns,
brakes and accelerates. With GPS data, its possible to put values to the
acceleration parameters, and from there calculate how much weight is
transferred and to which wheel, and the actual load on the suspension.

The center of gravity of an object is denoted by the circle/cross symbol. A typical motorcycles CG is located midway
between the front and rear axles, and each wheel supports half the motorcycles weight (top). If more of the motorcycles
mass is concentrated toward the front wheel (bottom), the center of gravity would correspondingly move forward. The
front wheel would support more weight, the rear wheel less.

First, its important to understand the difference between mass and weight
when considering weight transfer and center of gravity. Mass is a measure of
the amount of stuff in an object, and is measured in kilograms or pounds.
For example, the typical combined mass of a motorcycle and rider is
approximately 250 kilograms. Weight, on the other hand, is a measure of the
force exerted on an object, generally due to gravity. On earth, gravity is a
constant and weight and mass can be used somewhat interchangeably.
However, because we are applying acceleration to the motorcycles mass,
and this acceleration is added to the acceleration due to gravity,this has a
major effect on the suspension. As such, we are more concerned with weight
rather than mass. Static weight (that is, weight of the motorcycle solely due
to gravity) is defined as:
w=weight in Newtons or kilograms-force
m=mass in kilograms
g=9.81 (on earth)
The 250kg motorcycle and rider have a weight of 2452 Newtons or 250
kilograms-force. Typically, the force is dropped from the units and you can
see where confusion begins to arise. To simplify matters, we will drop the
force from the kilogram-force units and stick to kilograms when dealing
with weight and weight transfer. While not technically correct, this makes it
much easier when looking at data and trying to evaluate various scenarios as
the motorcycles weight shifts around.

Another important term to understand is center of gravity (CG), or center of

mass. The CG is best visualized as the point at which an object can be
supported such that the object is perfectly balanced. For example, you can
support a heavy book on the tip of your finger if your finger is at the exact
center of the book its CG. While a book is a simple object and its CG is
easily calculated, finding the CG of a more complicated shape such as a
motorcycle is a difficult matter. The usefulness of the CG is that forces acting
on a body can be considered to be acting on its CG, drastically simplifying
calculations.
Horizontal Center of Gravity Position
The horizontal position of a motorcycles CG can be easily found by using two scales
and finding how much of the motorcycles weight is on each wheel.
x=horizontal position of cg from front axle
W =front weight
W =rear weight
WB=wheelbase
This value is sometimes expressed as a front/rear weight bias, in percentage.
For example, our 250-kilogram motorcycle with an equal weight of 125
kilograms on the front and rear wheels has a 50/50 weight bias. Knowing the
center of gravitys horizontal position or the front and rear weight
measurements, weight bias can be calculated as:
f

Typically, the horizontal position of the center of gravity is midway between

the wheels and W =W , giving a 50/50 weight bias. This is a very usable
approximation for many calculations.
Vertical Center of Gravity Position
f

Finding the vertical position of the motorcycles center of gravity is more difficult, but in
his book The Racing Motorcycle: A Technical Guide for Constructors, John
Bradley outlines a method using two scales and again measuring weight on the front and
rear wheels, but this time with one end of the motorcycle in an elevated position.

h=height of CG
y=height front wheel is raised above rear
R =radius of front tire
R =radius of rear tire
f

By raising one end of the motorcycle, the vertical position of the CG can be determined from the weight on each wheel.

A typical value for the vertical position of the CG and a usable approximation
for many calculations is half of the wheelbase. For example, if your
motorcycles wheelbase is 1400mm, a good approximation of the vertical CG
position is 700mm.
Note that we are interested in knowing the position of the center of gravity
with the rider onboard, and these measurements must be taken with the rider
in position, making it somewhat difficult. Also note that when the motorcycle
is on-track, the rider moves around a considerable amount and the bulk of
the motorcycles mass pitches about on the suspension. This means the CGs
vertical and horizontal positions are constantly changing.
To take at least the suspension movement into account and its effect on CG
position, it is sometimes useful to consider the CG as a point relative to the
motorcycles swingarm pivot rather than the front or rear axle. This helps
determine a more accurate position of the CG based on suspension travel, in
turn giving more accurate data in some calculations.
Now that we know the position of the motorcycles center of gravity, we can
use this information to calculate the total weight or total load of the
motorcycle (which takes into account the bikes mass as well as load from
lateral acceleration) and then split that into values for front and rear
weight that take longitudinal acceleration into account.

Front and Rear Weight

Posted on May 28, 2014 by Andrew Trevitt

An approximation for front and rear dynamic weight can be determined from longitudinal acceleration and values for
the wheelbase and center of gravity position.

Now that we have looked at static weight distribution and also found how
cornering forces add to the total weight of the motorcycle and rider, in this
post we will show how total weight is distributed between the front and rear
wheels. As the motorcycle accelerates, weight is transferred from the front
wheel to the rear wheel; under braking, weight transfers from the rear wheel
to the front wheel. Note that the acceleration and braking forces act on what
we have designated the total weight of the bike and rider, which includes
cornering forces.
The amount of weight on each wheel depends on a number of factors.
Using GPS longitudinal acceleration data, approximations can be found that
show how the total weight is distributed when the motorcycle is accelerating
or braking on level ground.

WB=Wheelbase
x=horizontal position of CG from front axle
h=height of CG

This chart shows data for speed (black), total weight (red), front weight (blue) and rear weight (green). Note that in
some braking areas that rear weight goes negative, indicating the rear wheel may be off the ground.

Note that the first portion of each equation represents the static distribution
of the total weight determined by the horizontal position of the center of
gravity, while the second portion represents the weight transfer due to
acceleration or braking and is dependent on the height of the center of

gravity. A higher center of gravity will cause more weight to transfer under
acceleration and braking. Note also that he sum of front and rear weight must
always equal total weight.
As mentioned previously, the CG on most sportbikes is located midway
between the axles and at a height equal to one half the wheelbase. If this
approximation is used, the equations for front and rear weight become:
Front_Weight = Total_Weight * .5 Total_Weight * .5
*Longitudinal_Acceleration
Rear_Weight = Total_Weight * .5 + Total_Weight * .5
*Longitudinal_Acceleration

The same front and rear weight data from the previous chart is shown, this time along with front (blue) and rear (green)
suspension data. The weight and suspension data show some distinct similarities, even though the weight calculations
were made using broad approximations. Further refinements can be made to the weight data to improve this
relationship.

Weight data can be used to show, for example, how much the front wheel
unloads under acceleration; a negative value indicates a wheelie. Similarly, a
negative value for rear weight under braking shows the rear wheel may
actually be lifting. Additionally, front weight data can be used to see how
much the rider is loading the front tire during trail braking, while rear weight
data shows how the rider combines acceleration and cornering forces at
corner exits. All this information can be especially useful when determining
what happened in the moments before a crash.
While these basic math channels are very approximate, note in the attached
data traces how the weight channels correspond to suspension travel data. If
you do not have suspension pots and actual data for travel, the weight
channels can be used for some insight into the suspension. With more data
and more elaborate calculations, this relationship can be even further refined.