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New Stark Varg products are coming - Luxon Triple Clamps
- Thread starter Philip
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We need graphics too. At the very least some red/white/gray vinyl to keep that red plastic shiny.
Perhaps Stark Future could create and share some Adobe Illustrator files like Alta Motors did back in the day. This way we could ask any graphics company to produce a graphics kit.
Perhaps Stark Future could create and share some Adobe Illustrator files like Alta Motors did back in the day. This way we could ask any graphics company to produce a graphics kit.
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MORE triple clamp offset creates LESS trail, LESS stability, and LESS force to turn the bars.
LESS triple clamp offset creates MORE trail, MORE stability, and MORE force to turn the bars.
From Paul Thede's "Race Tech's Suspension Bible":
I admit that I too often think about the triple clamp offset backwards. You have to keep the image of the steering geometry in mind when thinking about the triple clamp offset and stability.
LESS triple clamp offset creates MORE trail, MORE stability, and MORE force to turn the bars.
From Paul Thede's "Race Tech's Suspension Bible":
I admit that I too often think about the triple clamp offset backwards. You have to keep the image of the steering geometry in mind when thinking about the triple clamp offset and stability.
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I think someone at Honda HRC Team also has this concept backwards. Chase Sexton keeps tucking his front end and crashing, so they keep increasing his triple clamp offset even further. 
Number Six
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39:30 on the vid.
So .. the guy who makes triple clamps for a living has the concept backwards according to P Thede ? That would seem a bit strange.
Maybe there's more to it when at speed than just the size of the contact patch ?
Speedway bikes must give chassis designers terrifying nightmares !
I've experimented with varying offsets on occasion for enduro riding, liked the reduced offsets for the additional front end grip while negotiating rocky creeks beds or 'trail junk' infested trail, but preferred the slightly longer offsets for feeding the front end into corners that have something to push against like a groove or a rut.
The reduced trail effect always seemed to make the bike want to 'stand up' in mid-corner , but I'm not discounting bad technique as being the real culprit.
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Motophyllic
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I’m just curious, who is correct, the book or the guy making the triple clamps. They say opposite things.
Here's Alta's take (2018 MXR manual, p. 70):
This is exactly what I felt after rotating my steering stem to 18mm offset rather than the stock 22mm, along with a slightly lighter-feeling front end (I was real happy I did it). The geometry is pretty straightforward (less = more), but the way a bike feels to any given person may not be.
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After rotating the steering stem to the 18mm setting, I stopped tucking in the front end and going over the handlebars.
TokyoMX
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Triple Clamp for Stark Varg is still not listed on Luscon web. I guess he isn't making one?
In the video, owner isn't making one for Suzuki because not enough demand. I assume it's the same for Stark. Bummer.
Anybody know anything?
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I could use one with a 2mm smaller offset for more stability.
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Your guess is as good as mine
Luxon MX
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Someone just made me aware of this thread, here's some updates:Your guess is as good as mine
1) We have bar mounts available to fit the stock Stark clamps and support with or without the phone mount.
2) Triple clamps are in the works, but no ETA. We had hoped to have them available over a year ago, but we've been absolutely slammed for a few years now and that doesn't leave much development time for new products... Some products have jumped ahead of the Stark clamps simply because of demand. I believe there's good demand for the Stark clamps, just not nearly as much as some of the other products we have in the works, so we have to be smart about the priorities! Hoping things calm down a bit and we can get back on the Stark clamps soon.
3) While more offset = less trail, and from that perspective should have less stability, that is typically not the case on a dirt bike. Some of that comes from how we define "stability" and some of that comes from the fact we're not analyzing shopping cart wheels. Dirt bikes are far more complex than a simple 2D trail model will predict.
"Stability" in the sense that the front end resists knifing and twitchiness can be increased by increasing offset (reduces trail) OR increasing rake (increases trail). They have similar effects on stability, yet opposite effects on trail... But they both increase wheelbase, and therefore weight distribution. This all gets really complicated when you throw in lean angle, the fact that the force at the front wheel is constantly changing throughout a corner, etc., but the consensus from LOTS of testing is that more offset = more stability (as defined above) at the expense of ease of cornering.
You might have a different experience rolling around the pits or low speed simple maneuvers, but at speed over a bumpy motocross track or outdoor course, it's a different situation. This is why you see short offsets on supercross and long offsets on outdoor motocross. Generally the faster the conditions (speed) and the faster the rider (skill), the longer the offset they run for more stability.