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  1. Last week
  2. Anticipated 34 yrs ago, still not here

    Yeah, and where is my flying car? I'm sure we were supposed to have those by now.
  3. Earlier
  4. Helmet advice wanted

    Another example of what you said above about no device working 100% of the time. I believe as you do that it's best to put the odds in my favor when talking about safety. But it doesn't mean that I'm going to cease the activity because it's above most people's risk threshold- I'm instead going to invest in the best safety gear and training my budget allows and then do my best to "not do anything stupid".
  5. I think a real testament to measure our knowledge is: are you able to explain what you are doing to someone else and you also understand what you are saying! If you are able to share the knowledge and teach others. Maybe not the best way to measure improvement on the street, but I see if the people I ride with are able to keep up. Not riding recklessly or feeling out of control. For me it was accelerating through turns. I could not believe how many miles per hour are lost when we are leaned over and keep the throttle in the same position. That small change of rolling on continuously, smoothly, through the remainder of the turn made such a big difference. I also like to notice how much more relaxed I am. I ride and think about any tensing in muscles. I know that I used to constantly feel tense or tight on the bike. The last lengthy ride I went on from Mesa AZ to Payson AZ, I did the whole winding road riding with one hand to prove to myself that counter steering is REAL. It is silly because I know it is!!! But that confidence is there now. Being able to ride and make changes in traffic without putting a leg out is also a major change for me. I have only been riding for 1.5 years and learned so much.
  6. Arizona Motorsport Park

    Thank you! Yes I love learning and improving!
  7. In 1984, Kevin Cameron wrote an article in Cycle magazine about active suspension, how Lotus was testing real world models. Cameron considered it the future. Not the least because the systems we use today are quite inferior, even the suspension used in MotoGP. Simply put they cannot follow the road and they come with a harshness as well as harmonics detriment to handling, grip and stability. He also expected the active suspension to lower the bike under acceleration and braking and raising it for cornering clearance and bigger bumps. Not only for racing, but for everyday riding. Cameron also expected to see power steering and stabilizing systems that allowed radical steering geometries far beyond what a human can control by him/her self. Like fighter airplanes that would shake apart in seconds if left alone to be controlled by a human with no computer assistance. He also wrote about putting multiple 'puters in the bikes to make sure that if one went down, there would still be several working - the bad one would simply be shut off together with an error message, but without disturbing performance. Furthermore, he expected the fork to be replaced by better systems (which only BMW have tried on a large scale) and traction control more sophisticated than even the best we see today. Not everything happens as quickly as we (some) anticipate.
  8. Arizona Motorsport Park

    I do not! But I will do my research! Thank you! I would love to have a similar wheel and tire set up to help with my goals.
  9. My grandfather saved his life because he didn't wear a seat belt - his very old Mercedes (1957) was reduced to almost nothing, but there was still a bit of space down at the passenger foot-well. That's also where he ended up. But although no belt may be the better option in 10 or even 20% of the incidents, that leaves 80 or 90% where they turn out to be a benefit. So I wear mine, but I am not good at removing my thick winter clothes or pull the belt really tight - both important to get the most out of the security from the belt. Just an inch of slack on the lap strap can cause massive internal injuries, I'm led to believe.
  10. Rear Slides and Saves

    AWESOME!!!
  11. Helmet advice wanted

    I know a guy who refuses to wear a seatbelt because he believes that his friend who died in a car crash might have been saved had he been thrown from the car. He even discounts the fact that everyday people who drive above their ability or in conditions for which the laws of Physics is king have saved potential crashes just because they and the vehicle moved as a single unit and they miraculously were able to make the correct inputs to avert a collision with an immovable or unstoppable object.
  12. If this is authentic

    Center stand, most likely. Used to sit along the swingarm.
  13. I've owned Römer, Bieffe, Tommy, Nolan, AGV and Arai. At least. Not too worried about brand. Used to be most interested in price and not having pain, but it's only recently I've learned how snug a helmet should be - and that it can still be comfy if of the correct shape. Despite all that, I have crashed hard with helmets too big (virtually all of them have been too large, especially lacking support at the forehead) and they have still done their job. Two helmets have cracked, but I'm still here. And several helmets have saved my face from being scraped off. It is hard to understand people who ride sans helmets, nor would I consider an open face helmet or a flip-up helmet. However, people have different opinions and preferences - though I think this was well said by somebody unknown:
  14. Rear Slides and Saves

    Yes it sounds like there may be some misunderstanding of the purpose and application of the pick up drill, and some pieces that are missing. I'll PM you and we will get it sorted out.:)
  15. If this is authentic

    I see what appears to be crash protection on that bike. And what's the rig at the rear?
  16. Helmet advice wanted

    The AGV dealers I've visited didn't have a sufficient selection to allow me to get a good one for my noggin. I recently eschewed my HJC RPHA-11 (only product in recent memory I waiting until product launch to eagerly buy) in favor of a Shoei RF-1200. I'd been looking for just...the right....fit. I've been trying to avoid the whole Shoei/Arai thing (some people believe they are the only helmets worth putting your head into), but I guess they finally got me.
  17. Rear Slides and Saves

    Pickup is a conscious decided effort. The rider intends to lift the bike to vertical at a much earlier point in the turn than allowing a lazy vertical movement later when the bike is decidedly passed the exit.
  18. Rear Slides and Saves

    What is your understanding of HOW to do the pickup? How it is different from simply countersteering out of a turn?
  19. Rear Slides and Saves

    I'll check out Ch 10 again. Thanks for the catch about the pickup and the change in trajectory, however I'd always thought of it as a way to finish the corner with throttle but the rider ins't yet going down the straight. Or perhaps as a way to quickly arrest the circular trajectory and get the bike pointed straight. Perhaps I've got a misunderstanding about that area....?
  20. Exactly. So does Schuberth, and I think AGV too.
  21. Rear Slides and Saves

    Points 1-4 is covered specifically and in detail in Twist of the Wrist II in Chapter 10: Rider Input, Riding and Sliding. There is a good diagram and description of what the front wheel and the bars will do in a slide, which way they will turn. It also tells you exactly what happens if the rider tries to turn the bars or gives the opposite input. It is better read there than answered here, since there is a thorough explanation, diagram and photo. In regards to your second set of questions - yes the slide would be in the same direction - the angular momentum of the bike would send the rear wheel to the outside of the curve. If the bike is nearly vertical, you are not on a circular trajectory anymore. The front wheel will still turn the same direction as your scenarios above (as described in TOTW II), but if you are mostly upright it wouldn't be much, because at that point you are going mostly straight. The pick up will improve your traction by getting the bike more upright. However it is always possible to upset the chassis or suspension with an overly aggressive bar input; it would seem very unlikely especially in good traction conditions for it to actually cause a crash but possibly if you seriously overloaded the front suspension with a really heavy bar input, way oversteered it, OR unintentionally braced with your other arm thereby loading BOTH bars and creating a rigid transfer point between the bars and your body (and thus the rest of the bike) you could cause a wobble or an unwanted bounce from the front suspension or tire. If a rider tries to do a really aggressive, fast pick up right around the moment where he/she is trying to begin their roll-on, how likely is that the roll on itself will be smooth and progressive? If the roll-on is, as a result, too abrupt, what could happen to the rear tire traction?
  22. Rear Slides and Saves

    I'd like to discuss rear slides a moment. In all cases below, the rider is leaned over in a turn. For simplicity sake, let's say the rider is mid-corner, established in said right turn and the corner is flat, level and symmetrical. Let's also define the apex of the corner as the geometric center of the turn. Let's also say the rider's throttle control is standard. Bike on dry pavement the rear end slides, the rider is loose on the bars and allows the bike to attempt to self-correct. Which way do the bars turn? Bike on a compromised surface and the rear end slides, the rider is loose on the bars and allows the bike to attempt to self-correct. Do the bars turn? Can the rider in either scenario turn the bars to give a corrective action? Is the answer the same for both conditions 1 and 2? If the rider give the opposite input to the bars in a slide scenario will the rider's action aggravate the situation? Is the answer the same for both conditions 1 and 2? After the above scenario #1, let's assume the rider's throttle control isn't standard. In fact, the rider has a timing error with the increased roll-rate and initiates a pickup of the bike post-apex in attempt to alleviate some of the turning forces. Due to the timing error, the throttle comes on at the same time (or perhaps with a microsecond lead) as an aggressive pick-up steering input. The rear end begins to slide. Is the slide in the same direction as above? Because the bike is vertical (or nearly so) but still following a circular trajectory which direction does the front end turn for corrective action? Can aggressiveness of a pickup cause an upset of traction? (I once called this a quick "un-flick")
  23. Just learned that Arai and a few others make helmets for all kinds of head shapes - I just need to find a shop with a bigger selection, apparently.
  24. I am looking for a new helmet, but it has proven very difficult to find one that fits perfectly. This is what I have learned, both recently and over decades: SHOEI - pure pain. They are too narrow at the sides of the top of my head. I cannot even keep on on for 5 seconds, not even one that's too large. ARAI - acceptable, but tend to hurt around the temples if tight enough. Loud. NOLAN - not exactly luxurious. Loud. But OK to wear. Tend to sit low over the brows. AGV - Comfy enough, but will drop over the brow when correctly sized otherwise. Not great for wearing glasses, which I must wear. SHARK - Great for glasses, comfy if I use one size too large, but like Shoei - to a much, much lesser degree - hurt on the sides of the top of my head when the correct size is used. SCHUBERT - feels too narrow on top and too wide at the bottom. Not comfy for me, but not painful, either. HJC - interior feels hard, and like Schubert a bit wide at the bottom and narrow on top, but less pronounced. CABERG - impossible to wear glasses, interior feels a little hard and seems like it will be loud because there is too much room around the ears and the helmet is a little wide at the bottom. Most helmets are too tight around my cheeks, and tend to bite myself. Literally. Sizes listed also vary a lot. I need a Small Shark helmet, a Medium CABERG and a MediumLarge AGV, for instance. But that is irrelevant as long as I can try it on for size. Based upon this information, can you recommend a brand of helmet I should try to search out? A helmet that is, I presume, for a rather round scull seen from the top, not egg shaped.
  25. Things have changed
  26. - then we may have to re-evaluate the widespread notion that the modern riding style began with Kenny Roberts Sr. https://silodrome.com/john-surtees-vincent-knee-down/
  27. Steer for the Rear - Ch13 of TOTWII

    Accelerating hard (enough to lift the front tire) at extreme lean is equivalent to hard braking at extreme lean: the tire will slide. The very essence of the trail braking technique is the trade off between the longitudinal force of braking and the lateral force of cornering. https://www.sportrider.com/sportbike-riding/riding-skills-series-traction-circle https://www.motorcyclistonline.com/leaning-bike-code-break Our natural gauges to feel and evaluate braking force are the degree of compression of front suspension and forward pressure of our weight on knees and hands. Our gauges for evaluating cornering force are the lean angle and the pressure of our butt on the seat.
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