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  2. Faffi, yes quick steering gives you more possibility of lines. Especially the line that makes the biggest radius around a bend, like that of a moto3 bike. Yes - we can have a rider creating an un-necessarily tight radius around a specific turn leaning at 55 degrees going slower than another rider who chose a line which provides them a larger radius, leaning at 45 degrees, and this 2nd rider would be going faster. That being said, if a bike/tire is capable of reaching 55 degrees, a lean angle of 55 should 100% be achieved at some portion of any particular turn. This portion would be the moment where you are not braking, and not accelerating. This portion can last 0.1 seconds, or 4 seconds depending on the particular characteristic of that corner. You will almost NEVER want to reach a lean angle of 45 degrees maximum at a turn, where your bike is capable of 55 degrees. It just means you could have gone faster. I'll make an video on this topic in the near future.
  3. Interesting! The third video may also show why quick steering is so beneficial since it allows the choice of a more efficient line. It also explained how one rider could corner at a given speed around a corner, fully decked out, while another can go faster and barely graze a peg feeler; different lines around the corner that require different amounts of lean for the same speed. Thanks for clarifying that. BTW, you may want to check your tags as I get a lot of animal video suggestions when watching yours, but nothing relevant.
  4. Perhaps I'm a bit late and you've already done the camp, but, just in case... The Two-Day is amazing as day 2 flows so well from what you pick up on day 1 and you get, as said above, plenty of coach time as well as plenty of track time. I did levels 1&2 on a camp and found by the end of day 2 I had completely drained my tank (personally!) but that was a good way to be. Single days are great too, although, going from a two-day camp I did notice the coach less on track and there is slightly less chat during the debrief - not inferring anything negative at all, and there was still plenty of feedback and improvement on my part. I think it just highlights how amazing the two day camps are. As it sounds like you will be refreshing your skills I wouldn't think you are cheating yourself in any way. I did the super single day at Willow Springs in October really liked that format. I found that it was a fantastic blend of a single day and the two-day camp. There are only 2 of you to each coach so plenty of input on track and at the debrief. I think, but don't quote me on this, that there are fewer riders on track overall too so less traffic. It is also a good balance of learning and costs and I found it great value and would do that one again given the choice.
  5. Hey Faffi. The article from cycleworld pretty much explained what is happening and this phenomenon of why moto3 corner faster than motogp so I suggest you read it very carefully. The MotoGP video is leaving out some important details in order to glorify and promote moto3 in with this concept of "hey, moto3 still has its strong points, they corner faster". Sort of like - rooting for the underdog. The reality is that moto3 bikes do not do anything better than motogp bikes besides maybe the flick rates (from side to side). They certainly are NOT capable of cornering at a higher speed than motogp bikes and the article from cycleworld alluded to that fact. I'll try to explain again. Imagine a motorcycle doing circles in a parking lot. Constant radius circles non stop at a constant speed. The higher the lean angle, the faster these circles can be negotiated regardless of the weight of the bike. At a certain lean angle, a given motorcycle tires would start to slide. This is dependent on the coefficient of friction of the tires. If the tire coefficient of friction is 1, anything past 45 degrees would result in a slide, and if not corrected, a fall. If the tire coefficient of friction is 2, anything past 63.4 degrees would result in a slide, and if not corrected, a fall. We know that motogp tires have a higher coefficient of friction compared to the japanese made KR133 dunlops used by moto3. So moto3 bikes can not lean as far as motogp bikes. The article explained this by how moto3 riders do not drag their elbows, but motogp do this frequently, and even tuck in their elbows a bit to allow even MORE lean angle. I will try to get moto3 data for Valencia and compare it to moto2 data to compare max lean angles and see which achieve higher. I know moto2 usually do around 56-58 degrees. Motogp can get to 60-63. So why do moto3 bikes have a FASTER mid corner speed than Moto2 or MotoGP? The article also explained this. It's because moto3 bikes do not have high acceleration potential, so their biggest "tool" for speed is momentum and mid corner. Any 1mph they overslow in mid-corner, is a 1mph they will very much struggle to get back. So moto3 riders choose to put emphasis on the corrector strengths of their machines by choosing lines that have the absolute highest radius. MotoGP riders will purposefully create a tighter radius in the entry part of the corner, in order to greatly increase the radius on the exit portion, so they may unleash their 260hp. If a MotoGP bike used the exact same line as a moto3 bike, it would not be competitive compared to other MotoGP bikes as it would not be able to get on the gas early and hard. But its mid corner speed would be greater than that of the moto3 bikes because it is able to achieve higher lean angles due to its greater tire coefficient of friction. Please remember, for constant radius, the only thing that can increase speed is lean. Maximum lean is maximum lateral G's the tire is capable of. Weight of the machine, has nothing to do with it. So what to do? Get stickier tires and you can lean more and you can have more speed at the max lean portion of every corner. Hope this helped clarify.
  6. IIRC there was a video of Rossi describing the techniques. Personally, I didn’t find the particular video credible as I believed Rossi was practicing his art of chicanery. YCRS instructors have been known to advocate the technique and they even have a drill where it makes it a proficiency goal. In theory it sounds reasonable...then you get to the practicality of it. With current engine management technology it is easier to make the transition smoother so as to keep a stable chassis- that is the goal, right? Isn’t this something we all practice in our riding, even when not specifically focusing on it?
  7. Of course, it’s an option. But then I’d be forced to confront other realities about my time commitments and I’m not quite ready to do that yet (LoL).
  8. Trying to find whether the smaller bikes corner faster - or not - I found this: https://www.cycleworld.com/sport-rider/motogp-extreme-lean and
  9. Ok I see what the confusion is don’t worry. A light bike moto3 with skinny tires will lean to 40 degrees bike lean and because the rider is hanging off to the inside a lot, the effective lean angle - contact patch to CG is 45 degrees. So now this bike is cornering at exactly 1G. Good so far? We agree. Now a heavier bike moto2 rider is hanging off the same distance. But because the moto2 bike weighs more, to achieve an effective lean of 45 degrees (patch to CG) the bike must lean to 43 deg. Now this bike also corners at 1G exactly. So what is the difference in speed around a bend between the two situations? None. Both bikes are at 1G and will make the same mph for a given radius. So why do small bikes have more corner speed? Or do they? I have heard this mentioned before, but the science does not agree. So maybe it’s bogus info - we have to keep an open mind. The main thing that matters is coefficient of friction of the tire. We know MotoGP tires have more grip than moto2 and moto3. So actually MotoGP tire may be able to get to 1.9 lateral gs (I think around 60 deg) and a moto3 maybe only 55deg lean. Important to understand, bike lean angle doesn’t really matter for corner speed. Only contact patch to CG. i know this is super confusing but once you get this concept it is like a light bulb in your head i will say, that if bike lean is more vertical the suspension will work better so you will generate more mechanical grip. But it’s very small differences especially on a smooth track.
  10. It may be that I am confusing things here, and if so I apologize, but I do not see anything in your explanation that counter what I wrote? But since tires have width, bikes (combined with rider) must lean further than 45 degrees in order to obtain 1G. The wider the tire, the more extra lean is needed. Also as a result of tire width, center of gravity comes into play; the lower it is, the more one must lean for any given cornering speed. Finally, again due to the tires, length matter, with longer wheelbases needed extra lean. Finally, since a rider can influence the combined lean, the influence will be greater the lighter the bike and the heavier the rider. So a very light, short bike with narrow tires and a rider hanging well off to the inside can reach this 1G limit at a shallower bike lean angle than a heavy, long bike with wide tires. And I would expect the Moto2 to sit somewhere between the MotoGP and Moto3 bikes, albeit closer to the former, meaning bike lean should end up somewhere between the two for a Moto2 bike.
  11. Mph has nothing to do with it. I know it’s counter intuitive but i will explain. If your tire coefficient of friction is 1, your tire can only maintain 1G force. Mid corner where you don’t accelerate or decelerate (can be very short amount of time in this zone) your tire will only be subjected to lateral G forces. At 1.01 G your tires begin to slide. (Let’s not discuss slip angles for now) so your tires can only do 1G so your max lean is 45 degrees. At 45.1 you start to slide ok? we also must make a destination between bike lean angle and the lean angle between contact patch and CG - lets call them bike lean and effective lean When we do calculations such as 1G = 45 deg we always mean effective lean angle. Bike lean angle doesn’t matter (except for suspension effectiveness and tire longevity) so a 200 pound bike leaning at 45 degrees in at 300 foot radius would do the exact same speed as a 900 pound bike at 45 degree at 300 radius. moto3 bikes have skinnier tires so their effective lean is close to that of the bike lean . bike lean is always more than effective lean . At 45 degree effective lean you will always generate 1G lateral regardless of speed. Simply does NOT matter. i know it is counter intuitive but it is math and physics. i hope this reply is not frustrating to anyone. noam
  12. Some say that in racing, the ideal is to just crack the throttle as you are easing off trail braking, with a short overlap period where you still have a touch of brake applied when you start opening the throttle ever so slightly. And that you can benefit using this technique also on the road, but of course at a much slower pace. The theory I was given was that this keeps the chassis settled due to smooth transitions of forces. If we brake, coast, then gas it, riding will be less fluent. Personally, I have never tried this, and I must admit it feels a bit daunting. What does the coaches and racers say?
  13. I could be wrong (again), but isn't actual cornering speed also a part here, not just lean? If you lean out you can lean the bike further than if hanging off to the inside, for instance, but cornering speed will be lower. A Moto3 bike/rider combination will corner noticeably faster than a MotoGP bike, bit with quite a bit less lean. I would expect the Moto2 machines to be somewhere in between. I would imagine this is the result of overall weight, rider-to-bike weight ratio, CoG and tire width, but I am not sure.
  14. Moto2 riders achieve around 57-58 degrees (1.65 lateral G's) at the neutral throttle phase of the corner (0-10% throttle, no brakes) I texted one of the engineers at Kalex and asked him "How do they do 57 degrees? My tires start to slide at around 53 degrees" His reply: "It's Magic :)" Tire coefficient of friction (directly also dependent on track surface) is obviously the biggest variable assuming you don't drag any bike parts before hand. Tires used in Moto2 very similar to the now french made Dunlops KR108 rear KR106 front. (moto2 tires can be obtained from the dunlop dealer in Barcelona) As the OP said - Q4 can do 62 deg lean angle. I don't see how that is possible because my logic says that Moto2 tires must have more grip, so why would moto2 riders stop at 58 degrees? If they could lean more, believe me, they would. They don't have a psychological complex with fear of lean - they lean until the tires start to slide.
  15. Hey guys. I wanted to share some videos I made of me analyzing data of of my lap vs WSBK rider who is also riding my bike around Chuckwalla CW direction. So far I have made 3 videos that are very basic, but a good place to start because they are simple and hopefully easy to understand. My qualifications: I used to race cars, and we were very heavy into data analysis. I also spent many hours with crew-chief of Tech3 and Data Engineer for Gresini which we covered in detail all aspects of data acquisition for motorcycles. Software and data acquisition system: "2D Data Recording" (used on all moto3, moto2 and many MotoGP machines) The videos should be watched in order because they sort of "build" on top of each-other. Video #1 (time spent at lean) https://youtu.be/aJ_E-sUxJc8 Video #2 (roll speeds) https://youtu.be/aUDGNg2WDDM Video #3 (how it is possible that my roll speed is lower and my lean angle is higher) https://youtu.be/02q4I4xnyLc Future videos will all compare WSBK rider lap with my own (order not yet decided): - Roll Rates. How fast do we add or decrease lean angle. I will also cover counter steering, and how it works - Changing Radius during cornering. Entry, neutral, exit type corners and V-type - Motorcycle dynamics (will be many separate videos). Lean angles converted to G's. How to calculate lean angle from radius and speed and the other way around. What are G forces. Braking G's, acceleration G's, combined G's (traction circle). Why a bike does not fall and a self correcting system (rake, trail, offset). Anti-squat. Tire coefficient of friction. Camber thrust. - Focus on entry phase of corners - Focus on mid corner phase - Focus on exit phase - Suspension setup by suspension speed histogram to adjust rebound, compression scientifically. - How to find more time at a given track without a reference lap. - Oversteer & understeer - Sprocket sizes and gear simulations on the software. - Throttle acceptance - Xavi Vierge data analysis from Valencia Qualifying 2016. This will be fun. He brakes at 0.9 G's at 50 degrees lean! Woohoo! - Contact patch. Does a bigger contact patch actually provides more grip? (this one will really piss some people off) - Ideal Tire working temperatures, how we can find them, and how we achieve them. - Yaw
  16. Could getting an extra set of wheels be an option? You could have one with track tires and one with road rubber.
  17. The tires aren’t getting hot. I mitigate this by not street riding below 60F, which I violated in the above. I’ve read discussions on other boards about using a touring tire and I’m rethinking it but I don’t have a dedicated sport bike - double duty of track and street. Racing season (we do mini-moto) starts soon and at both ends of the season it’s cold enough to rethink the weekend...but we need the seat time and last year my son needed the points at the last event and it was coooooold. I worry about tire temps more than he does. A couple folks had suspected cold tire crashes but they were only the adults. The kids rode fine.
  18. The biggest thing with collarbones isn't necessarily hitting some random object. Breaks can happen because of landing helmet first because the helmet then cants to the side and jams into your collarbone. The airbag kits mitigate this risk by providing extra cushioning between the helmet and the collarbone. Although the airbag kits were originally one-piece suit only, both Alpinestars and Dainese now have them available in jacket/two-piece suits for more convenient street riding gear. I am personally a fan of buying the gear that makes you feel safest and comfortable. I don't think the higher end gear necessarily crashes better, but the higher priced kit does tend to have more supple or luxurious feeling leather. You might feel some extra mobility due to the supple leather, but a well fitted, cheaper suit may do the same job. Personally, all of the high end brands anecdotally have sufficient protection and quality. If you stay with the major brands like Rev'it, Held, Spidi, RS Taichi, Dainese, Alpinestars, etc, you'll be in the ballpark. If you want a sensor deployed airbag kit though, Alpinestars and Dainese are really the only players. Mithos and RS Taichi have licensed the Alpinestars airbag, but they only offer it in their one-piece suits. Rev'it has the Dainese airbag, but again it isn't available unless you're a world level professional.
  19. I was wondering the same thing when I read Jaybird's post. I don't know the models of street tires very well, but isn't that a very sport oriented tire? Jaybird, are you able to get those tires warmed up adequately on a cold day for good grip? Have you tried measuring the tire temp (even just with your hand) after riding for a while to see if they are warming up all the way?
  20. Totally agree there. I'm around the same sizes actually so it's interesting to see what their fit is actually like. There's only one dealer locally that stocks them and, apart from their MotoGP exposure, hadn't heard that much about them. Thanks for the info! Will add them to the shopping list and good to know it's well-built, quality gear.
  21. Thanks for the feedback. To be honest I had never really considered an airbag system as I would only planning a handful of trackdays initially and road riding - although plenty of scope for hitting something immovable there. I didn't intend to sound negative against Dainese and certainly have no aversion to them - apologies if it came across that way. What I meant was rather than go for an entry-level set-up, and then upgrade is it better to jump in and get quality, top-drawer gear from the get-go (feel I answered my own question there!) I agree with you on brand identity and I am sure you are paying extra for the name which is why I was inquiring about Rev'it. Always keen to avoid a collarbone break regardless. Going to check out some airbag kit... Cheers!
  22. Earlier
  23. He talks about racing lines, braking, battling vs riding alone and more https://www.crash.net/motogp/news/915429/1/vinales-alone-i-can-make-lap-time-then
  24. Recently saw a video with Ken Condon about street riding, where he suggested you should practice exploring and widening your limits frequently on the track and ride far from your limits on the road. The reason for the practice was to ensure you do not freeze up when entering a corner much faster than planned, or that you run off the road not because the corner could not be taken, but because you feared to lean the bike far enough over. I guess that's where schools like CSS come in and do their good, by teaching riders to expand their personal limits in a safe environment and with the proper tuition.
  25. I dig massive engine braking, the ultimate being electrical cars (bikes may be the same, but have never ridden one) where chopping the throttle is like applying the brakes. All one need to do then is to use the throttle to adjust the amount of engine braking desired. Riding two-strokes, with next to no engine braking, makes me feel very uncertain indeed, and I end up riding very tentatively, braking too early. Others feel the other way around, preferring to use only brakes (and throttle) to modulate their speed. I guess there is nothing right or wrong here, just preferences.
  26. I hope the current D208 are something else than the Sportmax D208s I had on the CB400 back in 2013! Most slippery rubber I have ever ridden on, by a big margin. They were original equipment on the DRZ400 motard allso, and may have worked on 100F sunny days, be we do not get those here. Ever. Sport touring tires work quite well when cold, and also warm up much quicker in my experience, compared to sport rubber. Even touring type bias ply will out-perform sport rubber under some conditions. I'll bet that on a day with 20-30F, something like a set of Metzeler ME77s will offer a LOT more grip than any modern sport radial made. At least with street tire pressure. In short, there is nothing wrong with sport rubber, but they are made for a purpose. Riding on public roads at respectable (as in legal) speeds in chilly temps are not such a purpose IMHO. In fact, even on a hot day, at a sensible pace for public roads, I doubt any pure sport tire will offer the grip of a sport touring model.
  27. I think it is essential to try the garment on, as you have found. When I needed new waterproof winter gear, I went with Rev'it via mail order because there was a huge sale on last year's models. Since I wanted to be able to wear several layers of of clothing underneath the GoreTex cordura(?) suit, I made sure I ordered the pants and jacket large enough. Or so I thought. I am 5'11'' / 180 cm, 200 lb net, 32 in inseam. I ordered and XYL jacket /60/62) and XL pants (54/56). The jacket is pretty narrow around the arms and only just big enough around the shoulders (expected more room), while the waist is humongous (as expected). As long as I don't pack on too much clothes underneath, though, it works well at keeping me warm. The pants are seriously tight around the thighs, however, and I can only wear one thin layer of clothes inside. And even then there really isn't enough air inside to fight the cold properly. Other than that, the quality seems very good, with strong fabric and well sized zippers. Wents works well when it is warm (provided the insulated inner layer is removed first) or when riding off-road and fighting off the sweat. Plenty of pockets also that keep the innards dry.
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