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asterix

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  1. It seems to me that there are two ways to do this; a right way, and a wrong way. The wrong way is the feeling you get when you hold your finger out in front of you, and you look at an object behind it. That gives you (well, it gives me, in any case), a feeling of being kind of zoned out, or not paying attention to anything in particular. The right way (again, imo), is to try to focus on "everything" at the same time. Actively focus your attention on *all* points in your field of view at the same time. When you try these two things back--to--back (might help to use your finger for the "wrong" way, and then do it again to get that same feeling without your finger there), you should notice a distinctly different feeling/sensation/mentality. A difference between feeling zoned out, and being focused. I hope this 1) helps, and 2) doesn't strike anyone as idiotic.
  2. Asterix, I wanted to address this as it is a common misconception. How could accelerating "push" the front contact patch. Is there more or less weight on that front contact patch when you're accelerating? If you say less, why would that put more force on it to cause a steering input that brings the bike upright? The bottom line is that accelerating will not change your lean angle, only a steering input will. Keith addresses this in his book but I don't have it handy to give you the chapter number, but as I recall it is called "Steer With the Rear" or something along those lines. However, going faster with the same lean angle will affect your line. So the question to you is: how will that affect your line... will it be tighter or wider as a result? Could going wider be perceived as the bike "coming up" out of the corner? Benny Well, when you accelerate, the rear wheel is pushing the bike forward. If you are also turning, your front wheel is pointed in some direction that isn't completely inline with the rear wheel, thus, the force being generated by the rear wheel is different from the front wheel's rotation. From what I can tell, this means that the front wheel will be rotating, say 5ยบ to the left of the direction that the rear wheel is rotating, and there will be a shear force from the ground pushing against the front contact patch (inline with the rear wheel) which will be trying to push the front wheel back inline with the rear wheel---basically the same thing that happens when you brake in a turn with the contact patch plowing (shown in the TotW II video). I understand that weight shifts back when you accelerate, but the contact patch is still touching the ground, so there's still some plowing---wouldn't that have the same sort of effect with acceleration? I might be misunderstanding something with the physics here though. If lean angle doesn't change with acceleration, what am I missing/misunderstanding? Regarding the same lean angle with more speed affecting your line, I agree that your line will have to widen so that the force of gravity and centrifugal force cancel out. But, how can your line widen without some sort of steering input? If the tires are at the same angle with the ground, and the front wheel has the same amount of "turn", and you are accelerating, the bike would end up out of balance and "fall" out of the turn (basically topple over to the outside), rather than widening its line, unless the tires start sliding. It seems that my explanation above with the plowing would answer this; you accelerate, the plowing at the front wheel countersteers the bike up, decreasing lean angle, and widening the turn. To keep the same radius, you counter the plowing force (by countersteering), and increase lean angle, keeping the bike in an equilibrium state. No?
  3. It may seem evident, but I would like clarifying a little about the lean angle. The bike must be leaned to be in balance, just like it must be kept vertical when tracking a straight line. There is only one possible angle for each combination of speed and radius of turn. Those two things rule and the lean angle follows. You go over the same line for a curve: less speed requires less lean angle; more speed requires more lean angle. You travel at a constant speed: more radius turn (less tight curve) requires less lean angle; less radius turn (more tight curve) requires more lean angle. When you are leaned, in balance, describing a circle, there is only one way to go faster: opening the throttle more. As speed increases, the lean angle will increase in order for the bike to remain in balance. If you force a bigger lean angle via countersteering, you can only keep balance if you tighten the turn (reduce the radius). Otherwise, you just throw the bike out of balance. I'm a little confused by this. If you accelerate mid turn, the bike will come up if you don't do anything to stop it, right? The shear force on the front tire from the ground, due to the acceleration of the rear tire, pushes on the front contact patch and does the same thing (creates the same resistance at the contact patch) as countersteering the bike up does -- at least, that's my understanding. If that's the case, then if you accelerate, the only way to keep the same radius is to "force" a bigger lean angle by countersteering. Right? Also, by bring the bike out of "balance", do you mean away from the point that it is turning without you needing to maintain pressure on the bar? (As if it is "balanced", once you initiate the turn, you shouldn't have to maintain any pressure to continue at that radius.)
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