Hotfoot Posted March 8, 2014 Report Share Posted March 8, 2014 Thanks Dylan! This is a great post, it's well written, understandable and helps bridge the gap between what makes sense from a physics standpoint and what makes sense from a practical standpoint. Thanks for taking the time and effort to get that info, this was a very interesting read! Quote Link to comment Share on other sites More sharing options...
Dylan Code Posted March 9, 2014 Report Share Posted March 9, 2014 Thanks Dylan! This is a great post, it's well written, understandable and helps bridge the gap between what makes sense from a physics standpoint and what makes sense from a practical standpoint. Thanks for taking the time and effort to get that info, this was a very interesting read! You're welcome. I'm very fortunate to have a few people to call on to help sort out things, or at least shed more light on them. The main one being Keith himself. We talk for 30-45 minutes almost every day. Quote Link to comment Share on other sites More sharing options...
Lnewqban Posted March 10, 2014 Report Share Posted March 10, 2014 ...............This is just a long-winded way of saying that you should not try to reason that cornering Gs on a bike would be no better than driving or stopping Gs. The G-limits of cornering are different from those of driving and stopping. ............. -Eric Eric is very correct. Around two years ago, I took some time to run some calculations and to draw an AutoCAD schematic overlaying a picture of Stoner: http://forums.superbikeschool.com/index.php?showtopic=3324&&page=3#entry26802 At that instant, he and his bike were leaning 57 degrees respect to a vertical line and he was feeling 184% heavier in that angle's direction (1.84 G). The contact patches were feeling a lateral force 154% higher than the weight they felt vertically (1.54 G). It seems to me that one of the limits in that case was the lateral clearance (leg against track). Quote Link to comment Share on other sites More sharing options...
Dylan Code Posted March 10, 2014 Report Share Posted March 10, 2014 Here's a traction circle from 3 riders on a track. You can see spikes in braking which we would expect to see particularly when coming out of a tuck on a straight. We also see some cornering past 1g which I would say would be banked turns. The majority of the traces exist around or within the cofines of 1g. Quote Link to comment Share on other sites More sharing options...
Shakespear Posted March 11, 2014 Report Share Posted March 11, 2014 All this not withstanding its an intricate process and "you can't be in a hurry. I've seen guys in a hurry and they don't make it" Twist II. Every time I think I've got it, eventually I realize there's yet more to learn. Thanks for bringing up the topic. It helped me. Quote Link to comment Share on other sites More sharing options...
Shakespear Posted March 12, 2014 Report Share Posted March 12, 2014 I find that its possible to "get through the corner with as little lean angle as possible" paraphrase Twist II....at least sometimes I get through a turn with way less lean faster than I thought was possible. I realize we are talking about a special case when maximum lean is a must but choosing when is an art. Quote Link to comment Share on other sites More sharing options...
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