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  1. 1 point
    Inspired by the mystery of what to do and not do that is involved in wet riding, I thought I'd start a collaborative list of differences and limitations in riding in the two environments. To start what we know: You cannot Quick Turn the same You cannot brake as hard You cannot accelerate as hard mid-corner Anything else?
  2. 1 point
    4. Your visor doesn't let you see as well. 5. The rubber of your tires is cooled down and the internal pressure decreases. 6. The feel of your brakes may change, as the temperature of discs and pads is never as high. 7. The feel of your hands and fingers is different under wet leather.
  3. 1 point
    The overall grip is reduced so anything relying on tire grip has to be backed off considerably - can't lean over as far, can't brake or accelerate as hard, actions must be smooth and gradual so you have time to feel out the traction. And, of course a variable surface (some areas wetter/slicker than others) makes it even more challenging. I don't know much about this source but here is an article I saw that seems like a decent summary: https://lifeatlean.com/riding-in-the-wet/
  4. 1 point
    Thanks, everyone. Of course, when you're slow the improvements come in big steps. I'm not really fast yet but by the end of the day, the way I was going through the esses was probably the best I've ever felt on a bike.
  5. 1 point
    I thought I knew how beneficial it would be and I thought I knew what I wanted to get out of it. I was kinda wrong on both counts. The personal consultant approach makes the leap between L3 and L4 huge. Take what we all know about CSS coaches. They're well versed in the hangups regular humans have in riding motorcycles fast and they're incredibly skilled at breaking down those barriers and knowing what the riders need to become better. Now, take those skills and remove the confines of teaching 5 new skills in a day and just let them have the time to fix whatever needs fixing and that's the difference between L3 and L4. I was at SoW. I was struggling at the kink and it turned out the problem was actually starting at the turn-in for 8. This was nice but the next revelation was that I was turning too slowly. It never felt like it to me because I was able to hit my marks at the speed I was riding. But much like the previous issue, the solution was not what I expected. I thought once I had more pace, I'd turn more quickly. But once they got me to really turn more quickly, I found that I had to up my pace. Again, the solution to a known problem was far from intuitive. After circling SoW who knows how many times at basically the same pace (better form each time but never more pace), being forced to do quick-turn correctly (in my case, push-pull) forced me to approach the corners with more pace because if had turned more quickly at the same entrance speed, of course, I would have early apexed. This one change got me 9 seconds. Next year I'm going to find a stretch of 3 or 4 days at SoW and book multiple days at once. Primary focus (I think) will be T1. Can't wait.
  6. 1 point
    Have a look at Twist of the Wrist II, Chapter 13 "Steer for the Rear". The fourth paragraph, in particular, may shed some light on the situation.
  7. 1 point
    This is so good I'm so happy to hear. I'm running a Yoga teacher training in Perth this month and found myself comparing the CSS vision exercises from level too to the concentration exercises we have in the more traditional forms of Yoga. There's so many cross overs - what we do with the body is obvious but the control of the mind is just as relevant. So good
  8. 1 point
  9. 1 point
    I love this topic. One thing that is not debatable is that the physics is real, the question then remains does it have more of an effect than the geometry or is it a secondary force having little actual effect? I pulled this out of the article because it is the exact point I depart the physics; "This moment tends to tilt the motorcycle in the opposite direction from the steering motion; for this reason, to curve into a direction during fast driving, the rider exerts a quick rotation of the handlebars in the opposite direction. The higher the velocity of handlebar rotation W, the higher will be the moment that tends to incline the motorcycle into the opposite direction." When you turn the front tire it is the tire working against the ground driving in a new direction that causes the bike to lean, acting through the steering head and gravity pulling the now out of balance bike to the ground. What proof can I offer? How about a race bike exiting a corner with the front wheel an inch off the ground and the front wheel turned having little effect? Being a wheelie expert I have long played with front wheel gyroscopic effect to turn the bike with the front wheel in the air. I can say with a high degree of certainty that if the tire is not touching the ground counter steering has little effect, or the exact and total effect of precession. With the tire on the ground the gyroscopic effects are completely secondary and never even catch up to the effect the tire creates in the lean angle of the bike. Another point is if you take the gyroscopic effect as the end all for turning the bike how do you reconcile the fact that once the bike leans from the steering input the front wheel driven by trail will turn into the corner past center to balance the bike on the radius generating an even greater precessional force that should if you assume it leaned it in the first place immediately stand the bike up! DOOOOHHHHHH. Will Eikenberry
  10. 1 point
    As I have stated in the R1 forum lengthy and technical discussion on CS vs BS, additional evidence that gyroscopic precession is inconsequential to steering a motorcycle can be found in the common experience that lighter wheels/tires (which have a lesser polar moment of inertia) are easier to steer, despite the fact that by virtue of their decreased rotational mass and polar moment of inertia, they exert a lesser gyroscopic precession force on the vertical axis to lean the bike over.
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