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jcw

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jcw last won the day on August 13

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About jcw

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    Cornering Apprentice

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  • Have you attended a California Superbike School school?
    no
  1. Practicing BP - Feedback of proper BP welcomed !

    someone suggested to me a body positioning tip. It's essentially the same advice as above. But if you think armpit over gas cap, you'll have an extra cue to help remember to move that upper body over.
  2. Lowering the body

    Drag racers rebuild their engines after each run. You really think cost is preventing them from running a skinny tire if they could gain a tenth? No. I have corresponded with the author of the article you link and while he might understand physics, I'm not convinced he understands motorcycle dynamics in a practical sense. The truth lies somewhere between the two. I have yet to find the answer. But the closest reasoning I've read that the coefficient of friction rather than being a constant can vary with temperature. Large contact patch might resist temperature change hence resist changes in coefficient of friction. Additionally, coefficient of friction does not accurately describe a rolling and cornering tire that operate with some slip angle. The tire is not stationary but not sliding either. No, it is too simplistic to say contact patch doesn't matter. From a practical motorcycling sense, much of Code's teaching talks about contact patch and friction. Based on all that practical experience of thousands of riders, there is some truth to the statement. Just my opinion.
  3. These lines???- NJMP

    Thanks for the video. I love watching fast guys go round the track. I think the simple explanation is he is running well within his comfort level in traffic. Simply, the people he is passing at the first part of the video are not nearly as fast as he is. Watching him on clear track, he appears to be running faster and with a wider entry line when appropriate. (Not every corner entry dictates a wide line, not every corner exit dictates using every bit of track.) Entry corners and Exit corners are terms I've heard Ken Hill use in his podcasts. These may be common use terms. Printing a track out on paper and drawing out racing lines that make sense is a great way I've read to get an idea how to take a corner. Bring it to the track and make adjustments as you find you need. I think your question boils down to how does he continue to make corrections to his cornering line after he initiates his lean. (Not that it's ideal. You'd like your inputs to be made at corner entry and be done, right?) But I think the short answer to your question is Countersteering. (at least for me) staying loose on the bars is most important, locking in a secure lower body position on the bike so that you can make fine bar inputs, and assisting the corner lean with appropriate peg weighting (one of the hidden keys to the puzzle for me). I think CSS teaches outer peg weighting to assist locking the leg to the tank. I like it, but I've also found inner peg weighting and sliding your butt almost till it feels you're sitting on your calf really helps hold a tight line.
  4. Against the flow

    I get the sensation of "pushing" the bike up as a countersteering input coming out of the corner. If you remain in your "hang off" position or even exaggerate it on corner exit with your upper body, you really have no recourse but to countersteer the bike back upright out of the lean. For me that movement of putting bar pressure on the outside hand ( and pulling with the inside hand) could be interpreted as "pushing" a bike up. It's not a subtle sensation. Sometimes you'll have to really "push/pull" to straighten the bike up to get ready for the next corner. Maybe you are essentially saying this...
  5. Lowering the body

    Possibly... But the position is not much different. I admit I don't fully understand it. I mean the leg dangle guys don't mind sitting firmly on the seat on corner entry. But I'd bet on side to side transitions, when they need most bar input, they are light on the seat.
  6. Suzuka 8h GoPro helmet cam

    Anything this teach us? Suzuka is one of my favorite circuits.
  7. Against the flow

    Like stated above, if you run out of lean angle and drag hard parts, hanging off obviously helps. Short of that, hanging off might give you a small margin or error to add lean/countersteer if you can't make the corner. Way short of that, you probably should just be in a position as comfortable as possible to make your throttle and steering inputs. For me thats the traditional inside of midline with your outside leg locked on tank.
  8. More Than One Method To Lock On? Level 3 Vs Pros.

    Sometimes I'll experiment wedging my foot in like Corser teaches in one of those videos. If i do it just right, I can even get the feeling of locking in with my feet.
  9. Lowering the body

    For me, weighting the pegs makes the bike respond quicker to inputs. Instead of changing c of g, which physically is not possible by changing your attachment point, i think the benefit of weighting pegs has to do with removing your dead weight from the seat and allowing your own suspension (ankle, legs, hips) to take up some of the work of moving the bike. Decoupling your mass from the bikes mass to a small degree. It is noticeable and dramatic for me, cornering with your butt planted in the seat and cornering weighting the pegs.
  10. TC Rule #2 and Braking

    This talk about speed of weight transfer on the front brakes has some real world relevance. If you look at the anti dive front suspensions from recent past, even BMW's duolever front suspension, when you take away fork dive blunting the abrupt weight transfer, the sudden loading of the front wheel can overwhelm traction. I've never ridden a bike with anti dive forks. I only have read about this limitation. Any first hand experiences?
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