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Everything posted by faffi

  1. I have had my share of road crashes. Mostly due to riding too fast for the conditions. Monday two weeks ago, I had another, this time caused by a low sun in the face, a slightly poor choice of line followed by a rapid steering input to make the corner sharper in order to get a good exit line. When I went down, it was totally unexpected as the speed was not aggressive at all, doing about 50 mph. Upon inspection, I had made the steering input on top of an oil spill that also continued as a streak that followed my trajectory precisely. Although not happy about the crash, it was good to understand the why. My NOS AGV GP PRO sacrificed itself and kept my head safe, and my leathers protected my skin. After sliding along the asphalt, I flew over a small ditch and into a banking where I made a big impression, before being tossed back, helicopter style, onto the road. The helmet took 3 hits, two of them quite severe. And for once the bike took the brunt, not me. Had the bike been OK I could have ridden away, but this is the end of my son's old bike. I took a pillion ride home on my own bike instead, motored by the son who's bike got totaled. And I could go to work the next day. My new helmet is a Shark Spartan Carbon, because it fit me even better than the AGV (it's the second GP Pro I have cracked), is lighter and has an integral sun visor. Also tried a Shoei, but that are as painful today as they were 10 and 20 years ago - totally wrong for my head-shape. The point of this? Just to show that it is important to always wear good protective gear; a snug fitting quality helmet, gloves with knuckle protection (my knuckles were swollen, but whole, thanks to this feature) and a suit with padded added protection. Something I expect the majority of members here using all the time.
  2. I think we should satisified we are both basically unhurt and ready to do it all over
  3. What happened- My Highside Crash

    Note that I am miles from any kind of an eggspert, so do not put too much weight on what I'm typing. However, having watched the video several times over, this is what I noted: - Could it be that you apply throttle like a stepper motor? Several places during the video, it sounds like the engine goes eh-eH-EH-EEHH in steps instead of gaining speed gradually, like you would expect with a smooth and even continuous throttle application. This could of course be down to your engine's natural response and/or the sound pickup. - It seems like you apply throttle a bit eagerly just before you crash, making it sound as if the rear is spinning up. Then the rear begins to overtake you, and you give it more throttle, likely a result of being whacked by the bike and not a willed reaction. My guess is that you came on a little strong on the throttle just as the rear wheel was on a slick patch, either from extra standing water or something with the surface itself. So a combination of poor timing due to bad luck as these things can be impossible to spot in the wet. The good thing is that you are OK. And you also shout NOOO much shorter than me - I keep going
  4. Not sure why this rider is so much faster than the others, but I enjoyed watching how easy he makes it appear.
  5. The handlebars move a lot and quite violently. Not unusual per se, but quite strange for me to see it also in virtually straight line riding. The few times I've filmed myself, that doesn't happen to me, so I guess it's down to me being slow, but it would be interesting to hear why all the movement in the front.
  6. Thank you for sharing your insight, Hotfoot. I've never thought about the bars moving when being hit by gusts, but since the bike is often blow off course that seems quite likely.
  7. Better Body Position for Steering

    Better aerodynamics primarily.
  8. Better Body Position for Steering

    MOTORRAD tested a ZX-7R (so a long time ago) stock and with 4 inch riser. Eveybody went significantly faster through the slalom tests with the taller bars. The less experienced riders gained more than the experienced racer. After doing a ton of laps, pushing himself to his limits, the racer finally managed to set the fastest time around the race track with the stock bars - it was a pride thing for him - but it took a lot more effort to ride with the lower handlebars. Take a look at the handlebars used in the early Superbikes AMA days. Pretty tall and especially wide to gain leverage. Now look at the handlebars of Kenny Schwantz' RG500. That's a bike only 285 lb light, yet Kevin still had wide and tall bars compared to most of his competitors. In my humble opinion, you would love moving the handlebars up.
  9. Against the flow

    Having just re-read the "Lowering the body" topicI am going to present a few statements that will go against popular belief. Fortunately, I have not much scientific knowledge or evidence to support my statements, so there will be plenty of chances to debate against me. Still, I think I am right Let me start with a few examples: Mike Hailwood never did hang off in any way, but had superior cornering speed. Mick Doohan leaned out with his torso and hung his butt off to the inside, fully crossed up - the bike was leaning, his body hardly at all. He won tons of races and championships. Back in the 1960s, riders lapped IoM at over 100 mph on barely modified street bikes with little horsepower, little cornering clearance, poor brakes and even worse tyres. And to top it off the roads were in much worse condition than now. Only a few per cent of all riders in the world could go that fast on a BMW S1000RR today. In the late 1980s, a Performance Bikes test rider decked out the FZR750RR enough to lift the tyres and crash. He was hanging off. Another test rider previously went around the same corner at a higher speed, barely hanging off, nothing scraping. So, to my claims: Hanging off makes only a small difference in how far the bike must lean for any given cornering speed (this has been proved by MOTORRAD and others) Hanging off has no impact on safety Leaning out has no impact on safety Proper steering techniques is the primary tool need to go fast and is little impacted by rider positioning Only when you are looking for the last percentile does hanging off bring much of value Why do I believe this? Simply by observation and personal experience. How can a Superbike rider on slick tyres in pouring rain, bike almost upright through the corners, short-shifting to avoid spinning up, still circulate faster around a track than most street riders doing a track day in the dry, despite the latter dragging knees, braking hard and using a lot of revs and throttle? It can only come from the way the pros change direction and the lines they take. Same with the riders of the 50s and 60s - take a look at old movies, and they barely lean off vertical, never hanging off. But they sure lapped rapidly! In 1999, with both legs shot, having to be lifted onto the bike and get help pulling the clutch due to a damaged hand, riding for the first time in months after his career-ending crash, on a bike set-up for Criville and with the engine tune changed since Doohan last rode, not knowing the tyres, not being able to do much with his body from injuries - and on the second lap Mick was only 4 seconds off pole, just cruising around. Finally, look at a motoGP rider playing around, wheelying, barely hanging off, just having fun - and still riding within 10 seconds of the lap record. Clearly, there are things far more important than body position going on. Instead, I believe that using "proper" body positioning can help many riders into steering correctly. So it's not the body position that allow the bike to corner a lot faster, and they are not magically gaining acres of cornering clearance due to hanging off, but the rider may now being able to do the right things. Sit still on the bike and do the very same steering, and corner speed will be similar. Chicken strip widths as well, as hanging off alone only gain you 2-3 degrees. Finally, my own experiences. I tend to use relatively much lean, but it depend on the bike I'm riding. I recently rode a KTM 950 Super Enduro, and barely had to lean in order to keep a decent cornering speed. Same, strangely, with an old Z1 I recently rode - the chicken strips on the narrow tyres are immense, but cornering speed is pretty respectable. With my current FZ-07, I have no chicken strips on the rear tyre and just a hint on the front, but I do no go much faster. I cannot tell why. I sit upright most of the time. If I can see far ahead, I may lean my torso a little inwards. If visibility is poor, I hang out - or sit crossed up, as you say - in order to see further around the corner. Never have any of this caused me any grip issues. Perhaps I'm lacking experience - I've only been riding since 1980. Maybe the bike will bite me one day for my stupidity. So why do people lose the rear or the front and crash when they sit "wrong"? Either because they give the bike the wrong steering inputs or use either throttle or brakes wrong. Or all of them. The bike does not care how the weight is placed, just what that weight is doing, ie what moments/forces it sends through the bike. So there you have it, long rant over I honestly believe, had he lived and been in his prime today, Hailwood would have wiped the floor with all of you if you were all riding let's say BMW S1000RR with all gadgets turned off, you hanging off trying to play Marques, Mike sitting classically upright. Hotfoot being the possible exception. Could he have gone slightly faster if he learned to hang off properly? Sure. But his way of controlling the bike would be more important than what you gain by hanging off.
  10. Brembo stuff

    "They are crazy" http://www.crash.net/motogp/interview/283337/1/exclusive-lorenzo-bortolozzo-brembo-interview.html
  11. Brembo stuff

    This is the sort of weapon they use in the national competition
  12. Brembo stuff

    This week the annual national shooting contest is taking place, and I see an analogy here towards modern racing bikes. I do not shoot, nor am I particularly interested in guns, but I noticed that two shooters had 249 points from a possible 250 during the pre-qualifications, while 15 shooters in total will go the the final tomorrow, all with 246 points or more. Throughout history, starting in 1893, nobody in Norway have managed a perfect 250 score during the qualifications - the woman who leads missed by just 2 mm on a 15 cm large "10". They shoot from 300 meters, on time, kneeling, standing and laying flat. While the task is simple enough (aim and pull the trigger) - like riding a motorcycle with lots of rider aids - but the execution is very difficult if you want to win, and the tiniest miss have big consequences.
  13. Brembo stuff

    I agree with that, but this also makes it harder for a rider to make a difference, hence the rider must push closer to the edge of disaster. It was not possible to ride a 500GP bike to its limits every corner of a race because the bike wasn't predictable enough. But if a rider had a lucky day combined with enough bravery, he could win even if not the best rider. Today, you must be inch perfect and if you make a mistake you cannot just close your eyes and open the throttle to make up that time again - provided you didn't get tossed off in the process. Modern racing demand new qualites, but is in no way less challenging if the goal is to win.
  14. Brembo stuff

    Eggsaggly! And I suspect it is harder to be at the front today than it was 40 years ago, when you could compensate for poor skills with big brass cojones. Take a look at Redding, who was instantly battling for the win riding a 500GP two-stroke for the first time. "I got a good start to lead through Eau Rouge, but this was my first time on the track on two wheels, on a bike I only slung a leg over ten minutes beforehand," revealed Redding. "The rest of the guys rode yesterday, so they had a bit of an advantage in the opening laps, but it didn't take me long to get a feel for the bike and to figure out the lines. "I managed to push my way back up into second and then had a great battle with Steve Plater over the last few laps. In the end I couldn't quite find a way past him before the chequered flag, but second place isn't too bad for my first outing on a 500GP bike!" http://www.crash.net/motogp/news/193303/1/redding-rides-exkevin-schwantz-500cc-suzuki.html
  15. Brembo stuff

    Not sure if these links are helpful to you or not https://www.asphaltandrubber.com/lifestyle/use-your-rear-brake-motorcycle/ http://www.sportrider.com/riding-skills-series-using-rear-brake#page-2
  16. Brembo stuff

    They will not lose skill with electronics, but they can now perfect it because the bike will be more predictable and easier to control. But that also means that they must ride consistently closer to the ragged edge to be competitive. If we go way back, the rider would have to shift gears with a hand operated lever, use his foot for clutching, had no front brake and the throttle was similar to a choke control and would not return when the rider let go and had to be manually adjusted both ways. In addition, the oil pump had to be manually operated by hand, and the same with the ignition timing, meaning the rider had to search for optimum performance without causing pinging. Suspension was at best some girder-like thing up front with friction damper and a sprung seat in the back. What we see today is just a natural progression that began with automatic oil pumps, automatic timing advancers, foot operated gears and hand operated clutches, front brakes, hydraulic suspension at both ends and continued to this day where we see lots of further aids to make the life of the rider easier so he can focus more on the road and his speed than keeping the bike rolling. That I'm no fan of throttle by wire and traction control and whatnot is just a sign I am outdated, intimidated by the complexity and also frustrated that my romantic view of heros trying to tame wild beasts is being broken. However, I am positive that you could give any bike ever raced and hand it to Marquez or Stoner and they would be able to hustle that thing faster around a track than any other human in history. The level of the current crop of riders is higher than ever before. Would Hailwood, had he been young today, still been at the front? No doubt. The best will always rise to the top. But he would have had to work a lot harder for it than back in the 60s. And so say he who really doesn't have a clue about what's he's rambling about
  17. Brembo stuff

    Doing so will also overwhelm most humans - there's just too many things going on at once. I cannot even begin to contemplate what it would take to keep a bike in line when accelerating with 270 hp on tap while leaned way over and trying to modulate the power with exact use of the rear brake at the same time. Mind-boggling. Which is why I would be proud to get within 30 seconds of a gp-rider around a track. Very proud. Because I doubt I would be able to. Especially not with a gp bike - I'd most likely be faster on a CBR600 or something like that. But still very slow.
  18. Against the flow

    Again, it could be due to poor wording on my part if you took this from the translation. But you can shove the bike more upright if you toss yourself into the corner - the force required to move your body will have a counter-force, and this can only go into to bike. So the bike goes one way and the body the other.
  19. Against the flow

    If that's the case, it's an error of mine. Tried to find it, but couldn't. Rider in line with bike, bike and rider leaned 47 degrees. Bike leaned more than rider, bike 57 degrees, combined 51. Bike leaned less than rider, bike leaned 46 degrees, combined 51. Since it was late and the story very long, I simplified as much as I could to save myself time. No need for extra prose But I could no doubt have spent more time perfecting the English if I had been arsed
  20. Hope he will do better than the British crasher they brought in earlier in the season.
  21. More Than One Method To Lock On? Level 3 Vs Pros.

    That was what I suspected, but good to get confirmation - thanks
  22. More Than One Method To Lock On? Level 3 Vs Pros.

    Great report, fossilfuel. As a follow-up to the question on riding position - if you want to pick/show the errors you make on your own, where would you place the camera(s)?
  23. Against the flow

    I have translated it - let me know if it is OK to read, or I can share a link to my document for those interested. Who leans that far? Where are the limits? And what are the differences between street bikes? We compare bikes around a skid pad: Supermoto, Naked Bike, Cruiser und Superbike. We have also discused with experts and tried qualifying tyres from WSBK to see how they differ from street legal sport tyres. Why do we lean? Without lean to counter the centrifugal forces, the bikes would simply fall over. Leaning against the forces the correct amount keeps the machine and rider in balance. For a given radius, the faster one rides, the more one must lean. Or for a given speed, the smaller the radius, the more one must lean. How far can we lean? Sport bikes are generally limited by grip, or friction. With good tyres on a good road we typically have a friction quotient of one µ. This means we can theoretically lean 45 degrees. If you lean further, or you try to slow down or accelerate, you will slide. However, we know it is possible to achieve greater angles of lean. How? Because very grippy tyres and a grainy road surface can interact like gears. That’s why in MotoP and WSBK we can now see bike lean angles as high as 62 degrees. With the rider hanging off we can even see combined lean angles beyond that. What is that- different lean values? Corner master Jorge Lorenzo show us the difference between bike lean and the third lean. Lean angle isn’t always lean angle Basically, we talk about three lean angles. The first one is the effective lean angle. This is a theoretical value and is calculated from the speed and the radius of the corner. This counts for every bike and every rider. But this theoretical value for effective lean angle is based upon infinitely narrow tyres. Now to reality. Imagine watching a vertical bike from behind. Pull a vertical line through the bike’s centre line, the tyre and to the ground. This is where the contact point is as well as the CoG. Now place the bike on its kickstand. Now we see that the contact point between tyre and road has moved to the side somewhat because the tyres are not infinitely narrow. The more we lean the bike, the further away we move the contact point away from the bike’s centre line. If we draw a line through the CoG and both the centre line as well as down to the contact patch, we create a triangle. The angle between them is the second lean. This is the added lean required to corner at the same speed as you would have been with infinitely narrow tyres. This also show that wider tyres require more lean narrower tyres. Lorenzo shows us the difference between the bike’s lean and the third lean. With his extreme hanging off the rider is leaned over far more than the bike. The combination of the two - bike and rider - gives the third angle of lean, the combined lean. Bei 62 degree bike lean we can get to an extreme combined value of 66 degrees. What can production bikes muster? We take 4 different bikes and try them on the skid pad sitting in line with the bike, pushing the bike down and hanging off. We then measure bike lean, calculate combined lean and measure cornering speed. What gives the greatest speed? Lean angle with the Husqvarna 701 The skid pad has a diameter of 55 metres. Upright lean is 47 degrees, speed 57 kph. In typical sumo-style, pushing the bike down while leaning out, we managed 57 degrees bike lean and a speed of 62 kph. The combined lean is 51 degrees. This is the biggest difference in the test (6 degrees), a result of a light bike, high CoG, high and wide bars, narrow seat, low set pegs. Final attempt is hanging off, and we get the exact same values of 62 kph and 51 degrees combined lean. The bike is only leaning 46 degrees. So the speed is the same, but pushing the bike down sumo-style bring some advantages; more bike control and easier to catch slides being the predominant. Ducati Diavel, Cruiser & Co. Unlike for sport bikes, cruisers are limited by dragging parts when it comes to possible lean angles. With 41 degrees, the pegs are in contact with the asphalt. This will be the same regardless of what style is used. This gives us a fantastic opportunity to compare cornering speeds between the various riding styles. Sitting up gives 50 kph, pushing down 47 kph and hanging off 53 kph. MotoGP bikes can actually accelerate harder when leaned over than in a straight line. While maximum acceleration on level ground is limited to about 1g, a MotoGP bike can accelerate at 1.2g when leaned over 45 degrees! For street bikes on public roads, 45 degrees means zeron grip left for acceleration. A modern street legal sport bike outfitted with racing tyre and circulating on a grippy race track can give up to 1g of acceleration when leaned over at 40 degrees. Cornering with the Honda Fireblade First we ride on the stock Bridgestone S20 “G” tyres. Hanging off gives 61 kph and 48 degrees of lean for the bike, combined 51 degrees. What difference does qualifying tyres make? WSBK Q-tyre, straight from the heaters, has tremendous grip and feedback. We do not give up until the Fireblade gets “floaty”, a sign we are nearing the limit. With the bike leaned over 53 degrees we reached 65 kph. Combined lean is 55 degrees with the rider hanging off. Why not faster? The asphalt was cold (less than 10C / 50F) and the asphalt not overly grippy. Add a slight negative camber and the limits were like that. But this was the same for all tyres. The problem for the Q-rubber was that they lost their heat rapidly, losing grip in the process. A Pirelli-technician explained that the racers don’t lean further on Qs, but they have more grip available for braking and acceleration. Enough to give about a second lower lap times. Two laps, though, and they are mostly gone. Cornering with the BMW S 1000 R Standard Pirelli Diablo Rosso Corsa allowed 59 km/h when hanging off, with 47 degree bike lean and 50 Grad combined lean was good, but better results were limited by grinding foot peg feelers and gear shift lever. Foto: www.factstudio.de Husqvarna Supermoto 701 Sitting straight made the rider feel uneasy, which limited lean and cornering speed. Foto: www.factstudio.de The Sumo-Stil made the rider feel at most comfortable. Sliding tyres and grinding parts set the limit. Foto: www.factstudio.de If the rider had been able to hang as well off as he was at pushing the bike down, he could have cornered faster. Foto: Archiv Tyre width and CoG Wider tyres demand more lean for any given corner speed. The same goes for lower CoG. The difference between the tall Husky 701 with relatively narrow tyres and the low Diavel with its ultra-wide tyres was 3 degrees when doing 50 kph around the skid pad; 38 for the 701 and 41 for the Diavel. Foto: 2snap Lateral acceleration and lean While 45 degrees of lean gives 1g, 60 degrees give 1.7g, which isn’t the same as going 1.7 times faster by any means. Foto: www.factstudio.de Ducati Diavel A good way to see what the different riding styles can bring. Foto: www.factstudio.de Looks weird, feels weird. Foto: www.factstudio.de Feels much better than pushing the bike down!Foto: Archiv Der Kammsche Kreis This shows how much grip is left to brake or accelerate or steer at various lean angles. If you are leaned over to use half the lateral acceleration, you have 85% grip left to other forces (green arrow). The red arrow indicate that you have only 10% grip left to do anything else than circulate. Grip through the gear effect. Mikrorauigkeit (red) [micro coarseness], with spikes between 0,001 and 0,1 Millimeter is especially useful in the wet, while Makrorauigkeit (green) [macro coarseness] between 0,1 und 10 Millimeter make the difference on dry roads. Foto: Archiv Contact patch with a 180/55 sport tyre with a racing profile at 48 degrees of lean. 38 square centimetres contact area. Typical contact patch is that of a credit card. Public roads are more slippery than tracks, particularly in the wet because the surface lack Microraugkeit. Cold rubber, especially with sport tyres, can cause the tyre to slide on top of the asphalt instead of forming around it. Hence sport rubber is worse than touring rubber below a certain tyre temperature. Karussell around Nürburgring is bumpy and can be taken with 58 degrees of lean. However, thanks to the sloping surface, the angle between the road and machine is just 33 degrees. Lean and speed The Fireblade on WSBK Q-tyres managed 55 degrees of lean and 65 kph. If we theoretically put Marquez on the same skidpad with a combined lean of 66 degrees, he would have circulated at 78 kph.
  24. Against the flow

    I am not actually dissing hanging off - it will make it possible to corner a bit faster. It will not gain you many seconds per lap, but it will gain maybe 2-3 on average for a top rank rider (me speculating here). Of course, even if it's just a tenth it's worth while. However, I think there are far more important aspects for riders to learn than hanging off. If someone goes faster than before with considerable less lean when the rider start hanging off, it does not (me making a statement) have nearly as much to do with the riding position as with the rider having improved other things (see MOTORRAD figures for what hanging off brings). Also, for street riding, hanging off has disadvantages that, for me at least, outweigh any benefit of leaning a bit less; it is tiring, it usually means you cannot see as far around a corner, and it can make it harder to change direction for something unexpected. But I'm sure there are those finding it worth while. Anyway, it all boil down to this; I believe hanging off is credited for more than it can actually deliver. It is no doubt an important tool for the expert rider, but again I think there are a lot of things that can help much more when it comes to riding safe and fast. Here's a video of Mike Hailwood racing a Ducati. It's fun to watch him going quicker through the esses, despite having a chopperesque amount of wheelbase, rake and trail. The Ducati also made substantially less power than the Kawasaki and Honda that came 2nd and 3rd. It would be very interesting to hear what the coaches think is the main reason why Mike goes that quick compared to the competition, as I do not have a clue.