faffi

Indeed! But if you search Marc Marquez 2015 qualifying Austin you should be able to find footage of his bike stopping on the main straight with 3-something minutes to go. He then jumps the fence, runs to his spare bike, and proceed to set pole time.

Still good racing, though

I raised the rear of the Honda Deauville to gain cornering clearance, because it was scraping at ridiculous low speeds. I replaced the stock 120/70 front with a 110/70 because the former was worn out and I had a new of the latter laying around. Both are allowed for the 3.50in rim. I do not know where the CoG is. The Deauville is a touring bike, weighing about 550 lb with a full tank. The MT07 is taller and much lighter at 400 lb wet. The GSX600F about 500 lb and the CB400 about 425 lb wet. They have a V-twin, Inline twin, inline four and inline four engine respectively, if that matters. But for me, the strange part is that the Deauville require a lot more lean for any given speed than anything else I have ridden. My latest bike, a Yamaha 650 V-Star Classic cruiser, is really low, yet demand a lot less lean than the Deauville.

Some bikes will straighten up dramatically if the front brake is applied mid-corner, other bikes are mostly unaffected. The cause is, AFAIK, debated.

Before I try to explain, it may be important to know that other than basic, mandatory training in order to obtain my licence, little if anything was educated in the form of riding techniques. I had 7 riding lessons back in 1980, where I had to demonstrate I could ride fast and slow slalom, turn feet-up inside a virtual garage, stop safely during emergency braking and act responsibly in traffic. It was mostly "do that" rather than "this is the way to do that". You either figured it out, or you flunked. What little I did know came from bicycling. I cycled about 5 miles per day riding to school, in all kinds of weather. Anything from dry and warm tarmac to 1 foot deep snow to black ice. I also got hold of a pamphlet that explained the importance of taking as wide an arch as possible around every corner in order to be able to see as far ahead as possible. That was basically it. So, to the turn-in on the brakes. Nobody ever told me, it just what I did from the first corner I entered back in the spring of 1980. Some may remember that in 2011/2012, I tried to re-educate myself to setting my entry speed early. It was v-e-r-y difficult, and I also felt unsafe. Enough so that I ride poorly enough to experience slides at a slow pace; I was tense. After lots of practice, I finally came to the point where I could follow this technique and feel OK with it. And I sometimes do this when I trundle along. But it still leaves me in the dark regarding how much front end grip I have at my disposal due to less feedback through the bars. Another issue is that if I have to brake mid-corner - which one can say would be because of speed being too high for the conditions - it is a huge benefit to already having loaded the front tire and brakes. Especially for a ham-fisted rider like me. Other than that, front end load is my friend. I do not mind getting on the brakes mid-corner. I do not mind braking all around a corner (because I went in too hot). I do not mind adding more lean while already leaned over and on the brakes. Although probably the wrong thing(s) to do, it works for me. Even on ice or in snow, I primarily rely on the front brake. It used to be solely, but now I have trained myself to also use the rear brake when it feels correct, alone or together with the front. What if the front locks up? Release and reapply. Long reply, this, and perhaps without giving you a good answer. But basically I do it because it feels right, always did. To me. Just as doing my braking - or slowing - upright feels unnatural. To me.

"Brake-gas-turn, the XX-tuner's mantra". "Brake early, get comfortable, then drive through the corner. Not accelerate, drive through." Personally, I can turn on a steady throttle when corners are wide open and I do not have to lean a lot, but the moment my pace starts to go up a bit and/or visibility is limited (not a track issue, but I am a street rider), I either turn on a trailing throttle or with the brakes on. I used to be hard on the brakes, but now I am happy as long as I am trailing off speed when I turn in.

I do not have any issues with turning in on maintenance throttle, but to first brake, then go to maintenance throttle and only then turn seems at best complicated to me. Especially for a beginner. Timing seems incredibly difficult, particularly for a novice or someone clumsy like me. Also, for racing, I reckon it would quickly cause havoc if a rider were to brake much sooner then anybody else. However, that was why I asked the question in the first place; are there any track corner where this would clearly be the preferred way, so much so that every racer would brake prematurely (compared to most corners) in order to cut the lap time?

A tuner and coach - there is a video on utube, but I understand that is best left unlinked - gives a student advice of braking, then giving the bike maintenance throttle and only then turn at a particular corner. To me, as a trail braker, this sounds weird, but are there situations where this is the best approach?

Page 83, as you can see in the link. But it was also repeated later in the book, although I do not recall at what page.

According to RaceTech, more trail means more grip, but they does not explain why. Because it actually sounds counter-intuitive to me, I wonder if anybody hear can elaborate on the topic? https://books.google.no/books?id=GWR_H3cMRLoC&pg=PA83&lpg=PA83&dq="more+trail"++"more+grip"&source=bl&ots=HayV9z0msk&sig=ACfU3U2UbgjhvKZ57B5t5H6sWolXIGe2JA&hl=en&sa=X&ved=2ahUKEwip2oSB5MHkAhX4xcQBHbRNDeAQ6AEwAXoECDEQAQ#v=onepage&q="more trail" "more grip"&f=false

New to this thread, but no. 3 vision is by far the most important skill on public roads. And the skill I would most want to improve is wide vision. Actually, I can do it, but not for long and never under stress. Could I learn to do it all the time? Perhaps. But I am not sure at all. I'm 55 and I still bump into all kind of stuff, lack the ability to understand my place in space/my surroundings, and am really poorly coordinated in general. Even stuff I practice every time I ride or drive, like clutch/gear/throttle coordination does not become better. It is in my genes, literally. I would like to add one more thing, and that is that those who never challenge their own limits or their bike's, but stay well inside of what they can control, have the fewest accidents. Even those who only use the rear brake for stopping. Leave enough margin to stop in time, and only the crazy unexpected can bite. But where is the fun in that

That sounds right to me. As long as we are under control - and what we can control can be practiced and learned and expanded - we can act in a calculated way. But once you are out of control, you will revert to your personal SRs. With practice, and also personal abilities will help here, there is a grey zone where you are out of control, but still able to fight the SRs and act in a manner practiced. This could be looking into/around a corner despite the feeling of having entered too fast. However, if you enter way too fast, I reckon SRs will strike. For some, SRs will strike early and hard, others can be cooler customers. Still, at one stage I reckon panic will take over for everyone. We can see this every now and then on TV even with the very best MotoGP racers, where they appear target fixate and go straight (off the road) when entering a corner too fast, even though it appears that the speed did get low enough to turn before they left the asphalt and hit the gravel. Then you have MM, who doesn't seem to have SRs at all 😁

He can ride a bit

I found this interesting, which likely is the death knell for this topic

You could add the surprise with å flashing lamp. No lamp, go straight or into å gentle corner, lamp turned on, turn hard. Even better if you could have lamps for left and right, and nothing for straight on. Light must come on almost too late.

What spring to mind is a big space with a painted corner outline, but with tons of runoff. Each rider could then charge the corner, based on their own limitations, with no risk of crashing while going too fast to (belive they can) make the corner. By always adding enough speed to maintain this "I cannot make this " you should hopefully have a similar training situation to that of the airplane.

- and keep track of your suspension. Or so say him

Compare video above to these

I will admit I was surprised to see how minute the movement of the triple tree is in this video during change of direction.