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gianco

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gianco last won the day on June 24

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About gianco

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    Cornering Apprentice

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  • Have you attended a California Superbike School school?
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  1. analyzing myself i can say, i found that, the issue is the scare of lean.... with body i force to hang off and lean bike, and with arms i fight against it, trying to steer inside turn, so uprighting the bike. now that i'm riding with pitbike on track, this is becoming more conscious.... the bike has nothing wrong, it's my limit....
  2. no for now i bought a pitbike and i'm training in track later i'll go back on track with my bike
  3. i feel like preventing bike lean i'm holding with lower body
  4. bicycle no sorry never drived bike like dirtbike or pitbike
  5. yes i'll try, but my need is to undestand in what i'm wrong
  6. mmmhh not sure is like that in my case, because, i feel like i'm fighting, on one side with extreme body lean and other side outside bar push, i feel can take same corner same speed without knee down, with less fatigue, less lean, but not pushing in external bar, i feel like fighting my body against external bar push
  7. i feel in strong contact with bike, i could leave the handlebar....... except in that moment when i feel push on external handlebar and that happen on my max lean i'm feeling like i 'm trying to lean off excessively with bike leaning way less.
  8. for sure if i was near , i choose to go that school👍🏻👍🏻 but i'm in italy.. on day 30 of this month i'll try it: http://scuoladimotociclismo.com/ what is that steering drill? can be explained?
  9. today at track, after many times of trackday, i realized that meanwhile i drag knee down, i'm pushing on external handlebar. i know is really wrong. as soon as i realized it, i tryed to release pressure, suddently bike, leaned more and turned more inside the cornering, but i felt i was"too slow " for that "moment" i think it's the fear of lean angle, instinctively i try to keep bike upright. how i can, force myself to not push outside bar? ( i have a bmw s1000xr) i'm that in photo
  10. understood... for aching knee, i think like you say.... i was wrong, to press foot on internal footpeg, i was trying to turn bike excessively with body lean and poorly with countersteering. now i began to apply more consciously countersteering, i feel , less pain in knee. i have to force myself to, remeber to coontersteer, end not rely only on body steering. i realized that , if i force the bike only with body lean, o press very hard with my weight on footpeg. now i'm learnig instead, to use external knee for anchor, and another thing i understood, is that, isn't really helpful to try to put body weight on footpeg, it drive rapidly to aching knees, instead, if only use footpeg to shift body lean, and after put weight on seat, the internal knee is relaxed, understood, that when bike alteady leaned, there isn't need to press on footpeg
  11. hi! i have a question, is my internal foot position right? i have a bmw s1000xr and touch knee down on track, but i feel aching knee , i rapidly feel fatigued. i see that people that ride supersport put internal foot near vertical , but i'm not able to do it... i put the foot more or less pointing in front,like the foto of naked bike, (also if it isn't myself) maybe that on a naked type bike the footrest are not toward rear , and force to that position?
  12. the difference in ginkana technique is that the max lean is obtained at low speed ? i'm right?
  13. mmhhhh very interesting!!! undestood some principles that were "growing " in my head , but that i was not able to reach
  14. in other word the bike steer also because the bike wheel can be seen as a cone and a rotation of a cone decribe a radius rotating
  15. quote from tony foale book: 2-20 Tyres Camber force (thrust) The previous section explains how steering a wheel generates the force necessary to force a vehicle to turn around a bend. However, bicycles and motorcycles must lean when taking a corner and this leaning also creates a lateral cornering force. In fact at all but the slowest of speeds and cornering accelerations this force will likely be the major contributor to the total cornering force, and the steering effects will just make up for the difference between the required cornering force and that provided by the lean. Hence, the degree of steering necessary on a motorcycle is much less than that required by a car. The lateral tyre force due to the tyre camber angle is known as camber thrust or camber force. Let’s look at Fig. 2.18 to see how this force is created. Fig. 2.18 The top left sketch shows how the contact patch of the tyre flattens at an angle and effectively becomes a slice of a cone which tends to turn around the geometric apex of the cone. The other two diagrams show how this cone tries to turn a tighter circle than the actual bend radius. As the inside edge of the tyre is forced to adopt a smaller radius than the outer edge, then for a given wheel rotational speed, the inner edge would prefer to travel at a slower road speed, this happens if the wheel is allowed to turn about a vertical axis through the apex of the cone. Just as a solid cone on a table would, if given a push. If the bike was leaning over at 45° then for a normal size tyre the horizontal radius to the cone axis would be approximately 450 mm, an impossibly tight turn. However, we’ve seen before that Conservation of Momentum will want to make the bike go straight which tends to work against this desire to turn about the effective cone centre, these conflicting effects will form a balance where the actual corner radius described is considerably greater than the cone radius.
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