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gianco

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About gianco

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  1. the difference in ginkana technique is that the max lean is obtained at low speed ? i'm right?
  2. mmhhhh very interesting!!! undestood some principles that were "growing " in my head , but that i was not able to reach
  3. 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
  4. 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.
  5. no no! not so simple.... in that link is explained the correlation of sticking forces of tyre on tamrac, and tyre lean, and "deriva" but don't concerns my question and many assumption you made are wrong read the book of tony foale on chassis deigns.... you'll be amazed of many info!! if what you says was true, the rider that do japanese gimkana, due to high leaning of bike, shoud have handlebar no steered, instead they combine both steer full stop lock and hig lean angle
  6. you have done the perfect abstract of what i learned in last times. but the perplessity is on what makes the bike turn the same but with less lean.
  7. hi to everybody sorry for my language, i'm italian. i have a question.... i have readden many books,done some track school and track days here in italy, put easily knee down, but there is a question that i'm not able to answer... before some considerations... if the turning of bike is determined by leaning and steering of handlebar ... and....if body hanging determines less bike lean angle(at same speed and radius of turn).... ------answer----- when we do a turn, hangin off , bike lean less, what make it turn the same as it was leaned more (without hangin off)? what i mean is: in same turn , same speed, if we hang off, the bike make same turn, but less lean, what makes it possible? more handlebar turn? in a car what makes it tur is only steer, in a bike it is turn and lean at various degree i'm courious what makes it do same turn with less lean....
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