littlefield

OK, so in this case, were you adding lean angle at the same time as you were coming into the throttle? Even just a little bit? CF It's quite possible. I definitely wasn't standing the bike up.

I lowsided coming out of turn 4 at Barber. Think that's the right number, the tight hairpin. I was well through the corner, started to give it some gas and next thing I know I'm sliding along the asphalt. Not a tire problem or anything just overcame the traction on the rear tire while still leaned well over and away it went. The bike and I ended up in the grass on the far side of the gravel trap which reinforces the notion that the problem was coming out of the turn, not going into it.

The way they move their left foot seems fairly large, slow and deliberate, moreso than would be needed to just move your foot from one place to another.

Just goes to show you can't believe everything you read even it's got a nice picture. Lowering the center of gravity increases the required lean angle? Not true. It's not nice to fool with Mother Nature.

It would indeed.

This is just me but I would think feeling comfortable and secure are more important than the actual physics of body postion. So whatever feels best to you.

This is getting off topic for the turning radius thread so I'll start a new one. Following is a simple equation to estimate the effect on the lean angle of hanging off the motorcycle. This was derived using the bike in a straight up and down positon. In other words, the angle from which the center of gravity (cg) deviates is between a line from the center of the contact patch with the bike upright up through the bikes cg and another line from the center of the contact patch through the bike + rider cg. This wouldn't be totally correct when the contact patch moves to the edge of the tire but the idea is the same. DR = distance the cg of the rider is moved off the centerline of the bike HR = height of the rider cg above the pavement HB = height of the bike cg above the pavement WB = weight of the bike WR = weight of the rider The angle the bike + rider cg deviates as described above = arctan (DR/(HR + (HB*WB/WR)) This is how much more the bike would be upright as a result of hanging off. Intuitively it makes sense. Angle increase with DR and decreases with HR and HB. So for a 400 lb bike, 175 lb rider, HB = 20 inches, HR = 40 inches, DR = 6 inches the angle is 4 degrees.

A group of us recently went riding in WV and of course got caught in the rain. We started talking about wet road techniques at a stop. One of the guys said he didn't like to turn quickly in slippery road conditions because the sharp turn would require more traction. I agreed that intuitively you want to minimize input into the bars in the wet but really a firmer push doesn't cause a sharp turn. It does make the corner radius decrease at a more rapid rate but you still end up needing less lean angle and traction to negotiate the turn. The concept that a firm push on the bar and quick turn results is less lean angle required makes sense to most folks. What seems harder to convey is what happens during the transition from straight up and down to leaned over. People picture a kink in their line, like the transition is abrupt when in reality the radius is just decreasing more quickly. This is hard to draw on a board and I can picture during the Level 1 instruction some of the lines shown had the appearance of a sharp radius blending into the exit line rather than a continuously decreasing radius. Anyway, the long winded purpose of this is to suggest a training aid. If you've ever done drafting by hand you've used a French curve. It's a drawing template that has a changing radius of curvature along it's length. Different curves have the radius changing at different rates. It may be handy tool to help illustrate more clearily the transition from the line going into a curve to the different lines exiting a curve.

Looks right to me. The cornering angle numbers they show on MotoGP are probable bike angle instead of center of gravity/contact patch angle. We're going out of town for several days. When we return I'll take a stab at estimating the difference although I'm sure it's been done already.

Numbers are right but I think the convension should be higher horizontal force/higher velocity/tighter radius gives a higher lean angle. So it should be Fhoriz/Fvert.

The answer is 'yes'. 93 octane and up.

Is gas available in the paddlock area at VIR?

I guess you're always going to have some. What do you think is acceptable?

What I suggested works on late model Triumphs and there's not reason it won't work on others. Just buy or borrow a multimeter (if you don't have one they're good to have anyway and cheap), measure the resistance of the servo, go the Radio Shack and get a resistor that's close and attach it into the plug using your favorite method. This is not tough or complicated.

I bet you could measure the resistance of the servo, get an equivalent resistor and plug it in the connector.