Jaybird180

Don't know if that's a big issue. I know some guys pop up higher to get more of their torso up, but others don't come up that much at all, doesn't seem to be a huge difference. C I disagree. I've changed the gearing on my bike. I rode 2 up last week. It was pretty windy. I hit the gas and the revs barely went anywhere. I tucked us in and WHAM! Right into the rev limiter.

I am looking forward to watching this race if it happens. I just read all the updated comments. Good stuff.

I clean my tires with pavement.

Why didn't I think of that???

Jay; I'm not sure if these measurements are coincidentally similar or not but to you question of why have adjustability, my rearset mounting brackets can be adjusted vertically while the footpegs and toe pieces can all be rotated as they are offset from the stem that goes into the anchor bracket (for the pegs) or the brake/shift lever arms. The amount of available adjustment is significant (to me) and it took awhile to dial in what was comfortable. The resulting measurement from the front axle is irrelevant (to me anyway) because this is where I am most consistently attached to the motorcycle; the position of each point of contact (foot peg; shift and brake toe pieces) is critical to work the foot controls effectively. Once I experienced adjustable rear sets on my track bike, I quickly followed with a set for my street bike. Kevin Hey RDR, I did find your correlation of interest BTW. It intrigues me as to why engineers do things the way they do, but more on that later... Kevin- when I got my "adjustable" rearsets, I basically put them on then trial fit them for where my knee digs into the slim part of the tank. It's not perfectly where I want it but it's close (I think it was a shifter issue as why I didn't go for those last few mm's). Is this the proper way to set them up? I've been fussing with the functionality part of my rearsets. When they were in the stock location, shifting seemed smooth. Now I have to make minute adjustments to get it right. On my last ride, my bike was recalcitrant to shift 2>3, the shifter wouldn't return. Do you think this is a setup issue, or is my tranny on the way out? I never had this before changing my rearsets from stock to aftermarket. My F4i's rearsets are Bohemian adjustable (they look very much like Satos). I have attached to the shifter the Sato RC-51 reverse shift arm so that it will clear the sproket cover and allow GP shift. It works great most of the time. But it was embarrasing to fiddle with the shifter on my 2-up last week (maybe she didn't notice?).

racer, what do you consider to be track tires?? Just slicks? What about corsa III's? or 2ct's? Do you think those 2 are good to ride on the street ? Stuman, what do you think?

Hadn't thought of it simply as a relationship, nice! To be crystal clear, 0% would be measuring from the front backwards, correct? That's correct Cobie. Assume the front axle to be the zero point then measure backwards from there. I'd love for a few folks to measure some pics and/or their bikes also to see if they don't come up with the same type of number. You need a straight on side shot of a bike to do it from a photograph. It blew my mind when I did it on about 7-8 bikes and the numbers were coming up so close together every time. Check the photo of Hayden's Honda over Pedrosa's Honda in Andy Ibbott's & Keith's book. That was one of the first two bikes I checked. I checked my VFR800 and it came in at 70.4%. RDR. Where is the individuality in that? IOW, what's the use of having adjustable rearsets to suit every rider, why not just a set of non-adjustable?

Welcome F4iMane: From our "other" forum. I guess you know why I haven't posted much over there...I spend most of my time here. But it's all good, I check in from time/time.

OMG.....I think I'm going to pop a gasket!

2

Depends on how your rebound damping is setup. If you have a lot, the front will want to stay down and if you have little it will pop back up, upsetting the chassis and disturbing it's pilot.

If you're at max braking then you'd have to trail the brakes as you tipped in. When I first started trail braking this is how I did it and I was off the brakes when I got to max lean. But it was for a lazy lean only.

Fun question. I think of a bunch of different questions to help narrow this down a bit, like do they just want to ride, get a knee down and do track days, or really want to go racing? Also, since we have a theoreitcal person, what age, where do they live, what's their economic situation? This person is 20 to 30 something with unlimited financial resources, time to spare and can relocate to any part of the world to make this new dream a reality.

Scenario: Brand New adult rider, so new ....never been on a motorbike in his/ her life, not even as a passenger. Said rider (prospective rider) sees Valentino Rossi on TV and says, "I want to do THAT!" with all the excitement of a 5 year old. What advice would you give?

I've experienced the front push before also. I don't know what I did to recover..it happened so fast. The tire just grabbed and the bike turned RIGHT NOW. I was going down the next straight before my brain processed 'what just happened'. So I'm interested in knowing also what is the "correct" action.

Since the bike resists turning-in under braking, releasing the brakes once reaching max lean would be pointless in this instance. If turn-in is lazy then it would reduce the chance of washing out the front. If you desired a quick turn-in.....faghettaboutit Stu!!!!!!! Sorry Dude. I used up all my brain juice at work today. Anyone else wanna take a stab?

Yes it will. So if that's the case, then it's not very efficient for the rider to continue to make changes to the suspension like that. Wouldn't it then make sense to trail brake so as to maintain rake angles while turning in? (But we already know the answer to that question from the trail braking thread) Okay...this thread was just to mess with our heads, right??? (sarcastic)

What happened to the idea that the rear suspension rises when "on the gas"? Won't this counteract the rising of the front end? Both the front and the rear go up when on the gas, and the opposite when off the gas. My point exactly. So there should be no change in geometry (correct?)

What happened to the idea that the rear suspension rises when "on the gas"? Won't this counteract the rising of the front end?

OK, I'm curious to what you mean by "maintenance throttle?" http://pnwriders.com/general-discussion/41...e-throttle.html J/bird and I have gone around on this one a bit, but my understanding is the term originated with cars, and I want to see if any really good car guys use that. What's your take on it Hubbard? Having the throttle on when the bike is turn, it can create some problems, and one of them is the bike runs too wide after turn in, and more lean angle is needed (than should be used) to bring it back in line. I was sort of in on this discussion. Just before I dip the bike (I think) I am at the speed I want to be at. I apply enough throttle to keep me at that speed going to the apex. I hope this is a more accurate description. We had a hard time explaining it last time. I have tried it on the street, and this Sunday will on the track, and am not comfortable with the other way. I'm going down for half the day into a slower group to work on this (as well as a couple other things). OK, so if you roll the throttle on before you turn it or while you are turning it, what happens to the line the bike takes--does it want to hold the line, or will the bike run wider after turn in? CF I think I have a way to better explain our 'going round' on this. Instead of rolling on the throttle, we just "crack open" the throttle. (smile)

hahahahaha

Jay; The "cracking the throttle" is the first step of "rolling on the throttle" isn't is? They are no more separate than a first step is part of a journey...at least that's how I have always interpreted Rule #1. Kevin I'll let that one marinate, but if someone else wants to chime in please do so.

Are the concepts of "cracking the throttle" (2-10mm) and rolling on the throttle (TC Rule #1) immediately after turn-in two SEPARATE ideas? When does one end and the other begin? If they are not separate ideas, why have two ways of explaining the same concept (get on the gas)?

Yeah, you can get away with it (bad TC) most of the time street riding, so it doesn't force one to take another way. Might be one reason that all those dirt track kids turned into such good road-racers. I'd really like Nicky to do well on that Duc. Didn't I read recently that he said after he rode it that whatever they were paying Casey, they should double it? I thought I read that he (Nicky) was on top of the time charts.

OK, I'm curious to what you mean by "maintenance throttle?" http://pnwriders.com/general-discussion/41...e-throttle.html