Jump to content

Jaybird180

Members
  • Posts

    1,860
  • Joined

  • Last visited

  • Days Won

    72

Everything posted by Jaybird180

  1. Same rider on different bikes. Which would turn better laptimes and why? Which is better for the cornering student and why? Or why not a Wankel engine?
  2. One could argue that could be just "The Bayliss Factor".
  3. In a previous post I made a comment about Kenan Sofuoğlu. Cobie suggested that I start a new thread. Here it is in expanded version. Kenan Sofuoğlu made the bold comment last year that no one in the world was faster than him. He basically stomped over everyone in World Supersport and then in 2008 went to Superbike, where he didn't do as well (around 13-18th place finishes). The last race of the season, he swapped rides with Jonny Rea. Rea did well on the Superbike and Sofuoğlu was back to his stomping ways. Is there a difference in rider technique that makes one better suited to one type of bike or the other? FWIW, Rossi has commented that he didn't like riding a Superbike. It was noted that Superbike was more about bravado and GP was finesse. Agree/disagree??? Colin Edwards is an example of a crossover rider. Ben Spies is next. There are scores of riders going from Superbike to MotoGP or the other way. We can only speculate what would happen if we put the best riders of each type on equal equipment.
  4. Anyone have any opinions on which makes the better cornering training machine?
  5. I stated earlier that I made a major change to my cornering technique in search of better results. And so, yes I've tried both ways. My best results have been going in with some gas on, quickly get to max lean and rolling on the throttle through the apex and then getting to WOT as I pass apex and get to the exit with my eyes on the next entry point. It's pretty obvious that being off the gas increases steering angle, but that's due to parasitic forces, not just "being off the gas", true? Compare ideal vehicle to real-world and I think you'll agree. When I watch racing on TV, I like seeing the telemmetry data onscreen almost as much as hearing the engines as the riders go through the corner. Seems to me that they're keeping some gas on. May I humbly ask dear Sirs, is the technique the same for a rider on a 2008 CBR1000RR versus a 2003 SV650? How about an RS125? On the superbike you want to get it turned, pointed, stood up and on the gas, right? 125: Cornerspeed. Where do they differ? Why does a rider like Sofuouglu do well on a supersport machine and not so on a superbike? Why does someone like Jonny Rea do well on both? (I hope that we're still on topic)
  6. Now this is something more along the lines of what I was looking for. Truthfully, I agree with Mr. Code's work, but I believe that anything held as truth should be able to withstand scrutiny. If it holds true it can be proven at no length of time. Can we consider this for a moment: What are the forces that predict the turning arc of a motorcycle? If we use a given speed and lean angle and use the same turn-in speed, why would the same rider not have the same arc through a turn? What other variables are there in a turning arc? What is required in order to change the steering angle? Thanks guys for working this through with me.
  7. Again, you're saying throttle rolled on, I'm not. I'm saying constant throttle, ie. not accelerating, AKA Maintenance Throttle. Acceleration is what causes the lift, not drive. Held steady would be better than rolled on, but it still makes the bike run wide at turn entry (wider than the arc it would take off throttle), and this creates adjusting/adding more lean angle later in the turn. So, the bike is leaned over further than needed, for the same speed. Make sense to you? If you begin the turn in at....say 60mph off-throttle versus 60mph on throttle, why would it make any difference in the turning arc? After this turn is executed, who would be able to got the WOT sooner?
  8. Again, you're saying throttle rolled on, I'm not. I'm saying constant throttle, ie. not accelerating, AKA Maintenance Throttle. Acceleration is what causes the lift, not drive.
  9. LOL I asked the same question on another board. I was told it meant For The Win, but it seems kindaaaaaaaaaa............................stooopid
  10. Perhaps I will wait until after Lvl 1/ 2 to continue this discussion. I will give deference to the fact that you have Mr. Code at your ready access and have the ability to ask him things like, "What did you mean when you wrote ...?" or "Now that you think about it, is there more that could have or should have been said here or there?" I reason that the distillation of all this is that there are some corners where you can take on the gas (ie, sweepers, carousels, esses) and some you can't (slow, 1st, 2nd gear 90 degree turns from straighaway, chicanes). Something that I thought was settled in my mind as an alternative way of cornering now isn't. Perhaps I ought to quit riding until then??? I like experimenting, but the stakes are too high, and a confused mind can't make a decision. What is taught in the no brakes drill?
  11. You put it out there, now you MUST show.
  12. Did anyone notice him doing it again at the Valencia race? Did anyone notice Casey Stoner also doing it? Did anyone notice that it was clearly during Oh- Sh** moments? Troy Bayliss does it too
  13. I may have to fabricate something, as I don't see any further adjustments. OR....If I can get a shorter eye bolt (I think that's what it's called) then that may work.
  14. There is a point of diminishing returns with weight on the front. It's one of the reasons n00bs aren't taught to trail-brake into corners; it's too difficult to balance pressure on the front with the cornering forces without overwhelming the available front tire traction. Busy, no. Try this: Successively go into a chosen turn, hold a steady rpm while monitoring your rpm as you enter. Increase rpm a few hundred each time through. I'm sorry to say, but it seems that you are convincing me in the merits of my point, and that disturbs me. I didn't have the idea of going into the turn on the gas until I started to read/study the CSS methods more carefully. And the more I read it and your responses the more I think you're over-simplifying. On a practical note, I know for sure off-gas works. I've ridden that way for years. But intellectually, the merits of on-gas seems preferred, nevermind the difficult of skill mastery. Isn't that what we're here for?
  15. Thanks for your reply racer, but it would help a great deal if you'd put some meat on the bones.
  16. Cobie, Racer, Hubbard, Slowass, et al- I am willing to go on a limb if you guys are willing to stick this out with me. Here goes: I don’t get you guys holding to the idea of initiating steering off-throttle and here’s why: Off throttle is relative. The engine is always spinning. If the clutch is transferring power to the rear tire, why should the rider accept whatever he is given as an idle speed when he has the ability to control what he has available? On the street this is acceptable. I cannot foresee Ben Spies doing this when he’s got Mladin breathing down his neck. Whomever is in the gas first and hardest wins, and so that is the perspective from which I’m approaching this subject; WWSD (What Would Spies Do)? On page 20 of T2 (Ch 4) Mr. Code says, “Under what conditions will your bike hold a constant line through a turn? Off-the-gas transfers weight forward, tending to make the bike stand up and run wide. On-the-gas TOO MUCH does much the same thing, widens the line.” (Caps mine for emphasis) On Pg 24 (Ch 5) he list 6 negative results from being off-the-gas and then says, “WHEN you get to the throttle determines WHERE the bike is actually working.” (Emphasis his) Then, on the next page, “When? AS SOON AS POSSIBLE. You get on the gas at the earliest possible moment in a corner. This does not mean at the apex, right before the apex or right after the apex or at any particular part of the turn, it means AS SOON AS POSSIBLE.” (Emphasis his again) I ask this question, is the turn only the 3 points where we have markers? Is the Turn-Point part of the turn? Does the turn start where you turn your head to put your eyes on the apex/exit? Does the turn start at the off-braking marker? Donny Greene’s comment on page 27 says, “I try to get the throttle on just before max lean angle for the turn. This how you get the bike to settle into the turn comfortable.” And lastly, Page 29 (Ch 6) outlines the steps that I spoke of earlier in the section on Discharging. Step #2 says, “As you turn in, roll-on the gas to get to 40/60 weight transfer. Remember this is at a non-threatening speed so rolling on should not produce any panic whatsoever or do anything except make the bike stable.” It is true that Spies is comfortable at speeds that I am not yet comfortable, which gives him the advantage of the higher panic threshold, but is his goal to get 40/60 when Mladin’s intake is screaming in his ear? I had a conversation earlier today about truth being able to withstand scrutiny. Darkness is only the absence of light. I am begging: someone please shine the light on this.
  17. Was hoping you wouldn't say that. But it is reassuring having that part settled and just accepting it. But I tell ya, no matter how I sneak on the gas it's not as consistent and predicatable as I'd like. Could be a characteristic of the bike.
  18. Just as I thought I was done mucking with my new bling rearsets, I realize that I can't cut the rod on the master cylinder short enough to put the brake pedal in a position closer to where my stock pedal was. I usually ride with my pegs under the balls of my feet. This new pedal isn't in the way, per se. On those rare occasions when I'd need to use the rear brake, the pedal is so far up that it looks nearly parallel with the peg. In order to use the pedal, I would only need to slide my foot forward. My question is: Where do you guys usually put your brake pedal? And do I need to engineer a solution to get my pedal height nearer my stock setup.
  19. Hi Derek, "Quick flick" refers to the steering action alone. It means using really positive effort at the handlebars to countersteer the bike and lean it over quickly rather than being lazy about it and just sort of leaning into the turn. Ideally, I am back on the gas well before the apex of a turn. racer How do you deal with drivetrain lash? One of my instructors (another class) said that all bikes have it. On my bike, I've made all kinds of adjustments to reduce it but never to my satisfaction. Some fuel injection systems are also smoother than mine (maybe I should look into that dyno tune). Nevertheless, that lack of smoothness IS THE BIKE. How can I better deal with it? It's an obstacle to my getting on the gas, IMMEDIATELY after turn-in and I wait until I'm nearly at the apex to crack the throttle, loosing the drive that I could have had between turn point and apex. Educate me.
  20. Thanks for that, I'll go look that up in a few. We have some indian summer days here and there. There's one coming up; perhaps I'll slap the bike back together to catch one this weekend (winter project). The disconnect comes in play by the way I explained it (I suppose). It's very difficult to roll-on and increase lean angle simultaneously, though theoretically possible (change in rear tire circumference thingy). That's not what I meant. The way I was describing is effectively the same thing that racers want to accomplish when they run their idle speed at 3-4k. Same concept.
  21. I'm glad you said that. It is one idea, and is the way I had been riding since I can remember. I hadn't decided to try something new UNTIL.....getting on this forum. My experience with turning while on the gas has been encouraging. My cornerspeed has improved, my ability to predict and hold line has improved, my desire to trail brake is diminishing, I am not afraid to roll the throttle midcorner. My mind is free of distractions like drive train lash and throttle abruptness. I've had positive results. However... I am open and willing to better ideas. It is however, important for me to conceptualize what to do before attempting to apply it, which is why I enjoy this forum. I've pointed out references to support my idea, both from an article written by Keith Code. Can you please point out to me either: 1- The flaw in Keith's writing 2- A competing idea 3- Something that sheds light on what you say that clarifies the misunderstanding that I may have about this Thanks.
  22. JB, Doing the gas before the steering--this can cause problems, and we work on fixing them at the school all the time. There is a too early on the throttle mate. C Okay, how about....change "gas" to "maintain entry speed with a leeetle gas". (LOL)
  23. I see what you mean. That is a potentially confusing statement and probably could have been written better. I would say that the "transition" Keith is speaking of is from 'off' throttle to 'on' throttle. Not from straight line to leaned over. But, I will let Keith speak for himself. #4 is the statement you're looking for "4. Reducing the lag between off brakes and on gas. The moment you release the brake there will be a lag as you orient yourself to the speed you have. Focusing on that lag can shorten it." I made a little ditty for myself. Here's the expanded version: Off gas, Brake and shift, Look, Gas, Steer, Roll out. IMHO the gap Keith refers to is in my "look".
×
×
  • Create New...