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Fajita Dave

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About Fajita Dave

  • Birthday 01/27/1987

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    Barboursville, VA
  1. Target fixation is the worst SR in my opinion! Of course its hard to say looking at still pictures but you rode into the ditch pretty late into corner exit. Do you think you could have made it dispite your early apex and high entry speed if it weren't for target fixation?
  2. Don't forget about Newton's 3rd law of motion. Every action has an equal and opposite reaction. When you try to turn the handlebars in one direction, the handlebars try to turn you in the other direction. Since your lower body should be locked onto the frame with your knees this twisting force is transfered to the frame making the rear end step out. Of course if the rear tire has traction then everything stays in line. But when the rear tire has almost no traction there is very little keeping it from stepping out of line. So the result when you turn the handlebars is you end up turning the frame too.
  3. I started martial arts from a pretty young age and learned how to meditate. I don't meditate before or during a ride but its sort of given me the ability to just "flick the switch" into being calm. It only works when I'm riding motocross which I've done since I was 9. I'm extremely at home in the dirt on my dirtbike and its easy to fall into a solid state of focus. Its not quite that simple on a sportbike. I haven't been on a road course with my sportbike yet but I do get a little tense when I'm trying to go a little faster on my favorit twisty roads. As soon as I feel that tension I have to just back off the pace a little bit and regroup. Focus on turn in points, throttle control and looking through the exit. After that everything starts to flow nicely again.
  4. Have you thought about getting custom fitted leathers? There is a company in VA that makes them but I have no idea what their name is anymore. It was 4 years ago when I looked into it. It could be a last resort and it would be an expensive option!
  5. DIsclaimer, I didn't mean to make this sound so "deep" but its the only way I can find to explain it! noamkrief, I think you might be to worried about termanology. Every region and sport has its own termanology and I don't nessisarily think it should be the same between motorcyces and cars anyway. With a car your body has no influence on the machine other then the direct steering, shifting and petal inputs. I think things get viewed more from a mechanical "matter-a-fact" kind of way because its entirely up to the car's setup. On a motorcycle the rider is an integrated part of the system and you become one with the bike . With such a direct and important role that you have on the motorcycle your brain registers whats going on more as if it were happening to you personally instead of it being the vehicles fault. So you end up with termanology like "backing it in" or "loosing the front" because it feels more like that is whats happening to US instead of it simply being mechanical feed back that a car is giving you. As far as a mechanic not using a torque wrech goes. That is completely rediculous. I don't know how anyone could work on the top end of one of these engines without a torque wrech and not strip the threads out of everything. Spark plugs and cam journals are torqued to 8 ft/lbs on my bike and it seems like a rediculously small amount to keep the bolts in place. A little tighter and the threads will strip.
  6. The front wheel is always following the direction you're traveling in. So if you're turning left, the front wheel is pointing left. As Lnewqban explained it does depend on the tire profile as well. One thing for certain the only possible way to be turning left and the wheel to be pointing right (off the line of travel) is if the front tire is sliding. If that happens it wont be sliding for long before you hit the ground. When a motorcycle oversteers the frame is what moves around the steering stem. It looks like the handlebars are turned in the opposite direction of the corner. In reality the handlebars haven't moved at all, instead the frame rotated around them while the front wheel continues to follow the line being traveled.
  7. I love the slow motion with those camera angles. You can pretty much tell everything he did to result in a tank slapper! He got the bike to a nice lean angle and started applying throttle doing a good job of not mixing the two. It looks like he applied a little to much throttle and the rear started to slide. This caused him to lift off the throttle and tense up on the handlebars which caused some headshake. The tense arms kept the headshake going for a while AND transfered it to the rear end (hense the rear bouncing all over the place too). If the rider's arms are relaxed headshake stays iscelatied to the front wheel unless the steering damper is very stiff. When he finally relaxed the bike recovered on its own. Suspension may have played a part but who knows what kind of condition its in.
  8. "Leon: Yes, it's a balance thing. When you're hard on the brakes, a bike can easily get crossed up going into a turn and sticking your leg out gives you better balance when you're hard on the brakes. It depends on the circuit, bike and how hard you're braking as to how much you need it." That sounds familure .
  9. Yeah, at COTA Scott Russell mentioned that Mark Marquez only hangs his foot out when hes pushing for every thousanth of a second. Otherwises its always both feet on the pegs. He showed it too once he made the pass on his team mate later in the race. Since GP racers have shown on telemetry that they can enter a turn every single time within 0.5kph when they're turning out solid laps. With such a critical and small margin for error they have I guess sticking your leg out in the wind could give you just the edge you need to slow down for a corner. If its worth one tenth of a second per lap its worth it for them. Sitting here thinking about it now I wonder if its a balance kind of thing. I ride mountain bikes and used to ride BMX and I used to stick a foot out when doing stoppies because I could move my leg to help me stay balanced on the front wheel. These riders are pretty much riding into every turn with the rear wheel as close to off the ground as possible. Maybe it helps them control how the rear end lifts under hard braking? I'm can't imagine it would let them brake harder, but a little more control would help them be more precise with their entry speed and line.
  10. No, not me. I'm still working towards that... It's interesting to note that despite riding faster now than ever before, I'm yet to put my knee down. (Not that 'knee down' is a goal for me, it will just happen when it happens.) It's a funny thing that when you start riding effectively you don't use as much lean angle etc. Riding faster and faster, yet keeping more and more lean angle & safety margin in reserve... But that would be a subject for an entirely new thread... This may not be an accurate way to think about it, since a bike always has cornering forces applied - but... I visualise the red lines in the above diagram as an actual physical structure, say it was created out of steel tube. Now if you set it on the ground and try to balance on it - which peg will you use? You could probably succeed using the 'outside peg', but if you try to balance on the 'inside peg' leant over like that... not a chance. That's a very simplistic example relating to stability, but may not even be valid once you factor in cornering forces... Great example with the barbell, Hotfoot. Makes sense to me. I think one thing being left out here is that you're body weight isn't working any differently while cornering as it is while riding upright. I'm having a hard time finding a way to explain this but I'll give it a try. At a 45 degree lean angle you have about 1G of cornering force and as always 1G of gravity pulling you straight down. That means you're body weight is more or less pushing on the motorcycle the same way it does as if you were riding straight! So whether you push on the inside or the outside peg its having nearly the exact same effect on the rear tire. In other words pushing on the outside peg isn't pushing "down" on the rear tire, its pushing it out in the same way pushing on the inside peg would. I suppose you could torque the chassis a little bit but wouldn't it have the same effect as making a tiny counter-steer input? However, since your body weight is hanging off the inside that leaves you with nothing to push with on the outside. If you look at the rider's body position all of his weight is centered over his inside leg, that would leave him with nothing to push on with his outside leg without compermising his body position. When you get into the realms of MotoGP that would add another dynamic to it. Cornering at 2G you are pretty much stuck to the bike even if you aren't holding onto anything. I suppose that might give you some ability to push on the outside peg no matter where your body position is. The only question I still can't answer is why? What would be the advantage? I know when I lock my outside leg into the bike it "feels" like I'm weighting the outside peg. I know its only because my knee is jammed into the tank and my toe is pushing down on the peg but it does feel like I'm weighting the peg. Having my lower body locked onto the motorcycle this way really helps me get my arms relaxed mid corner and I immediately feel the bike cornering easier and sharper.
  11. I live in Virginia and have been on the blue ridge parkway pretty often so I know what you mean. Its easy to get drawn into the double yellow lines knowing that your tires are still in the correct lane. I just found that having a slight change in mind set helped me stay fully in my lane. Instead of thinking about where my tires were on the pavement I was thinking more about where my head was relative to the pavement in left turns. As I approached a corner I thought of what I needed to do to keep my head just inside my lane and didn't worry about where the tires were. Of course you need to make sure the tires stay on the pavement! However, if your head is close to the yellow line than your tires will definitely still be on the road. Also I found that you really can't have much of a "line" through left turns. You more or less need to follow the curve of the road. Personally I feel its not as important to have that late turn in point when making a left turn on a two lane road. You already have a much better sight line through the corner compared to if it was a right turn so there isn't to much of an advantage by turning in later. Turning in as late as possible and using all of the road width does help you get through the corner with less lean angle.... but so does going slower. So just make sure you're going the appropriate speed.
  12. I think the most common problem I've seen especially after teaching a few people to ride is keeping their arms tense. Death grip on the handlebars, pushing on the bars and just keeping their arms tense I think is the single biggest factor that makes a motorcycle unstable. A motorcycle is increadibly stable when its geometry is left to do its own thing by a rider with relaxed arms, once you tense up that stability goes out the window when it counts most.
  13. I'm pretty sure pros will have a quick shifter setup unless its outlawed by the rules. So there would be no using the clutch. If you up shift with the clutch I guess it depends on how much clutch you intend to grab. A while ago I noticed that on the street I barely pulled the clutch at all on up shifts. It probably wasn't disengauging the clutch enough for it to make a difference and shifting felt the same as if I pulled the clutch in all the way. When I shift near redline on my 600 it always seems to be a lot smoother without using the clutch.
  14. That is the answer I've been having such a hard time figuring out on my own! Primarily on my dirtbike I've always noticed that the bike seems to handle quite a bit differently while standing on the pegs. I mostly noticed this after I started trail riding recently instead of the high speed motocross I was used to since I was 9. It simply "felt" like the center of gravity of the motorcycle on its own was lower, however it makes perfect since that what I've been feeling is just a result of me "detatching" myself from the motorcycle it reduces the moment of inertia. Just to make sure I have this perfectly clear, the CG doesn't have any significant change you're simply changing the pivot point of which the motorcycle leans around. If I locked my legs to the motorcycles making the bike/rider system ridged again (like sitting on the seat) it will raise the MOI which is exactly what it feels like in practice on my dirtbike. I definitely know you don't want a low CG on a motorcycle for cornering. Its way past my normal bed time so I'm having trouble thinking of how to explain it but cornering G's and gravity go hand in hand. When you maintain a lean angle that is the exact equalibriam of gravity pulling you to the ground and the cornering G counteracting gravity to keep the bike upright. Having a higher CG gives gravity a bit more leverage for pulling you to the ground while leaned over so less lean angle would be required for any given corner compared to a lower CG. Thats the basics of it anyway.... Thats why I come to this forum even though I don't post much. People let the facts do the talking instead of their egos!
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