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faffi

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Everything posted by faffi

  1. I think you are correct that he didn't care. Not just with racing. A superior talent with a very troubled nature. Still troubled, not so sure about the amount of talent remaining.
  2. Sometimes, it is best to hurry slowly in order to reach the destination the quickest. Take care of your body and let it heal at its own rate, pushing it towards, but never beyond the limits it sets 😉 Hope you get back to full health!
  3. This is perhaps the nicest motorcycle road in the world, I don't think it could be designed any better. I'd love to see a hill-climb race being held there 👍
  4. You probably should watch the video 😉 On braking, he mentioned that some riders will lean the bike a bit when braking in order to get more deformation of the tire and hence more grip for retardation.
  5. I have no clue if this is spot on or not, but I presume the instructors know
  6. Superb observation - it's been staring us all in the face, but only you noticed it 👌
  7. I am no expert in any way on this, but I presume it is about awareness (where are you placed) and confidence (rely on your knowledge about where you are). Some are better at knowing where in space they are situated than others. Personally, I am hopeless, which is why I constantly bump into things. So I need some margins, likely more than you, to feel somewhat in control. Here are some pictures for inspiration about using all the available space, and then some, showing what is possible:
  8. This video show partly what I feel is happening with my old 650 (I have just bought a CBF1000, though I have not picked it up yet) - there appears to be too much lean for the speed, although not as dramatic as I - and my observing son - feel it is on my Deauville 650.
  9. faffi

    KTM

    Been a very nice season so far for those with no particular hero, with more riders and brands winning or entering the podium than usual. It has also proven that nobody can currently match the speed of MM. It would be cool if a Suzuki take the title, it would be cool if a non-factory bike take the title, it would be cool if a French took the title, and it would be cool if Dovi finally got the title. In other words, l would be happy with either of the currently top six ending up as champion.
  10. Well, I am probably guilty of everything you pointed out, Jaybird 😄 However, when it comes to lowering and/or lengthening a vehicle for better stopping or acceleration, it is a result of the vehicle's ability to resist flopping over forwards or backwards. Although only if you already slowed or accelerated hard enough for that to be an issue, of course. This partly explains it https://www.physio-pedia.com/Centre_of_Gravity#:~:text=Stability and the Centre of Gravity,-The direction of&text=When the line of gravity,is said to be stable. Sorry if I just dug myself a bigger grave h
  11. If you lower the CoG, less weight will be shifted forward and you can stop harder before you do a stoppie. Which is also why a long and low bike can stop (and accelerate) harder than a tall and short one. However, I am not certain that the fork will compress more doing a stoppie while sitting upright with stiff arms, than doing a stoppie laying low with the resulting lower CoG. Since you can now slow down harder, would not even more force be fed into the suspension? But for the same rate of retardation, you probably will end up with slightly less compression of the fork laying down. Howev
  12. faffi

    Jorge vs Doohan

    Noticed Lorenzo was hopelessly slower than everybody else at the recent test, more than 3 seconds off the Aprilias. The explaination was that he is unfit and have not ridden since January. I remember Doohan in 1999 at PI. He could not walk properly and had to be lifted onto the bike, and his hand did not have the power to pull the clutch. The bike had a totally new powerband due to Criville wanting top end over driveability. Doohan dis not know the tires, the setup or anything else as the plan was to just wave to the crowd. As I remember it, he waved most of the first lap, found it f
  13. Would that not depend on how much power is fed in and how much the bike is leaned over at the time of throttle application, plus how much more lean is needed? But it does seem like a recipe for loss of traction.
  14. Could be l used to be more abrupt, and l definitely was braking late on purpose, so that could well be the issue. On the Honda, l now brake less hard and ease off them, then going directly to rolling on the throttle. I am beginning to get to grips with setting the entry speed early, but with 40 years of braking deep it is what I know. At the age of 16, riding a CB100 limited to 50 mph, l would brake at the latest moment possible as often as l could, and l gave myself a maximum of one yard error - if l stopped sooner or, much worse, overshot, it wad considered a fail. I did this on all sor
  15. No, meaning I explained myself poorly. All previous bikes I can recall having attempted early throttle application with would fight me and go wide, usually enough to make me get off the throttle again for a moment. That was the case with the NT650V until l replaced the tires recently. The XVS is a bike l rode gently home on 20 year old tires in November and have restored since. It is fitted with new diagonal Pirelli touring tires. It did not react well to my normal riding habits, which is how I subsequently ended up going in slower and exiting faster, and that the bike acted absolute
  16. Something happened recently when I fitted new tires on my NT650V, when I suddenly found I could apply throttle very early in a corner - slow or fastish - without the bike wanting to noticeably widen its trajectory. And now I found the same thing with my other bike (although it does not belong in a sporty setting), an XVS650: I can roll on the throttle fully (it is, however, a slow bike) the instant I am at full lean and it will not deviate from its chosen line one inch, nor does it take any effort to retain the trajectory; I remain relaxed at the bars. Now I wonder if I have changed somet
  17. Thanks, Jaybird, good video. This is absolutely correct, and very well explained in a simple manner. It is not as dramatic as the video suggest - I think it is about 4 degrees difference between a 130 and a 240 mm wide rear tire, all things else being equal - but it is significant. Not the primary reason on my bike as it has a 120/70 front and a 150/70 rear tire.
  18. Ah, thank you for explaining. The tendency to stand up was very noticeable, I had to use quite a bit of constant force to keep the bike leaned over. Now, if I let go of the bars, the bike will take a little tighter line than the planned trajectory, but quite minutely so. It was reasonably neutral with the Michelin fronts effort-wise, but with the soft front it was difficult to keep a smooth line around corners, the bike seemed to constantly vary lean and trajectory and the bike had to be constantly but gently guided. If that makes any sense. Regarding profile; the Bridgestone had worn ra
  19. Thank you 😎 The bike has shaft drive so wheel alignment is fixed, but a good thought
  20. There was only 2 mm difference in diameter between the old Bridgestone and the new Maxxis front, so a 1mm difference in height. I made a much bigger actual change earlier when I cut off just over 4 inches of the soft portion of my stock springs to stiffen the front end. This gave me about 15 mm less dive under the same kind of braking, meaning it should also hold the front end up a similar amount higher during brisk cornering. I also changed from 35 to 57 cSt fork oil, which naturally slowed down the rate of compression (and rebound) to compensate for the stiffer springs. Static sag was h
  21. Forgot to mention that I now also find myself going on the throttle noticeably earlier than on any other bike ever before, because early throttle application does not push the bike wide. Part is down to having little power, no doubt, but there is zero fighting or insecurity when opening the throttle once max lean is reached and the exit determined. I always felt the need to wait until I began picking the bike up before I began smooth acceleration to avoid running wide, but there is no need for that on this bike at the moment.
  22. Not that this will have much interest to anybody but me, but here is an update anyway 😄 When I bought the bike, it had a new Michelin PR4 on the rear and rather worn PR3 up front. Soon after, I replaced the brake discs and took the opportunity to fit a Pilot street, the mentioned narrower 110/70R17. When the new discs also warped, I fitted the spare wheel with stock, straight discs and a 65% worn Bridgestone BT30F mounted. With all these three front tires together with the PR4 rear, the bike demanded more lean than expected. With the PR3 and PS the bike steered fairly neutral and wo
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