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noamkrief last won the day on December 6 2020

noamkrief had the most liked content!

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About noamkrief

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    Cornering Artist
  • Birthday 02/09/1982

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  • Have you attended a California Superbike School school?

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  1. Anyone watch motoGP? Sometimes they have onboard video with lean/throttle/brake overlay. I watch those very carefully, never once seen an overlap between braking and throttle. Not even when Rossi rides (because there are rumors he applies this technique of brakes and gas at the same time) I have data from Xavi Vierge and he doesn't do it either. In theory I could understand the concept but the "juice is not worth the squeeze". It's too distracting, and it could take away from your sensitivity on the brake lever if you are also trying to apply 5% throttle. If you are n
  2. It's a combination of camber thrust and steering angle. At a 45 degree lean angle, the profile of the tire generates alot of camber thrust, like when you roll a cone on the ground, it rolls in circles. Camber thrust at 45 degrees makes the bike want to turn at a radius of about 5 - 10 feet depending on your specific tire profile. This radius is much less of a radius we negotiate at the track. This is why we can have situations where the front wheel is actually pointing towards the outside of the turn during cornering rather than the inside. That is because camber thrust is TOO large.
  3. Faffi, yes quick steering gives you more possibility of lines. Especially the line that makes the biggest radius around a bend, like that of a moto3 bike. Yes - we can have a rider creating an un-necessarily tight radius around a specific turn leaning at 55 degrees going slower than another rider who chose a line which provides them a larger radius, leaning at 45 degrees, and this 2nd rider would be going faster. That being said, if a bike/tire is capable of reaching 55 degrees, a lean angle of 55 should 100% be achieved at some portion of any particular turn. This portion would be t
  4. Hey Faffi. The article from cycleworld pretty much explained what is happening and this phenomenon of why moto3 corner faster than motogp so I suggest you read it very carefully. The MotoGP video is leaving out some important details in order to glorify and promote moto3 in with this concept of "hey, moto3 still has its strong points, they corner faster". Sort of like - rooting for the underdog. The reality is that moto3 bikes do not do anything better than motogp bikes besides maybe the flick rates (from side to side). They certainly are NOT capable of cornering at a higher spe
  5. Ok I see what the confusion is don’t worry. A light bike moto3 with skinny tires will lean to 40 degrees bike lean and because the rider is hanging off to the inside a lot, the effective lean angle - contact patch to CG is 45 degrees. So now this bike is cornering at exactly 1G. Good so far? We agree. Now a heavier bike moto2 rider is hanging off the same distance. But because the moto2 bike weighs more, to achieve an effective lean of 45 degrees (patch to CG) the bike must lean to 43 deg. Now this bike also corners at 1G exactly. So what is the difference in speed around a
  6. Mph has nothing to do with it. I know it’s counter intuitive but i will explain. If your tire coefficient of friction is 1, your tire can only maintain 1G force. Mid corner where you don’t accelerate or decelerate (can be very short amount of time in this zone) your tire will only be subjected to lateral G forces. At 1.01 G your tires begin to slide. (Let’s not discuss slip angles for now) so your tires can only do 1G so your max lean is 45 degrees. At 45.1 you start to slide ok? we also must make a destination between bike lean angle and the lean angle betwee
  7. Moto2 riders achieve around 57-58 degrees (1.65 lateral G's) at the neutral throttle phase of the corner (0-10% throttle, no brakes) I texted one of the engineers at Kalex and asked him "How do they do 57 degrees? My tires start to slide at around 53 degrees" His reply: "It's Magic :)" Tire coefficient of friction (directly also dependent on track surface) is obviously the biggest variable assuming you don't drag any bike parts before hand. Tires used in Moto2 very similar to the now french made Dunlops KR108 rear KR106 front. (moto2 tires can be obtained from the dunlop
  8. Hey guys. I wanted to share some videos I made of me analyzing data of of my lap vs WSBK rider who is also riding my bike around Chuckwalla CW direction. So far I have made 3 videos that are very basic, but a good place to start because they are simple and hopefully easy to understand. My qualifications: I used to race cars, and we were very heavy into data analysis. I also spent many hours with crew-chief of Tech3 and Data Engineer for Gresini which we covered in detail all aspects of data acquisition for motorcycles. Software and data acquisition system: "2D Data Recordin
  9. Rear brake should not be used on the racetrack. PERIOD. (unless it rains but i'm not sure exactly). "Backing it in" can be induced by locking up the rear, true. You can use rear brake, or drop the clutch abruptly on downshift. But this is not what you are seeing in MotoGP or moto2. To prove it, go watch a few moto2 races and you can see that even on right hand turns, they back it in and don't use rear brake. It's obvious because now that almost all riders let their inside leg hang during braking, you can see the rear end of the bike "come around" while their right leg is dangling in th
  10. Thanks for your reply. You made very good points. Yes - on another post I could not use the term "threshold braking" since no one would know what it means, so I said - 100% brakes and half the people thought I meant braking as hard as my hand can squiz. Also terms like flick the bikes vs turn the bike. One of my instructors hates the word "flick" and when he was critiquing my riding he said "you need to turn faster". So I naturally though - "wow, I'm already almost dragging my elbow, if I go any faster in the turn, I might lowside". but what he meant was to FLICK faster. So basically 1/2
  11. Hi everyone A bit of background, I come from the car racing world and I started riding motorcycles for the 1st time 9 months ago. I learned how to ride from step 1 (didn't even know which lever the clutch was) and within my 1st week of riding, I rode on the highway on the shoulder at 40mph to my first track day. Since then I've done over 60 track days and enjoy bikes much more than cars because the "limit" is alot more dangerous therefore requires alot more skill and finesse. That being said I find alot of flaws in the motorcycle world. I hope I do not offend anyone. I find the motorcy
  12. Thanks for clarifying I indeed meant 100% according to traction. I believe if any of us pressed as hard as we can on the brake lever, the bike would either lock the front (if applied too abruptly) or the rear will come up over the front of the bike and the rider fly over the handlebars. So obviously - yes - 100% of the capability of the bike. If I understand correctly, unlike in a car which you can easily exceed the traction of the tires under braking where either the ABS kicks in or if no-ABS, the tires skid, on a motorcycle with decent track slicks the limit of the tire is actually neve
  13. If I can use softer braking force during the last phase of braking, it only means one thing. It means that I could have braked later and used 100% braking force (until the trailing zone begins). There is the same problem with cars which is better documented since there are alot more books about driving fast than riding. In a car, the technique is called heal and toe. While braking, you use the right side of your foot to blip the throttle for the downshift. The books and multiple authors are aware and note that the driver's ability to maintain constant brake pressure while blipping the
  14. Good to know! I'll investigate this and probably buy this racing slipper clutch. It's a safety thing in my opinion...
  15. Maybe you should do all hard braking first and start with downshifting only during the last phase of braking, which should never be 100%. Two more useful articles: http://forums.superb...p?showtopic=258 http://forums.superb...p?showtopic=310 The only time I shouldn't be at 100% braking force is once I start leaning the bike and trailing off the brakes. So You are saying I should do my downshifting during turn entry phase? Sounds scary...
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