Shaft Effect and Technique

[barbagris]

Looking at Gyroscopic precession, I definitively don’t mentally notice a difference in right/left turn feel, but my tires tell a different story. I corner harder right than left, while there are a number of rider caused reasons besides gyroscopic precession for this, it could be a intuitive reaction to the effect. I wonder if other R3 riders notice a difference in left/right wear at the outer edges of their tires.

Bear in mind that in the US like here - your right handers effectively have a tighter turn radius than your left. I have not seen many roundabouts in the US either - But here they are a major road feature and here that can mean some "interesting" left handers.

Many years ago I knew a guy who was writing a research paper on this very issue. He believed he had found a correlation between where you rode and how you rode - but sadly he ran out of road (literally) one day and the paper never saw its way to print.

 

[barbagris]

When on hard power and the forks are full extension but just barely kissing the ground, .

If its doing that in a corner I'd be worried. It means the tyres are providing no friction so the springs are not being compressed by 1/2 tonne of weight being thrown outwards. The standard forks will be bottomed out or close.

A lot of it is weight distribution and shift - with some C of G concentration checked in for good measure.

 

[Claviger]

Regarding round abouts here, there are quite a few in my area, but they were designed my the mentally deficient and they all have nasty off camber angles to them so need to be tip toed around as they eat up a ton of clearance just going straight through them, German ones are much much better!!

The full extension portion I meant would be the last 1/3 of the corner, full power (ish) section as your straightening the bike up.

Rewatching Keith Code and carefully thinking over some events I think I may have solved a couple of problems:

Wobbles at high speed while shifting and using the clutch - First, I am trying a different method with the steering bearing as mine is habitually a little loose, new method should have it tight. Second, I know I’m clamping down on the grips at full throttle (hard not to now), making it more likely to wobble. Third, the forks I measured out to be using 116mm of the available 120mm travel. If I’m using that much during compression I can only assume I’m topping them out as well, so the spring rate will be extremely low at that point with no more reach, resulting in the front tire hunting for grip with no ability to track dips.

Front tire chatter in slower corners just after entry (not trail braking) if they’re not perfectly smooth - Two things come to mind, not quite enough rebound damping and again, the bearing being a touch loose giving the front end a little play so the whole fork assembly deflects side to side when it shouldn’t.

Make sense?

 

[1olbull]

Or you drift the tail out. Rob has the extra horsies to do so.

Actually losing traction while in a curve takes very little HP with either tire.
The tangent of your lean angle yields the friction coefficient necessary.
Whenever the sum of the squares of that value and any applies braking value exceeds the available roadway friction, sphincter pucker it sure to follow!

 

[scot in exile]

Motorcycle 101
If you lose traction in a curve get it back then enter the next corner correctly
If you ride with someone who scraps in every corner show them how to corner correctly, your bike has two points A&B (front and rear wheel ) you bring C into the equation and traction is lost from A or B which is not good.
A smooth rider will beat a crazy unstable rider every-time.

 

[Landstar]

Yes Sir I wish everyone would read Kieth Code writings.

 

[warp9.9]

Ok if you guys worked for the government you would not be talking about the SHAFT EFFECT

 

[1olbull]

Motorcycle 101
#1 - If you lose traction in a curve get it back then enter the next corner correctly
#2 - If you ride with someone who scraps in every corner show them how to corner correctly, your bike has two points A&B (front and rear wheel ) you bring C into the equation and traction is lost from A or B which is not good.
#3 - A smooth rider will beat a crazy unstable rider every-time.

Respectfully . . .
#1 - If you lose traction in a curve on a dry roadway from exceeding your, or the bike limits, you are more than likely going down - fast!
There will be no time to simply "get it back".
#2 - Ever reckon that a bikes lean angle can be exceeded by a rider that does know how to ?
#3 - This one is spot-on!

 

[1olbull]

What Kode has to say is masterfull and beyond reproach.
The video is geared pretty much for novice riders.
Likely his book, that I just ordered, will be more to the point.

 

[Claviger]

It is, and it’s a lot more technical, Ihave a copy upstairs