- Nov 6, 2020
- Triumph Thruxton R
Without the four or five extra runs we were at disadvantage of unleashing the potential of the motorcycle even on a decent course. I felt comfortable pushing the bike as long as the frequency of the oscillating wasn't increasing or becoming more severe.As I said, and now you all can see, this wasn't a hop and go simple thing like on a production 1000 or something. Riding the bike fast out there was work and required a lot of finesse to cope with the dancing it was doing, particularly on deceleration.
Steering head bearing is not loose, nor too tight, it's in the window of correct, no click on pull of fork legs while front is lifted, but the bars freely fall to the stop.
1st run, steering damper was in the middle position, shocks at 10.5", valving at softest. Tires at 36f/33r.
2nd run, steering damper was in the tightest position, shocks at 11", valving at notch 3 of 4. Tires at 37f/35r.
Understand these aren't street tires, they're typically run at 26-28 psi, hot temps (around 80c). WSBK SuperBike race tire front, SuperCorsa SC rear (not the street approved SuperCorsa, track only). They are built on the same carcass, but the SuperCorsa SC3 has an extended temperature range of functionality to cope with the relatively cool temps via compound and the voids which help heat them more quickly than a full slick.
The wobble was self-correcting, but only just, and low traction made it take a lot longer to self-correct than on pavement. I'm fairly certain the delayed correction of the wobble was due to shock length setting the swing arm angle too shallow, providing "barely adequate" anti-squat on the back of the bike.
I appreciate the effort, engineering and your problem solving abilities. Given more time and a reasonable course I'm certain the results would have been outstanding and were still pretty darn good given the higher number the usual obstacles you had a deal with. I appreciate the opportunity.