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Post by Oneup on Jan 12, 2011 21:09:23 GMT -8
By being crossed up you are forcing more weight on the inside peg and it is giving you the washing out feeling. It is also causing you to lean the bike too much for the speed you are carrying. Try putting your chest on the tank and relaxing your arms. You should be putting almost no pressure on the bars. Most of your weight will be held by your outside leg against the tank with some pressure on the inside peg. You can then use pressure on the inside peg to help control your line through a corner. Your bike shouldn't wash out on you. You just have to get a little more comfortable with trusting your tires.
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Post by Gangplank on Jan 12, 2011 23:05:21 GMT -8
650r. Weight pegs more even. knee on tank is a long reach but can be done. My guess is your inside arm is straight out or a bit up instead of down.
Justino...,
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Post by Justin(o) on Jan 13, 2011 7:48:58 GMT -8
Dale and Oneup are saying the same thing and hopefully that resonates. It may be considerably less comfortable to get your chest down to the tank with your current (stock 650) handlebar position. When I got clip-ons (600rr) I eliminated the rise (lowering the bar height,) pushed the grips forward, as well as widened the distance between the grips which made things much more comfortable for me to Get Low (deliberate Tom Cruise/Tropic Thunder reference) my bars went from / \ to - - to -- --Remember this guy next time you're on track and Get Low |
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Post by Dale on Jan 13, 2011 8:20:19 GMT -8
It may be considerably less comfortable to get your chest down to the tank with your current (stock 650) handlebar position. One of the best things you can add to your 650 if you are riding track is the Sportbars. They work well with the stock plastic and will help your riding position. If you can't do rearsets, at least take the curb feelers off your pegs too (ask us how we discovered that one) LOL |
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Post by koth442 on Jan 13, 2011 18:37:01 GMT -8
I don't understand what is meant by crossed up. As in I'm moving my hips then shoulders opposed to shoulders then hips?
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Post by Dale on Jan 13, 2011 19:27:41 GMT -8
Doohan was a good example. Means your upper body is on the wrong side of the center line when going around corners. It's common because you want to keep your head up so the bike essentially moves under you, but your upper body doesn't follow it.  |
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Post by Justin(o) on Jan 14, 2011 9:50:17 GMT -8
Doohan's body is diagonally across the bike's center line and makes an 'X'
(He's was still pretty fast, however!)
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Post by zipbyu on Jan 14, 2011 10:15:28 GMT -8
And where is he now! Exactly!  |
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Post by Redleader on Jan 14, 2011 10:30:23 GMT -8
Doohan's body is diagonally across the bike's center line and makes an 'X' (He's was still pretty fast, however!) How is he not low-siding in that picture? i think his case covers have more grip on the road than the tires at that point. |
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Post by Justin(o) on Jan 14, 2011 10:59:00 GMT -8
He was plagued with crashes and injuries.
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Post by Dale on Jan 14, 2011 12:00:55 GMT -8
Wasn't he from the Kenny Roberts school? You just ride your knee around the corner, supporting the whole bike. Only grip you need then was all in your puck ;D
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Post by koth442 on Jan 18, 2011 7:52:06 GMT -8
Got it. Thanks for the tips!
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Post by Gangplank on Mar 8, 2011 11:27:12 GMT -8
Passing on info from a email sent out by Ken Hill (KH Coaching). KH Coaching March 2010 Update
Riding Tip: At this last weekend’s trackday, the 3 biggest issues I saw were:
1-Missing apexes-I was amazed how few people really hit their apexes. Understanding that there is an entry AND exit apex and getting the proper trajectory between the two is key. Everything with throttle control, brake control and body position won’t help you, if you are in the wrong place on the track.
2-Sitting in the middle of the seat. Pretty hard to tell your bike where to go sitting in the middle of the seat. We need to be either on the left or the right side of the bike, before we get to the braking zones. If not, getting the bike stopped and turned will be very difficult, resulting in missed apexes and more lean angle than needed. If there are 2 left turns in a row, stay off to the left, make things easier by moving less and moving at the right time.
3-Abrupt inputs-Wow! I couldn’t believe how many people I saw stab or grab their brakes, or hammer the throttle. These inputs typically happen because of the 2 reasons I saw above, as well as going to them too late. Using the controls in a smooth, calculating manner is more important the faster you go and will certainly prevent crashes and bike set-up problems like I saw this weekend.
Ride safe and see you at the track.
Ken" |
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Post by jlavallee on Mar 8, 2011 11:49:28 GMT -8
He was plagued with crashes and injuries. That is not really fair as he was not a "crasher" and his season of 12 wins in a 15 race season is unmatched. Mick had a relatively low crash rate in actuality but when he went down, it was often bad. To win 5 500cc championships in a row you are a consistant rider and fast as hell to boot. Mick was unfortunate with a couple of big crashes and one seriously bad medical team. He was known to push to the limits but all champions do. The bikes are different, the tires are different and it goes to show that there is more than one way to be fast. A few years ago on a honda 1000 in Australia both him and Gardner were under the regional open 1000 race times during a promo session for the GP. |
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Post by Justin(o) on Mar 8, 2011 15:02:41 GMT -8
I gathered my empirical data from the movie
'Faster'
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