April 20th, 2016, 08:35 AM | #41 | |
ninjette.org certified postwhore
Name: Al
Location: York, Pa
Join Date: Dec 2012 Motorcycle(s): 2013 Ninja 300..............2008 Ninja 500-sold...2009 Ninja 250-Crashed Posts: Too much.
MOTM - Sep '14
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Quote:
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Keep calm and ride on -Motofool Never quit on a rainy day -ally99 |
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April 20th, 2016, 09:22 AM | #42 | ||
The Corner Whisperer
Name: Chris (aka Reactor)
Location: Northern KY
Join Date: May 2011 Motorcycle(s): 2010 250 (track), 1992 250, 2006 R6 (street/track), 2008 R6 (track) Posts: Too much.
MOTY 2015, MOTM - Nov '12, Nov '13
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Quote:
From Ducati: Quote:
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Goal: Shake A Million Hands | Look through the corners | Track Day Prep | Closest track? | The Mid-Ohio School |
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2 out of 2 members found this post helpful. |
April 20th, 2016, 09:41 AM | #43 | |
ninjette.org certified postwhore
Name: .
Location: .
Join Date: Feb 2011 Motorcycle(s): . Posts: Too much.
MOTM - Feb '13, Feb '14
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Quote:
The engine throws me off from visually estimating a CG position, leaning forward and hugging the front wheel. |
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April 27th, 2016, 02:09 PM | #44 |
ninjette.org sage
Name: Misti
Location: Vancouver, BC
Join Date: Oct 2010 Motorcycle(s): currently: Yamaha YZF 250 dirt/motard Posts: 787
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From Twist of the Wrist II:
"Considering that most machines in a static or constant speed situation have a 50/50 weight distribution (+or -5.0 percent) front-to-rear, we begin to calculate the guidelines of correct acceleration through a turn. By the numbers we want to transfer 10 to 20 percent of the weight rearwards, using the throttle. Technically, this is 0.1 to 0.2 G of acceleration. Simply put, it's the force generated by a smooth fifth-gear roll-on in the 4000-6000rpm range on pretty much anything over 600cc. That's not much acceleration, but it does the job." Traction Specifics: "When we talk about cornering we are talking about traction as the rider's main concern. To determine an ideal scene for traction, machine-wise, we start by simply measuring the contact patches of the tires to discover what the basic distribution of loads should be while cornering. Roughly speaking, those measurements show that 40 percent of the total load should be up front, 60 percent at the rear. Bikes set up for racing and real GP machines carry more rear rubber, changing the useable load bias (possibly to as much as 70 percent on the rear) to favour hard acceleration coming out of turns. Each bike's exact ideal weight distribution may vary a bit from the basic 40/60 percent rule. The rider's task is to match the exact load specs of his machine with expert use of the throttle."
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"Leap and the net will appear!" superbikeschool.com www.motomom.ca |
2 out of 2 members found this post helpful. |
January 13th, 2024, 01:18 PM | #45 |
newbie, but only here.
Name: Anthony
Location: UK
Join Date: Jan 2024 Motorcycle(s): EX250H (ZZR250, or the original "250 Ninja" for our American brethren), EX500D, ZX900C2 (old git) Posts: 1
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This is a very old post, but an interesting question.
I think the reason rear tyres are wider on race bikes is because you need a larger contact patch to exert more force (put down more power). Despite the fact that brakes can easily be made more powerful than engines, the way back wheels on motorcycles lose traction is much easier to control than the way front ones do. So we are much happier drifting the rear coming out of corners than scrubbing the front going in to them. Or, more to the point, the racers are. So we want our rear wheels to handle more power. On cruisers, it is just convenient to have more weight, and so a bigger tyre, on the back. Either way rear tyres are wider. But, if you only consider the physics/mechanics/material science, then for getting into and around corners as quick as you can, the optimal weight distribution and contact patch is 50/50. |
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