This is great, so valuable - I've been riding on track regularly since recently. Honestly, even experienced riders were not able to explain why they're hanging off their bikes. Now it makes perfect sense. Thanks for the video!
Dude that was a lot of great useful info info. My constructive criticism is that: the way you delivered it was kinda confusing. It helps if you watch your own video or have someone else watch it preferably and adjust the message accordingly. Left you a like, keep it up.
As far as tire Temps. When riding street, my tires rarely get up to temp. Unless I'm really pushing, on backroads with no lights, stops, or traffic. I use to always want track biased tires, thinking that they will be stickier. But I end up losing traction because they are never really hot enough. Plus they wear out in 5k miles. Finally I switched to a road biased silica compound. And what a world of difference. Instant traction and confidence!.. I see a lot of people with the same mindset. Like "if I get a race bike with race parts, then I'll go faster". When in reality it just makes the bike harder to ride for most normal people. Then end up being intimidated and riding slower. Like using a scalpel when you need an old hand saw. Lol. Better to get something that matches your skill and riding conditions.
Noam, great stuff and I'm loving these videos. It would be great if you could do a video that goes deeper into the physics of mechanical grip of a motorcycle tire at corner entry and break down the much talked about 100 points of grip. My thought process is that because of the flex of the front tire under braking, mechanical grip actually increases to exceed the 100 point limit. Basically I would like to know how much combined lean, braking and lateral force the tire can actually take before reaching the "limit"? - I have a feeling most of us are much further from that "limit" than we think.
Ah man, congratulations 🎉 it’s amazing thing, no worries you won’t sleep well for while ( I’ve got 2 kids ) 😂 About the subject I would suggest : How much electronic aids the rider, or to complement this video , how we can get the ‘actual lean angle ‘ including the tyre thickness. That’s my favorite lecture and you’re helping me a lot 👊 ✊
Noam Ben-Hamou Thanks for the answer. I would like to suggest to you something. Can I send to you by email? I started watch your videos because my teacher said something that you just proof me from your videos that is possible and now you’re telling me something that my teacher already proofed me that is possible 😬 Please don’t get me wrong, I’m not telling you you’re wrong or right, is just something which I think can be add to this amazing work you’ve done it.
you don't feel the g forces because on the bike you're actively moving to resist them. You hold on to the bike with your legs, your legs put pressure on the pegs, you lean to the inside. The way your body moves negates this "feeling" of forces. In a car, you're strapped down to a seat. If you actively try to resist the Gs you will stop "feeling" them
Angular or vectored g forces on the tyre increase the further you lean or the faster yoy go so whether you have any grip depends on whether angular kinetic energy forces overcome frictional forces so lean angle limitation depends on all up mass, acceleration and corner radius verses contact patch and ciefficient of friction. Suspension and tyre pressure will affect contact patch and mechanical grip. Its not as simplified as presented because calculating mechanical grip needs calibrating each bike plus rider against suspension settings, tyre compounds and pressures for any given corner = lots of testing hence 2 d data tracking. In other words it changes if you change any one of these things, including rider or suspension setting or air pressure or compound or speed or tyre angle. What works for one person will almost certainly not work for another at any given corner speed hence every person needs their bike set precisely for them. Thats all you need take away from this.
@@FlyWithNoam cool ill check it out. I was under the impression that this rate is key to corner entry speeds and therefore laptimes, but even so its not an easy thing to improve as like with max lean angle fear kicks in, so afaik it requires lots & lots of practice to push it back.
Thanks for the great video, it helps a lot. Two points came up to my mind though. You said, suspension is on 50% on 45° - isn't it 70% actually and 50% on 60° lean (cos 45 = 0.707, cos 60 = 0.5)? And maybe a reason for not being too connected to the bike would be to let your lower body work as additional suspension e.g. like getting light on the saddle when running over a bump.
I think for suspension geometry effectiveness, it's we don't need trigonometry. At 0deg lean effectiveness is 100%. At 90 deg lean effectiveness is 0%. And at 45deg effectiveness is 50%.
@@bunker5001com no you misunderstood. The possible total travel of the suspension is always 100%. I'm talking about the ratio of how much a bump is absorbed by suspension vs chassis. At 45% they split this task 50/50. Obviously chasis flex is not nearly as good as the actual suspension.
@@FlyWithNoam I agree on flexibility of chassis, swing and wheels and in addition the vertical travel of the suspension at 45° is 70% and 50% at 60° if the suspension uses its full range of motion. It's like the circle of friction - one might tend to think that you can break 50% when leaned 50%, but actually you can do more, because the forces adds geometrical, so in theory 70% break at 70% lean is possible.
