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Ma-ri-la-quickie Riders Part 3

Tr3C3

Super Veteran
First to post!!! hahaha well, except for the TS Moderator Jhay hehehehe

LETS GET IT ON!!!!! SHARE NYO NAMAN NALALAMAN NYO SA BANGKINGAN MGA IDOLS!!!! heheheh (Specially MONSTER CHIE! hehehe)

LETS RIDE!!!!!!!!!!! :shag::shag::shag::shag::shag::shag::shag::shag::shag::shag::shag::shag::shag:
 

Tr3C3

Super Veteran
Share your ideas, kng anu ang proper position,riding style, tamang pag pasok sa curve etc...

Up!
Sakin nagshishift to low gear ako para assist sa engine.. drop your shoulder to where you want to go and shift your buttock cheeks opposite to where you want to go(left buttock base to support on a right turn and vice versa) tas always MAKE SURE TO BE ALWAYS STAY ON YOUR LANE... demonstrated by Christian 'The MAN" Santos and video documented and demonstrated by bro sacker42 heheheh -- LETS RIDE AGAIN AND AGAIN BROTHERS!!! :thumbsup::thumbsup::thumbsup:
 

red_is_karma

Super Veteran
sa sunday akyat tau ulit... pra matuto kay monster chie!!
JamesCore sama ka... wala me msyado kakulitan at kabakbakan... medyo naiilang me at parang newbie eh,,, puro mamaw ksama ko... c jhayboo lakas din talaga at sla chosen one... sana makasama ko kau ulit para gumaling me sa cornering... akyat na tau ulit!!!! hehehehe
 

JhayBoo

Super Veteran
sa sunday akyat tau ulit... pra matuto kay monster chie!!
JamesCore sama ka... wala me msyado kakulitan at kabakbakan... medyo naiilang me at parang newbie eh,,, puro mamaw ksama ko... c jhayboo lakas din talaga at sla chosen one... sana makasama ko kau ulit para gumaling me sa cornering... akyat na tau ulit!!!! hehehehe
wag kna...ayaw mo lang pumiga at sumabay talaga... test mode kasi yan bike mo ngyn....pero the best yung position natin tatlo bago umakyat ikaw,c ryann ...swak na swak lalo na sa pag liko
 

chie

Super Veteran
Share your ideas, kng anu ang proper position,riding style, tamang pag pasok sa curve etc...

Up!
wag kna...ayaw mo lang pumiga at sumabay talaga... test mode kasi yan bike mo ngyn....pero the best yung position natin tatlo bago umakyat ikaw,c ryann ...swak na swak lalo na sa pag liko
-pansin ko nga ganda ng mga body position ng mga idol;) hirap kasi ako sa kneedown papz dyan sa marilaq lalo kung papasok na uli sa curve hindi mo agad maibabalik sa counter position para mapaghandaan, noong napanood ko ung video ilang sec lang un at kung magpapalit ka pa ng position mo sigurado kakain kana ng daan.

raven hehe mga bigbike yan alam kong sila un pero di ko intension na ganun kabilis ko lang sila nilampasan kaya sa last video tila kausap nila ako:D

pasok mode na muna mga papz
RIDE SAFE! part3 na ambilis...:coffee:
 

ryann

Veteran
wag kna...ayaw mo lang pumiga at sumabay talaga... test mode kasi yan bike mo ngyn....pero the best yung position natin tatlo bago umakyat ikaw,c ryann ...swak na swak lalo na sa pag liko
nice ride mga sir, mas ok sana kung nakasama pa kami s destination, kaso eco mode yung mga bulsa namin ni chozen one, hehehe, next time ulit mga sir, s april.
 

cHozen One

Super Veteran
Body positioning




Whether you're going to hang off the bike on a racetrack or stay centered on it while riding on the street, proper body position starts at the footpegs and works up from there. Anytime you're not using your feet for shifting or applying the rear brake, place the ball of your foot on the footpeg. This allows you to shift your weight more effectively than hooking your heels on the pegs, as most street riders are prone to do.


Proper body position starts with the ball of the foot on the footpegs and works up from there. Be consistent with where you sit on the seat while in cornering mode because moving even a few inches before or after ahs a big effect on weight distribution and handling; sliding up against the back of the tank is a good place to start. This also helps keep weight off your hands and wrists on the bars.


Get your body position set well before the corner entrance, as you begin your transition to the brakes, not, as most riders do instinctively, while you initiate your steering input. Ideally, the rider's upper and lower body hang equally off the inside of the motorcycle to shift the combined center of mass inward and allow the bike to remain more uptight for a given speed around a given radius corner.

Riding with your heel hooked on the peg presents a couple of problems. First, most riders end up pointing their toes outward, where they can drag on the ground prematurely (very distracting, if not scary). And second, riding this way forces you to use your quadriceps (in your upper leg) to lift your butt off the seat for weight transfer. Placing the balls of your feet on the pegs allows you to also use your calf muscles and keeps your toes away from the asphalt.

Next, sit on the front of the seat near the fuel tank to stay connected to the bike with your lower body and keep your weight biased toward the front tire. Be consistent with your seat position because it has a major effect on the weight distribution and, hence, the handling characteristics of the bike. Your back and arms should have a natural, relaxed bend to allow your body to absorb bumps without feeding them through to the chassis. You want your body to act like part of the bike's suspension, not part of the frame. Finally, as we described in the previous Riding Skills Series segment, grip the bars like you would hold a bird in your hand: tight enough to keep the bird from getting away, but not so tight as to crush it.

Stay Relaxed
It's important to remain relaxed on the bike. Remember that once a motorcycle is in motion, the gyroscopic effect of the wheels helps keep it stable and going in a straight line. The rake and trail of the steering geometry also assist in keeping the bike going straight, even after the front wheel is deflected by a bump or rock on the road, because of the self-centering aspect of the tire's contact patch positioned behind the steering axis. When a nervous rider clamps down hard on the bars, it feeds inputs that interfere with the bike's ability to straighten itself out. Stay relaxed and trust the bike.


A slight arch in your back and a natural bend to your elbows helps you stay relaxed and absorb bumps without unintentionally feeding them to the chassis through the bars. Think of your body as part of the suspension, not part of the chassis. Use your back and abdominal muscles to help support your upper body weight and keep a light touch on the bars for improved feedback and stability.

Hanging Off
While there isn't a need for it on the street, hanging off the inside of the bike is a good idea at the track because it keeps the bike more upright for a given speed around a given corner radius. This then gives you two options: either benefit from more traction from the greater tire contact patch or increase your speed until you again reach your maximum lean angle.

While you're beginning to set up for the corner, shift your body position by pivoting your lower body around the back of the tank to slide about half your butt off the seat. Doing this in advance of the corner keeps you from being rushed as you bend the bike into the turn and slows your perceived, or mental, speed. Getting your body in position and downshifting done well in advance of the corner gives you a significant amount of time to relax, set your entrance speed by smoothly releasing the brake and pick a precise turn-in point for the corner. Handling all the aforementioned tasks early frees up an enormous amount of time and concentration for the really important aspects of entering the corner.

Weight the inside footpeg and push against the tank with your outside thigh as you countersteer to turn the bike in. Applying multiple, subtle inputs to steer the bike helps you to stay light on the bars and keep the bike stable. As the bike leans into the corner, shift your upper body off about an equal amount to your lower body so that your back is more or less parallel to the centerline of the bike but offset to the inside about four to six inches.

Hold your outside thigh against the tank so that it supports most of your body weight and allows your arms to be relaxed at a natural bend. As you exit the corner, pull your body back up with your arms and legs combined; using only your arms can feed unnecessary inputs into the bars, causing the front tire to get light and initiate headshake while accelerating off the corner. Unweight your butt just enough to slide across the seat and back into position; don't jump up from one position to another, which can unsettle the bike. Consciously weight the outside footpeg to help the bike stand up and to transfer traction to the rear tire.

It's important to not hang off so drastically that it compromises your body's connection with the bike or your ability to control the bike should you lose traction from the front or rear tire. Keep your head upright, looking two to six seconds in front of the bike at all times. Most riders find it helpful to keep their heads close to perpendicular to the ground, which gives a better sense of balance and visual orientation, as well. If you stay tucked in behind the bubble, your vision of the road ahead will be compromised.

Steering Technique
There seems to be a constant debate about whether countersteering or lower-body steering is the most effective way to steer a motorcycle. The extremists who think it has to be one or the other are missing the point-using the upper and lower body together is by far the most effective and efficient way to steer a motorcycle.

Your initial steering input should begin with countersteering (pushing forward on the inside bar to use the front wheel's gyroscopic effect to bank the bike into the corner) while at the same time pressing down on the inside footpeg. Isaac Newton discovered that for every action, there is an equal and opposite reaction. Pushing down on the inside footpeg at the same time you push forward on the inside bar helps effectively anchor the body to generate both forces and, as we shall see, the forces complement one another in steering the bike.

Once countersteering banks a motorcycle into the turn, increasing lean angle is a matter of pivoting the bike around its center of mass. The greater the lean angle, the tighter the bike carves through the turn. Footpegs are effective levers on either side of and slightly below the center of mass. Pressing down on the inside footpeg helps pivot the bike around its center of mass and steers it into the corner while requiring less effort from your upper body at the bars.

Share ko lang po! sana makakuha kayo ng info kahit sa pagbabasa lang!!

Galing po sa isang kaibigan yan .

Ridesafe to all.. ;)
 

cHozen One

Super Veteran
Knee down


knee down


Notice the progression of how these riders shift their weight from right to left while transitioning from one direction to the other. By weighting the inside footpeg and using the outer thigh to pivot the bike around its center of mass,
substantially less countersteering force is required. Applying the inputs as low as possible allows the bike to remain more stable than using countersteering alone.

Conquering Decreasing Radius Corners When Riding




Everyone seems to have them: corners that scare or, perhaps, merely make us feel uncomfortable. "Watch out for The Bad Curve," warned the parents of one of my close friends in Colorado. The Bad Curve became an inside joke for me, leading to mock verbal scolding, "Bad Curve-Bad!" while navigating that particular tight, blind corner on Snowmass Creek Road.

Most race tracks and favorite roads have a few corners that collect a drastically disproportionate number of crashes. The reality is, most of us have a Bad Curve or Bad Curves in our lives and they all tend to have several common factors with one another. Understanding these troubling traits and coming up with solutions to overcome them is the cure for the Bad Curves in your life.

Let's look at these problem factors one at a time, break them down and learn how to solve them.

Corners that, for whatever reason, don't allow us to see through them are troubling for obvious reasons: It's hard to feel confident in where you're going when you aren't able to see far enough ahead. The answer is to come up with reference points (road imperfections, skid marks, etc.) that allow you to feel confident of where you are in the corner and, more importantly, where you're going. This is the key to gaining confidence in blind corners. Connecting the dots from one point to the next allows riders to always know where they are and where they are going, and overcomes the limited line of sight.

The worst type of blind corners are those that tighten up at the exit and cause most rider's eyes to grow to the size of saucers as they find themselves drifting wide to the ever-encroaching outside of their lane. Your first time down an unfamiliar road, hopefully you use enough common sense to run at a relaxed pace that allows a lot of reserve lean angle for those times when a corner unexpectedly tightens up on you. Yet decreasing radius corners often remain difficult to overcome the second, third or-for some-even the hundredth time through. That's because rather than analyzing problems logically, we often deal with them emotionally. "Here comes that Bad Curve," thinks the emotional rider as he clenches up in anticipation. "God, I sure hope I make it through better this time!"

Now, I've got nothing against prayer but rather than relying on The Almighty exclusively, let's dissect a decreasing radius corner into parts: The Easy Part and The Hard Part. The Easy Part is the initial radius of the turn that you see as you enter the turn: what you see is what you get. The Hard Part is where the turn begins to tighten in radius forcing the rider to increase his lean angle, slow his speed or risk running wide into either the oncoming lane or the dirt; none are confidence-inspiring options.

Maraming salamat po sir sa info nyo!

pag aaralan po naming mabuti yan . .

Ridesafe po!
 

jangbest

Moderator
Up
Pangarap ko makasama dito .....
Nga lang lagi wrong timing ang sched ko ! parating napapatapat may lakad .....
Gusto ko din matutunan yang mga bengking bengking ....
 

Abuh

Member
Knee down


knee down


Notice the progression of how these riders shift their weight from right to left while transitioning from one direction to the other. By weighting the inside footpeg and using the outer thigh to pivot the bike around its center of mass,
substantially less countersteering force is required. Applying the inputs as low as possible allows the bike to remain more stable than using countersteering alone.

Conquering Decreasing Radius Corners When Riding




Everyone seems to have them: corners that scare or, perhaps, merely make us feel uncomfortable. "Watch out for The Bad Curve," warned the parents of one of my close friends in Colorado. The Bad Curve became an inside joke for me, leading to mock verbal scolding, "Bad Curve-Bad!" while navigating that particular tight, blind corner on Snowmass Creek Road.

Most race tracks and favorite roads have a few corners that collect a drastically disproportionate number of crashes. The reality is, most of us have a Bad Curve or Bad Curves in our lives and they all tend to have several common factors with one another. Understanding these troubling traits and coming up with solutions to overcome them is the cure for the Bad Curves in your life.

Let's look at these problem factors one at a time, break them down and learn how to solve them.

Corners that, for whatever reason, don't allow us to see through them are troubling for obvious reasons: It's hard to feel confident in where you're going when you aren't able to see far enough ahead. The answer is to come up with reference points (road imperfections, skid marks, etc.) that allow you to feel confident of where you are in the corner and, more importantly, where you're going. This is the key to gaining confidence in blind corners. Connecting the dots from one point to the next allows riders to always know where they are and where they are going, and overcomes the limited line of sight.

The worst type of blind corners are those that tighten up at the exit and cause most rider's eyes to grow to the size of saucers as they find themselves drifting wide to the ever-encroaching outside of their lane. Your first time down an unfamiliar road, hopefully you use enough common sense to run at a relaxed pace that allows a lot of reserve lean angle for those times when a corner unexpectedly tightens up on you. Yet decreasing radius corners often remain difficult to overcome the second, third or-for some-even the hundredth time through. That's because rather than analyzing problems logically, we often deal with them emotionally. "Here comes that Bad Curve," thinks the emotional rider as he clenches up in anticipation. "God, I sure hope I make it through better this time!"

Now, I've got nothing against prayer but rather than relying on The Almighty exclusively, let's dissect a decreasing radius corner into parts: The Easy Part and The Hard Part. The Easy Part is the initial radius of the turn that you see as you enter the turn: what you see is what you get. The Hard Part is where the turn begins to tighten in radius forcing the rider to increase his lean angle, slow his speed or risk running wide into either the oncoming lane or the dirt; none are confidence-inspiring options.

Maraming salamat po sir sa info nyo!

pag aaralan po naming mabuti yan . .

Ridesafe po!
yan n nagtu2ro n si idol ehehehe tnx idol:D
 

cHozen One

Super Veteran
share ko lang din po ang mga nalalaman ko na nakuha sa mga binabasa at nakikita !!

hehehe . .

ikaw ang idol ko paps abuh . .
 
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