Full Control 2013.pdf

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... everything you need
to become a good rider
vi
vii
Dear motorcyclist!
otorcycle riders must not only deal with
a demanding vehicle without protective
bodywork. We are so vulnerable that we also
must take responsibility for errors and mistakes
by other road users. Therefore many motorcy-
cle organisations claim that motorcyclists must
become an elite amongst road users.
ne condition for safe riding is to master a
precise riding technique. A motorcyclist
must be able to steer, brake and accelerate - the
only three operations that can be done on a mot-
orcycle. This is the theme for the first part of this
book.
ut, a good riding technique is not enough to
be a safe motorcyclist. Riding technique is
onlya tool to implement the tactical and opera-
tional choices you constantly have to make on
the road.
M
O
B
n order to make the right decisions, one must
have a basic understanding of traffic, though
through strategies and good self-awareness. We
know from research that the risks of taking incor-
rect decisions are dramatically reduced when you
get some experience, so in the second part of the
book we have gathered most of what experien-
ced motorcyclists know about the road, traffic,
motorcycles, equipment and accessories.
t is difficult to gain true experience by reading
a book, but it probably helps to get some qua-
lified advice on the way. Although Full Control
is intended primarily for new motorcyclists of all
ages, we also believe that experienced riders can
benefit from reading this book - if only to nod in
recognition. Full Control is written by motorcy-
clists for motorcyclists.
Good luck!
I
Wings or wheels
- ”pilots” must
know what they
are doing
I
6
To master
the laws
of physics is
like dancing
with Isac
Newton
with-
out stepping on
his toes
A short introduction to practical physics
How can the motorcycle keep upright? How does
it steer and why does it turn when leaned over?
Among motorcyclists there are unfortunately few
precise answers to these questions. Most of the
explanations are fairly inaccurate and based on
notions and interpretations of own experiences.
That is why many motorcyclists give their mount
imprecise – and even erroneous – commands. In
this chapter we will explain some of the physical
forces so important to understand in order to
fully cooperate with the bike.
The motorcycle has to make do with two tiny
contact patches with mother earth and cannot
keep upright when still. You have maybe watched
trial riders keep their balance almost endlessly
even though the bike does not move? So it is
possible, but we will not detail on such acrobatics
here. We will focus on what makes the two-
wheeler keep its balance when rolling.
Ever tried to balance a hammer upright with
the handle resting on your palm? What do you
do when the hammer begins to tilt towards the
left? You move your hand the same direction, of
course. Thus you move the hammer’s contact
patch (in your palm) back under the centre of
gravity. Balance restored.
You balance the motorcycle
the same way when it is
rolling. If the bike tilts towards
the left (falls), and you want it
to move straight ahead, you use
the handlebar to move the bike’s
contact patches back under the
mass centre. In practice, it means
that you steer the same direction
that the bike falls, enough
for the wheels to move in
back under the centre of gravity.
Balance is restored. The effect of this
manoeuvre increases with speed – a
small steering input moves the contact patches
quicker at 90 km/h than at walking speed.
Active balance.
Inherent balance and directional
stability
Have you watched road racing on the Eurosport
channel? Then perhaps you have noticed that
riderless motorcycles sometimes continue on
their own, stable as projectiles, straight ahead
after the rider has been thrown off. The reason
they can do this is mainly to be found in the
steering geometry. The motorcycle’s fork is
7
If you want to see for
yourself how this works,
gle
straddle the bike with both
ingan
Steer
feet solidly planted on the
ground. Lean the bike a bit
to one side. Make sure you
support it firmly with your
thighs so it does not fall.
Let go of the handlebar and
watch what happens. If the
friction between tyre and
ground is not too much, you
will see the front wheel steer
to the same side that you
lean the bike. The effect of
this, at speed, is that the bike
on its own, without aid from
the rider, will try to steer
under the centre of gravity
when it cants to one side or
Front wheel trail
the other, and in this way
manages to keep balance
Rear wheel trail
and directional stability.
Many advocate that also the
gyroscopic effect is important
Inherent balance:
The front fork geometry is a precondition for
for balance and stability. The
inherent balance and directional stability
gyroscopic effect arises when
a wheel rotates and leads
oblique, so that an extension of its centreline hits
to a resistance to sideways movement. The effect
the ground a bit ahead of the front tyre’s contact
is present, truly, and increases with speed, but
point with the ground. The distance between
it is small compared to the effect of the steering
these two points is called trail. The geometry
geometry.
of the front fork is a prerequisite for the bike’s
inherent balance and directional stability.
g
erin
S
te
s
axi

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