I agree with everything Mr. Parks said. Though it seems to most riders that it their leaning that turns the MC that is not actually true -- but it is true that the lean steers the bike the difference is in what initiates the lean. . The motorcyclist presses outward on the handlebar on the side in the direction they want to turn. This transmits some torque to the handlebars, through the front forks to the axis of rotation of the front wheel. Since the spinning front wheel is basically a gyroscope in applying torque to the rotational axis you are inducing gyroscopic precession causing the wheel to lean to the side in which you are turning. This leaning wheel, being attached to the frame of the MC causes the entire MC to also lean in that direction. The rider keeps his/her body aligned with the center line of the MC and so they are leaned also. The difference is that the rider does not lean the bike but induces torque to the front hub to cause the bike to lean and they stay aligned with that lean (not vice versa). You can prove this is correct. By doing a turn (in a parking lot) and keeping your body vertical with the horizon (don't keep your body in alignment with the bike). No matter what your body position is the bike will continue to lean and make the curve/turn. This gyroscopic precession is some pretty powerful physics indeed!
I think it should be made clear though, that a person "leaning" a motorcycle, isn't actually what turns it. To turn a motorcycle you're almost "pushing" a motorcycle to turn in a certain direction, but very slightly. If you are needing to turn left, apply pressure/push forward on the left handgrip. A lot of people don't understand this because they think you're turning your wheel to the right to turn left. So it kind of throws them off a bit. But trust me, once you get on a bike and give it a try, you'll understand immediately and it'll be natural to you right away.
as a person looking to buy a bike and having no experience riding outside of dirtbiking 22 years ago, what I get from this is push the left grip forward a little, to off balance the bike, which will then lean to the left, and you keep your body with the bike and it straightens back up, giving you a left lean/turn?
Keep your foot on top of the bike when leaning which means the foot closest to the ground should have next to zero weight on the bike so the pressure is pushed to the top of the rear tire. This prevents it from washing out. In the wet try not to counter steer. Do not full throttle high-RPM in the wet unless you are a very experienced track rider with instruction in a controlled racing environment. Also do not change your suspension settings from stock unless you are working with a reputable tuner. Making the bike unstable will be dangerous.
Leaning doesn’t work, unless you counter steer. Counter steer by pushing the bar in the direction you want to go and gravity does the rest. I suggest twist of the wrist 2 to explain this more easily.
Most of this video is correct but you are wrong to say that you should always keep you body at least in line with the lean of the bike: at slow speeds (10mph or less) leaning against the bike (in other words allowing your bike to lean more than you do) allows for much better turning through low speed traffic.
I don't think anything Mr. Parks said was incorrect. Just a simplification -- there is always an exception to keeping your body at a minimum in alignment with the center-line of the motorcycle. All good advice I think . I would agree that generally (over about 10 mph) and during a turn/curve you keep your body aligned with the center-line of the motorcycle. Unless you are doing a lean-off to counter some centrifugal force in order to keep your motorcycle from needing additional lean angle. So you are then out of alignment with the center-line of the MC. On the street I only do this if I realize I am too fast in a curve and going wide and need to tighten my turn radius -- I will lean more but also lean off some as well. . For slow speeds such as tight U turns you would actually "steer" like you do a car and you would use your body to provide some counterweighting to balance your bike. You would be leaning off in the opposite direction you are making this tight slow-speed turn. So your body is out of alignment with the center-line of the MC while in the turn. For emergency swerves I keep my body vertical throughout the technique and only precess (lean) the bike to and fro to get around the obstacle. Again because the MC is changing lean angles from right to left (or vice-versa) and my body remains vertical it is out of alignment with the center-line of the MC as well.
When Mr. Parks said that you should lean forward and into the turn in a higher speed turn/curve "like competition riders do" what he was eluding to (I think) is the technique they use to transfer some weight to the turning wheel (the front wheel) to increase the contact patch and so grip of the front wheel during the curve. They also align themselves with their path through the curve and the MC follows that. Shifting some weight to the front is probably a good idea but I think a very advanced technique used for making high-speed curves. Most street riders don't even know not to engine-brake, accelerate, decelerate, or apply brakes while in a corner/curve. Most, I believe, do not realize that destabilizes their MC and that any gripe traded off for braking (any speed change) can cause the rear wheel to loose grip and cause high siding -- a really bad kind of MC reaction where the rear wheel comes out of alignment with front and then re-grips causing the rider to be bucked over the handlebars like a bucking bull rider at a rodeo. . The only safe way I know of braking in a corner/curve/turn is a technique I practice called "Brake Trailing" -- I use it to slow for a curve that I know nothing about. Basically, you apply some mild front brake only to reduce your speed going into the curve and you keep the brakes applied which shifts more weight to the front wheel and increases the front wheel contact patch and so grip where you need it most. As you reach the apex of the turn you are gradually releasing pressure on the front brake. Then you accelerate out of the apex which tightens your turning radius and you are out of the curve. . There is never a reason to apply brakes while already into a turn (already leaning the bike) and in fact a smart MC maker should get the idea of locking out the rear brake altogether while in a curve (leaning). That is never a good thing to do so why not just electronically lock the rear brake out so it can't be used during a lean of say 7 degrees or more no matter what.
Fifth! \o/ Being a newbie on riding, I greatly enjoy these tips. Could you guys please add the subtitles in English? That would help me A LOT. Best regards, from Brazil. =D
I agree with everything Mr. Parks said. Though it seems to most riders that it their leaning that turns the MC that is not actually true -- but it is true that the lean steers the bike the difference is in what initiates the lean. . The motorcyclist presses outward on the handlebar on the side in the direction they want to turn. This transmits some torque to the handlebars, through the front forks to the axis of rotation of the front wheel. Since the spinning front wheel is basically a gyroscope in applying torque to the rotational axis you are inducing gyroscopic precession causing the wheel to lean to the side in which you are turning. This leaning wheel, being attached to the frame of the MC causes the entire MC to also lean in that direction. The rider keeps his/her body aligned with the center line of the MC and so they are leaned also. The difference is that the rider does not lean the bike but induces torque to the front hub to cause the bike to lean and they stay aligned with that lean (not vice versa). You can prove this is correct. By doing a turn (in a parking lot) and keeping your body vertical with the horizon (don't keep your body in alignment with the bike). No matter what your body position is the bike will continue to lean and make the curve/turn. This gyroscopic precession is some pretty powerful physics indeed!
I think it should be made clear though, that a person "leaning" a motorcycle, isn't actually what turns it. To turn a motorcycle you're almost "pushing" a motorcycle to turn in a certain direction, but very slightly. If you are needing to turn left, apply pressure/push forward on the left handgrip. A lot of people don't understand this because they think you're turning your wheel to the right to turn left. So it kind of throws them off a bit. But trust me, once you get on a bike and give it a try, you'll understand immediately and it'll be natural to you right away.
+MikePlaysIt New riders should learn this, and other tips, on a bicycle first.
as a person looking to buy a bike and having no experience riding outside of dirtbiking 22 years ago, what I get from this is push the left grip forward a little, to off balance the bike, which will then lean to the left, and you keep your body with the bike and it straightens back up, giving you a left lean/turn?
Keep your foot on top of the bike when leaning which means the foot closest to the ground should have next to zero weight on the bike so the pressure is pushed to the top of the rear tire. This prevents it from washing out. In the wet try not to counter steer. Do not full throttle high-RPM in the wet unless you are a very experienced track rider with instruction in a controlled racing environment. Also do not change your suspension settings from stock unless you are working with a reputable tuner. Making the bike unstable will be dangerous.
I learned nothing
Leaning doesn’t work, unless you counter steer. Counter steer by pushing the bar in the direction you want to go and gravity does the rest. I suggest twist of the wrist 2 to explain this more easily.
Most of this video is correct but you are wrong to say that you should always keep you body at least in line with the lean of the bike:
at slow speeds (10mph or less) leaning against the bike (in other words allowing your bike to lean more than you do) allows for much better turning through low speed traffic.
I don't think anything Mr. Parks said was incorrect. Just a simplification -- there is always an exception to keeping your body at a minimum in alignment with the center-line of the motorcycle. All good advice I think
.
I would agree that generally (over about 10 mph) and during a turn/curve you keep your body aligned with the center-line of the motorcycle. Unless you are doing a lean-off to counter some centrifugal force in order to keep your motorcycle from needing additional lean angle. So you are then out of alignment with the center-line of the MC. On the street I only do this if I realize I am too fast in a curve and going wide and need to tighten my turn radius -- I will lean more but also lean off some as well.
.
For slow speeds such as tight U turns you would actually "steer" like you do a car and you would use your body to provide some counterweighting to balance your bike. You would be leaning off in the opposite direction you are making this tight slow-speed turn. So your body is out of alignment with the center-line of the MC while in the turn.
For emergency swerves I keep my body vertical throughout the technique and only precess (lean) the bike to and fro to get around the obstacle. Again because the MC is changing lean angles from right to left (or vice-versa) and my body remains vertical it is out of alignment with the center-line of the MC as well.
When Mr. Parks said that you should lean forward and into the turn in a higher speed turn/curve "like competition riders do" what he was eluding to (I think) is the technique they use to transfer some weight to the turning wheel (the front wheel) to increase the contact patch and so grip of the front wheel during the curve. They also align themselves with their path through the curve and the MC follows that. Shifting some weight to the front is probably a good idea but I think a very advanced technique used for making high-speed curves. Most street riders don't even know not to engine-brake, accelerate, decelerate, or apply brakes while in a corner/curve. Most, I believe, do not realize that destabilizes their MC and that any gripe traded off for braking (any speed change) can cause the rear wheel to loose grip and cause high siding -- a really bad kind of MC reaction where the rear wheel comes out of alignment with front and then re-grips causing the rider to be bucked over the handlebars like a bucking bull rider at a rodeo.
.
The only safe way I know of braking in a corner/curve/turn is a technique I practice called "Brake Trailing" -- I use it to slow for a curve that I know nothing about. Basically, you apply some mild front brake only to reduce your speed going into the curve and you keep the brakes applied which shifts more weight to the front wheel and increases the front wheel contact patch and so grip where you need it most. As you reach the apex of the turn you are gradually releasing pressure on the front brake. Then you accelerate out of the apex which tightens your turning radius and you are out of the curve.
.
There is never a reason to apply brakes while already into a turn (already leaning the bike) and in fact a smart MC maker should get the idea of locking out the rear brake altogether while in a curve (leaning). That is never a good thing to do so why not just electronically lock the rear brake out so it can't be used during a lean of say 7 degrees or more no matter what.
body english XD
Very good. Thanks.
take this down.
Was he even looking at the camera
that's 675 ? thank's
what model of Triumph is he riding?
Street Triple R.
like a somboooooody
bicboiiiiiiiiiii
Not only do I have to learn to ride but now I have to learn another language? Anyone in here speak "Body English"? I'm looking for lessons. 😂
Fifth! \o/
Being a newbie on riding, I greatly enjoy these tips. Could you guys please add the subtitles in English? That would help me A LOT.
Best regards, from Brazil. =D
u can still fall
If you adjust the playback speed to 2X you can hear a normal pase of speaking. Gosh he is reading a prompt at a 3rd grade reading level.
"Pase"
3rd grade level indeed
where is his eye ? LOL
ahmed He’s chinese.
6th not doctor
Was he sleeping the whole time?
Third!!
fourth
First