Throttle Control | EXPLAINED
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- Опубліковано 16 жов 2020
- Why is throttle control such an important riding skill? What actually happens to the motorcycle when we roll the throttle?
Lets talk about load transfer, anti-squat & the viscoelasticity of tires.
Enjoy - Авто та транспорт
When I go I into a corner on track I just think "it's gotta be against the law to look this damn good" and then I roll on the trottle. Works every time!
Hehe
"watch out now" while rolling the throttle 😂
The Johnny sins of supermoto!
this makes so much sense now.
when i started biking everyone told me to go trough corners with neutral trottle and i never felt what my fronttire was making , and now i see this . ty 👍🏻
A twist in the wrist vibes all over! Love it man
Watched your channel for a long time, keeps getting better.
Hey Mike thanks once again for a clear concise explanation. Please one day teach us viewers the proper techniques for a good start in a race
Your videos are incredibly informative!
That shirt is awesome! Really enjoy your videos. Keep up the great work!
Really appreciated the throttle/brake visual as I watched you ride the track... (would also totally have appreciated the bike audio layered in, even if on an almost subconscious level).
Tight work. Subscribed.
Perfectly explained! 👍😎
Beautifully explained!
When I first started riding my 2020 Ducati Supersport S before it's first service, I had to use the touring mode throttle to have a confident smooth roll on throttle, luckily after it's first service and update the sport mode is much smoother now so it's useable to be smooth. Moral of the story is use whatever mode (drive by wire bikes) that give you that smooth throttle response, it really makes a difference!
Casey Stoner was the best ever at acceleration. He was the earliest on the throttle and very aggressive. His throttle control was the best ever. Such a talent
Yes bro
this is really useful for me as a daily rider
OMG..Thank you.. Thank you.. Thank you... This is something I really needed to learn...!! 🥰😍
Nice summary Mike!
According to me, the first mtrfkr on youtube who knows this and can teach it. Love your videos. Hade du bott i Sverige hade jag blivit din granne var du än skulle bosätta dig :)
Wow what a amazing video!
well explained!!
Awesome Mike... Love from India
Great technic explain,easy et simple to understand
👍🤙
You are amazing at explaining your video 😎 thanks for doing such a Great job.
Thank you for your video.
Please explain the use of types of twisting throttle in various conditions esepcially in streets.
Thanks for the explanation.
Simple, short but comprehensive!
Love your channel from suisun city!!!
Lovely video Mikey
Nice explanation
Few things are this well explained
such amazing videos
Thanks m8. As always the quality is dank
Thany you very much.. great video 👍
Nice job, duuuuuude!👌
Great video super
Hey dude ❤i like your videos ❤❤
Great video! I always enjoy watching and learning.
It is worth noting that increasing contact patch does not *directly* increase traction, as traction (friction) is a function of weight and the coefficient of friction of the tires. It does, however, increase the shear forces required to break the tire loose, so it's definitely still good to keep in mind.
Contact patch area is for sure related to available grip.
Here are a couple of references for you.
The Racing & High performance tire, Paul Haney, 2003
Motorcycle Handling and Chassis design, Tony Foale, 2002
Motorcycle Dynamics, Vittore Cossalter, 2006
Car suspension and Handling, Donald Bastow, 1993
Chassis Engineerings, Herb Adams, 1993
Competition car suspension, Allan Staniforth, 1988
Drive to win, Carroll Smith, 1996
Engineer to win, Carroll Smith, 1984
Fundamentals of Vehicle dynamics, Thomas D. Gillespie, 1992
Mechanics of pneumatic tires, Samuel K. Clark, 1978
Prepare to win, Carroll Smith, 1975
Race car aerodynamics, Joseph Katz, 1995
Race car vehicle dynamics, William F. Milliken and Douglas L. Miliken, 1995
Science and Technology of rubber, Frederick R. Eirich, 1978
The physics of Tire traction, Donald F Hays and Alan L. Browne, 1974
The Shock absorber handbook, John C. Dixon, 1999
The Tire pavement interface, Marion G. Pottinger, 1986
Tires, suspension & handling, John C. Dixon, 1996
Tune to win, Carrol Smith, 1978
Vulcanization of Elastomers, G. Allinger and I. J. Sjothun, 1964
@@MikeonBikes I think we're pretty much saying the same thing. Contact patch does not **directly** increase traction. But as you say, it is absolutely related.
Traction, i.e. friction, is simply weight multiplied by coefficient of friction, F=µN (Source 1: www.engineersedge.com/calculators/tire_traction_force_14721.htm#:~:text=Coefficient%20of%20traction%20%3A%20The%20coefficient,wheels%2C%20tracks%20etc.). Source 2: www.engineeringtoolbox.com/tractive-effort-d_1783.html ).
Contact patch comes in when other factors enter the discussion. Heat dissipation, shear strength, resilience, etc. Shear strength is especially noticeable. When one performs a burnout, the power of the engine overcomes the aforementioned friction forces and literally shears rubber off the tire, which leaves the awesome black skid marks we all love. Honestly, this guy probably explains it better than I can: www.stevemunden.com/friction.html
At the end of the day, contact patch is vitally important, yes, but it does not directly increase traction.
Rubber friction is NOT simply weight x coefficient of friction.
Read the sources I provided you.
Rubber friction consists of Adhesion, deformation and wear.
@@MikeonBikes Yes. And read the links I provided. FRICTION is weight and coefficient. Doesn't make a bit of difference what the material is. Could be steel, rubber, asphalt, or silly putty. Friction is friction. Adhesion, deformation, and wear are absolutely affected by all of the other variables, including contact patch, but **friction** is weight and coefficient. Again, we're saying basically the same thing and more or less talking semantics at this point. All of them are important, and it is absolutely good to increase the contact patch at any opportunity.
@@oramac7237 The sources you provided are not reliable, highly cited sources. The sources I provided you are used to educate engineers on this subject.
Steve Munden does not seem to have read any research on rubber friction. His description of tire grip is inaccurate and not coherent with the sources I provided.
Internet blogs are not a good sources of information on these types of subjects.
golden content
Bro you looking jonny sins 😂😂😂
"Scratching my head" No, This makes so much sense. You just explained like 3 chapters of the Suspension Bible in 6 minutes.
Du e fan bra på detta! // Kristersson
Tack Kristersson!
Good morning mike 👍🏾💯🇬🇧
Thanks 👍
Amazing Mike...thank you for everything...Pure quality.
P.S.
please give me a HEART...Cheers..
Holy shit amazing content
Can you please tell me if you are using knee braces in supermoto racing? Or they're meant only for enduro and motocross? I crashed my racing scooter 4 months ago and busted my ACL and some other stuff so I am considering not sitting on the bike ever again without knee braces.
Anyway, top class content!
Great video. It should be more greatly emphasized that adding throttle and lean at the same time is a common source of crashes, especially the dreaded high-side. Traction control systems are getting better at handling too much of one input, but not two, so they are unlikely to save you from this type of error.
I'm also still learning to control my corner-exit line by modulating throttle, which changes the geometry and the turn arc radius. This often presents an opportunity to use a bit more throttle earlier rather than just steering out.
He did in fact mention it and you're right. It's a super common source of crashing .
Might be adding too much throttle while leaning eats the traction pizza? While leaning, the tire builds up camber forces by eating the engine power. Not adding throttle/power at all in this process of lean progress acts as rear brake. Can't we try to compensate gently with care?
@@mcmorphy4770 You generally want to trail the brakes deeply into the corner. Engine braking is part of this. Some like to control this more directly with the rear pedal, based upon skill and preference, while others via linked braking and engine brake control.
I personally let my S1000RR's linked braking control the rear. It also enables you to set the amount of engine braking. At lighter settings it automatically adds some throttle to compensate.
@@bernhtp Thank you. In order to deep trail brake and turn bike in, it makes good sense. I assume in not so edgy situation, when entering mild corner with less speed, without turn in problems, gentle compensation throttle while leaning would be no problem.
hey this might be a dumb question but I have recently upgraded to a larger displacement bike (Sportstourer) from a small naked bike. The engine brake effect on that bike is HUGE. Kardan drive and 1200cc engine coming together I guess. Do I use a little throttle while turning in? Pull the clutch? Engine Brake really feels like stomping the rear brake if you're in second gear at 6krpm or so. When I release the the brake while trailbraking into a corner it leaves me with a rear biased brake for a short moment that feels insanely nasty. So I suppose I should be on the throttle a little bit before I completely let off the brake? What would you recommend?
Yes I was scratching my head at that time literally !!
I’m not a motorcycle expert just a beginner so just asking here but do super bikes have electronic systems that can govern throttle acceleration allowing for more accurate throttle control avoiding driver error
First like press button
Subscriber from siargao island here
What country is this?
Please explain abt the gearing aspect I've some motogp/sbk riders up shifting while approaching corners 😅
Why neutral throttle in steady cornering situation might cause understeer?
if It is a long corner, should I keep the throttle neutral or roll on?
nice! are you swedish btw? :D
For every new subscriber there's a new aspiring street Rossi created
I don't ride for sooo long - for me the "SuperMoto" parts are incredible. On this road - this lean angle and trust into the tyre. I have seen your beginners video already - how to corner etc. I'm missing how to get trust in the front tyre. I have always the fear to be too fast into the corner and then in the corner I feel I'm way to slow...
The further you look into the exit of your corner, the less scary it will be.
When you are approaching your turn and braking heavy, put your eyes on the exit and follow through with your eyes. As time goes, speed will be less and less scary.
@@TWIRKNOLOVE On the Road sometimes I don’t see the exit 😅 anyway no trust into the tyre.
What if I am in a long corner that takes like 10 seconds to complete and find out I went in too slow and want to add speed?
What book have you been reading? I need to pick up a copy.
See reply to Neil Evan's for sources
Hey Mike, could you turn on the subtitle for video
How about in a 2 cycle engine because you need more revolution to have power?
I thought there should be an overlap between throttle (to maintain speed during the corner) and braking (trailing)?
Why can't I turn when braking?
There's a turn halfway through the backstraight of my track, so I get up to about 125mph but have to slow to 100mph to take the corner. I brake straight up and down but when I try to countersteer and lean the bike into the corner for trailbraking, it does not want to go, even if I'm just barely on the brakes, the bars don't want to move. But as soon as I release the brakes, I can turn/lean the bike like normal and dive into the corner.
Why is this happening?
I want that toy 😂😂
Are there exceptions on opening throttle while leaning? Eg on long sweepers. I noticed on the vid there are times when throttle is open while changing directions.
You can hold the throttle while changing direction or adding lean angle. But should not add more throttle as lean angle is added.
@@MikeonBikes Likewise you can hold lean angle and add throttle relative to the lean angle?
You can hold lean angle or reduce lean angle and add throttle.
@@MikeonBikes thank you! 🙏🏽
WHERE DO U BUY UR MODEL BIKES??????????!
AT THE MALL
Funny enough, you can actually buy Ducati models direct from Ducati online or at their dealers. I found a model of my Supersport online and was really excited haha. I bought two lol. I want to say they were $20 or less.
Question: you say that RPM increases as we enter a turn. In my experience going into a turn, even without applying the brakes, the bike will slow down more so that it would in a straight line. Which, in turn, will lower the RPMs. Can you comment and/or clarify this please?
this mean because the outer part of tire has less diameter than midle part, hence the outer part of tire has to spin more to cover the same lenght of track.
example 2second in 100meters were covered in straight line, bike standing 90degree, the tire has to roll 100 times.
in the the 100meter turn track lenght and the target also 2 second time, the bike relies on the outer part of your tire so the tire has to roll 120 times.
why the rpm incrase? because the tire forced the engine to rev higher, remember this only could be applied to straight or turn if wich target has same amount of speed(the bike) and area covered(the track)
And you're right. While leaning in a motorcycle you will loose speed. Everyone can try it over and over again, and they'll get the same result invariably. Principles are important, but physics classes are not necessary to ride a bike... :-D Follow what you're feeling and your common sense: going into a corner will you be trailbraking in slippery conditions, or in turn, reduce more speed before the turn and go through with the speed and suspension in a stable state? Or if you're just not riding fast enough, why would you brake into a turn? In a nutshell? To reduce speed and tighten radius, reduce throttle smoothly. To hold line (and on the road in some corners YOU WILL), hold just enough throttle to maintain speed. When you can exit the corner and reduce lean angle, give more throttle (smoothly). Having said that, if you need to trail off the brakes after the turn in point, do, but just slightly. It's not wrong. If you HAVE TO? Off course not, it's just bad advise. SIMPLE. My point, explained (by a professional): ua-cam.com/video/R0ebbmV8LpQ/v-deo.html
Not first naaa
Cornering tutorial idaamo
Is understeer a recipe for high siding?
It's a recipe for losing the front
@@TWIRKNOLOVE I don't know what that means. Halp pls?
@@fahadrind4332 Understeer will make the front tire lose grip and you will fall.
@@TWIRKNOLOVE ah
3:56: sorry, but on the street is evident that the only way to maintain the same radius is to hold the same speed through maintenance throttle. That's something that everyone that tried riding on the dirt learned rapidly (and laws of phisics don't care if you're on the road or dirt). Good luck to those trying to hold the trajectory on corners while applying more throttle, they will need plenty because they will either open the trajectory or be forced to lean more while giving gas. There's a video that explains perfectly my point: ua-cam.com/video/R0ebbmV8LpQ/v-deo.html
greetings! please make subtitles
Video on how to control a tank slapper? Had it before, controlled it by my arse cheeks😂
Need to English Subtitle
Bro, i need english Subtitle........
How to blip the gas when downshifting?
Lots of practice! First practice on the bike with the engine off. Go through it slow step by step, increasing the speed as you start feeling confortable. Really pay attention to do I as smooth as you can. Then when you feel you are ready, go practice it in a straight line in an empty parking lot. It's going to take a long time to get your timing and muscle memory down but just keep at it
Lately at the track though I don't even bother blipping. I just make sure to get all my downshifts in high in the rpm range, this way there isn't as much engine braking. Sometimes the back end will be squirming around but it always settles down as I start releasing brake pressure and leaning into the corner. Hope this helps.
Watch this video at the 6:18 mark for a better explanation ua-cam.com/video/STHPGhY_Opc/v-deo.html
@@jmannUSMC I want our man Mike to explain it😂
@@khafidzainulyaqien5996 fair enough lol