The pleasure of riding is based upon the performance of the tires mostly, and the improvement in tire grip is the basic direction for improving handling. Especially in the racing track, such attributes will be geometrically amplified. The performance of the tire is so powerful, and the grounded part is about the size of a credit card. As the grounding area is small, how to actively exert the maximum grip of the tire becomes the key to victory.
Even though there are a lot of articles about the types of tires, there are almost no articles on how to play the tire performance! Are the riders unwilling to share? Or are they not keen on writing? In any case, following are my conclusions after years of track experience:
Note: The following riding methods are for the track, please do not try on the road.
- Maintain the tire pressure and tire temperature consistent with factory standard!
Some riders often like to lower the tire pressure to achieve rapid heating and increase grip, but it is achieving the opposite goal! Because this sports car tire with a strong cross-belt must work under sufficient air pressure. Too low tire pressure will slow down the tire reaction, and more seriously it will cause the tire temperature to be too high and lose grip.
- Tire grip will be reduced by excessive slipping and tires locking.
In the corner, the more the angle of the dump, the more delicate the riding is. When the motorbike approaches or reaches the maximum inclination, the grounding area of the tire is only a small part. At this time, any reckless sudden fueling, oil reduction, and braking will break the balance between the tire and the road friction, and eventually lead to slipping. An experienced rider would rather use the tire grip before the limit and would not let it slip as it is a waste of time to correct the tire slips.
- Use the inward tilting posture to bend.
In the main two rounds of competition in recent years, it has been proved that the use of exaggerated inwardly inclined corners can effectively resist the centrifugal force in the bend. Under the same tire inclination limit, it has higher stability and faster bending than other cornering postures.
- Constantly adjust the posture to keep the maximum grip of the tire.
“In the corner, I constantly adjust my posture to find the best grip.” This is a sentence in the autobiography of a famous racer. Indeed, when the racer is in the corner, in addition to the use of the throttle, he will continue to adjust the body posture (forward or backward) to change the body load for the best grip.
When entering the bending brake, the center of gravity of the car will be transferred to the front. At this time, you need to sit as far as possible to the back and press the rear wheel that will or has been off the ground.
When bending, the car is at the maximum inclination, and the center of gravity is applied to the vertical side of the tire, and that is the outer pedal is forcing, and the outer leg is also pressed against the body. All tires have a physical property called vertical load. The greater the force applied vertically to the tire, the greater the grip of the tire.
When accelerating out of the corner, the center of gravity of the car will be transferred to the rear. At this time, the body speed will be moved to the front and the front of the car will be lifted. The ultimate goal is to keep the front and rear wheels in contact with the ground for maximum grip.
- With the throttle over the corner
Before entering the center of the bend, start to open the throttle slightly and evenly, and gradually increase the throttle through the curve. This is a secret that is constantly emphasized in the Curved Bible, but it does not clearly explain the reason. In fact, the purpose of this is to play the maximum grip of the tire.
When the motorcycle is at the maximum inclination, the rider has opened the throttle according to the front damping stroke.
What is the principle？- It is known that the brake ratio of 7:3 is the best. And what is the optimal ratio of the front and rear tire load when cornering? The answer is 4:6. This means that in order to achieve such a load ratio during cornering, the rider’s task is to use the throttle to move the weight of one to two percent back, so that the front and rear tires maintain the best load ratio of 4:6! This small throttle allows your tires to maintain traction and still achieve maximum grip and stability at the lowest angle of inclination. In fact, this is very easy to understand, and you can try to do a small experiment: during circling on the open space, keeping a certain throttle opening will be lower and more stable than the full closing throttle.
How small the throttle shall be? – There is no certain answer here! Because every corner in reality and the horsepower of each motorcycle are not the same, there are several principles we can follow: there is a certain throttle but the tires do not slip and the riding route don’t change. In order to achieve such a balance, the riders are required for constant practice and more experience.
Such a riding habit may be unfamiliar to many riders. There is no doubt that a rider’s riding level depends on his proficiency for this riding way. Mastering the tire characteristics on the track allows you to achieve a larger angle of inclination and open the throttle earlier, which is the key to victory in the race against time.
Back to the reality, the above tire characteristics are also suitable for our daily riding, riding fast is not necessarily dangerous, and riding slow is not necessarily safe! Knowing the characteristics of your car’s tires is critical to our daily safety and fast riding. Wrong riding habits such as: opening and closing the throttle in the corner, braking, and suddenly releasing the brakes may exhaust the last grip of the tire in the bend. The tire will never communicate with you before losing the grip, so it is recommended that those who love to riding learn the orthodox riding habits. Or maybe someday your car will teach you a tough lesson one day.