HEDEFE KİLİTLENMEK

Gitmek istediğiniz yöne doğru bakın. Tüm araçlar, kamyon dahil nereye bakarsanız oraya yönlenir. Motosiklette bu durum çok daha hızlı oluşur. Dönemeçlerde çıkışa bakın. Çıkış görünmüyorsa ona en yakın ilerideki bir noktaya doğru bakın.

Dönemece hızlı girildiğinde oluşacak korku ile bakışlarınız çıkış yerine yere doğru hemen önünüze kayarsa bu durum kaza ile sonuçlanabilir.

Çift yönlü yollarda karşı yönden gelen araca bakmayın. Kendi hattınıza bakın bilhassa gece sürüşlerinde karşı yönden yaklaşan aracın farlarına bakmayın.

Omuzunuzun üzerinden sağınızı solunuzu yada aynadan arkanızı kontrol etme süreniz iki saniyeyi geçmesin. Tekrar gittiğiniz yöne doğru bakın.

Başınızı çevirdiğiniz zaman bedeninizde bunu otomatikman takip eder ve motosiklet sürücünün beden hareketlerine karşı çok duyarlıdır ve anında tepki verip yön değiştirir. Bunu hiç unutmayın.

TARGET FIXATION

LOOK WHERE YOU WANT TO GO (TARGET FIXATION)

The bike will go where you are looking. Period. Successful corner execution is as simple as fixating on something at or near the exit point as soon as you are able and letting your body naturally ride towards it. A major cause of riders not negotiating a corner is when they come in too fast and their eyes shift from looking at their exit to looking down in front of them which is subsequently where they end up crashing…

QUICK TURN IN

The benefit of a quick turn is that it allows the bike to reach maximum necessary lean angle before or at the turn apex (the innermost part of the corner), which means that you can get on the gas sooner for both greater corner stability (bikes like being under drive when cornering) and greater exit speed (for you performance riders): Tip-in and then crack the throttle.

The quicker the bike is leaned, the earlier the direction change is completed, which affords you a greater margin of error to handle a misjudged turn radius or a slightly overspeed entry. Look at the diagram and you’ll also see that a quicker turn-in means you are not leaned over as long.

Quick Turning and Traction

As you might imagine, giving the handlebar a good shove introduces an abrupt force to the front tire. That’s why you want to limit using the quick turning technique when traction is limited, such as on wet or contaminated pavement. A quick turn uses more traction at the beginning of the turn, but uses less at the apex and exit. Even though more traction is used when turning quickly, good tires in dry conditions have more than enough grip to handle the extra force.

To minimize the risk of tucking the front tire, you must get most of your braking done and start easing off the brakes before you introduce forceful handlebar inputs. However, it is beneficial to maintain some front brake force as you countersteer, which compresses the front suspension and loads the front tire for more rapid turning response. Ideally, you would release the brakes a split-moment after you press on the handlebars.

NOT TO SUCK AT CORNERING

Tension at the handlebars. The front of the bike needs to be free to move up, down, and side -to-side in response to both large and small changes in the road surface. Being stiff on the handlebars interferes with this motion and causes the motorcycle to feel reluctant to turn. It also asks the tires to work harder to stay in contact with the surface. Another problem with stiff arms is that you are inhibiting the slight countersteering corrections that may need to occur to deal with changes in camber or other variations in corner surface. Loose arms allow fluid reactions.

Poor body position. Think of your bike as your dance partner who wants you to lead. In the case of the cornering dance, a slight dip of the shoulder to the inside of the curve will encourage smoother cornering. In contrast, a rider who stays upright or leans outside is stepping on the bike’s toes, causing it resist fluid cornering.

Not using the Throttle Correctly. For the motorcycle to track around the corner predictably and smoothly, the suspension must be stable and in the middle of its travel. Smooth, gradual acceleration throughout the curve produces the best results. Be sure to slow enough at the beginning of turns so that you can comfortably roll on the gas all the way to the exit. Unfortunately, a lot of riders fail to use steady throttle in corners. This is a problem, because changes in speed and drive force alter the arcing path the motorcycle takes. Abruptly chopping on or off the throttle upsets this stability and causes the bike to lift and fall in and out of the established angle of lean and introduces forces that result in a wobbly or weaving line around the corner. Note that acceleration typically makes the bike drift wide and deceleration can either cause the bike to drop into the corner more or cause it to stand up, depending on how abruptly the throttle is chopped and how the machine /tire combo responds to this input.

Not Looking through the Turn. You tend to go where you look, so look where you want to go! By keeping your visual attention through the turn and toward the corner exit, your mind is able to better manage the corner. The other advantage is that the landscape slows down when you look ahead. This reduces anxiety and helps complete the concerning process. Looking ahead will not suddenly make you a cornering master, but without habitually looking ahead, you will never become one. Keep your eyes up.

CORNERING BASICS

1. Look well ahead.
2. Countersteer to initiate lean for the corner.
3. Crack the throttle as soon as the bike is leaned. Use gentle drive at first and then progressively feed in more drive force. Roll on with more authority as lean angle is reduced near the corner exit. Steady drive creates steady cornering.
4. Relax! If you established the correct angle of lean for the turn, the bike should require only slight adjustments in handlebar pressure. Corners that tighten will require you to press more on the inside bar to lean the bike more, but keep the throttle as steady as possible.
5. Finish the turn. You’re not done yet. Keep looking toward the corner exit and roll on the throttle a bit more to let the bike drift toward the outside of the curve. This facilitates the “outside-inside-outside” cornering line, which I will discuss in a future post.
6. Rinse and repeat for the next corner.