not a pro here by any means, but i have tons of experience sliding in the dirt. i have strarted playing on the street in a few turns where i am all start with getting on the brakes really late and firm with about 2 downshifts. that gets thew back moving around. on the other hand if i want to spin up coming out of a corner i go in at about 8 or 9k and twist untill throttle stop is reached:sneaky just at apex or slightly before, not much, so your still at a good lean angle.

 

Try this it works for me. When entering a turn apply heavy rear brake about 5% into the turn. This will cause the rear end to drift to the outside of the turn. Then apply throttle moderately. BE CAREFUL!!! that you are not in a low gear such as 1st or 2nd or you will high side. I like to use 3rd gear it is smoother and more predictable.
If you want to watch a master at this try to catch Aaron Yates on the next AMA race on TV
:rock

 

Yates is deffinately the man.:bow

got to see him torture the pavement at barber saturday and sunday of the last round. lots of sliding on sunday:rock

 

Yea Barber last sunday was a good race. Did you see how hard Yates was trying to catch up after he had problems with his bike. That dude is insane. I guess the worst part of that race was the fact that I hate Roberts and he won.
:machinegu ROBERTS

 

Have any of you seen the Mccoy slide video? Really smooth and nice! I have it on my computer at home, but not here at work.

 

i haven't seen that video. post a link if you can.

and yeah roberts sucks, but he has matured a little more. at least now he doesn't crash everyone trying to get to the front.

 

here is the link I think hes talking about
http://www.r1-forum.com/gallery/showphoto.php?photo=8742&password=&sort=7&thecat=509

:fork

 

Just wondering what technique do you pros use to get slydewayz :

Forget knee down and simultaneously open the throttle and push down on the inside peg as you reach the apex. keep the throttle constant or use gradual alterations to maintain the slide. Never close the throttle if its getting too wild, but instead weight the outside peg and get the bike upright onto the fat part of the tyre.

Ballistic I know you dont agree with the footpeg weighting but it works for me.

 

Managed to see McCoy spin the rear tyre in person at the GP 2 weeks ago..Looks cool on TV,looks absolutley INSAINE in real life..He may not be up thr front like he used to,but he's still the slide king:rock

 

Managed to see McCoy spin the rear tyre in person at the GP 2 weeks ago..Looks cool on TV,looks absolutley INSAINE in real life..He may not be up thr front like he used to,but he's still the slide king:rock

Abso - ****ing - lutely! Lets hope he gets a ride next year 'cus I'd pay just to watch him doing his thing at the back.

 

Re: Re: Power Sliding.

Forget knee down and simultaneously open the throttle and push down on the inside peg as you reach the apex. keep the throttle constant or use gradual alterations to maintain the slide. Never close the throttle if its getting too wild, but instead weight the outside peg and get the bike upright onto the fat part of the tyre.

Ballistic I know you dont agree with the footpeg weighting but it works for me.

OK dude
So what is that is stopping the slide where you put your weight or tipping the bike up? You should read the CSvsBS thread where the boys go into Newtons second law. Unless you move your body and change the cg what peg the weight is on is irrelevant.
Balistic with one L please, Will

 

Re: Re: Re: Power Sliding.

OK dude
So what is that is stopping the slide where you put your weight or tipping the bike up? You should read the CSvsBS thread where the boys go into Newtons second law. Unless you move your body and change the cg what peg the weight is on is irrelevant.
Balistic with one L please, Will

Apologies Balistic.

Sorry but I'm no physics expert and struggle to understand technical definitiions. What I do understand is what I can feel from the bike and what works for me. If you see my history, I had a layoff from bikes for about five years because of cartilege problems in both knees. My return to bikes was done at a race school, just to see if I could cope with the contorted riding positions. Seeing all the R1, ZXR and GSXR pilots turn up for my session had me believing I was going to get seriously embarrassed. But it turned out I lapped all but one of them, though I 'd got back on to the arse end of him by the end of the session. The only relevance of this is to emphasise that I can ride a bike and am fortunate enough to have what some call a natural affinity with a bike. I know what the bike is doing but I'll struggle to put it into technical terms. Alas my age and budgets prevent me racing otherwise theres nothing I would rather be doing.

I see on the other thread that you queery why the front doesn't push when the inside peg is weighted. I think the front gets less inertia because of the extra speed of the back wheel making that react a lot sooner than the front will.

I don't think we'll ever agree on this weighting malarky, but if what you do works for you, all power to you. I know what I do works for me.

Good luck with the racing.

The Menace, (with 1 M)

 

Re: Re: Re: Re: Power Sliding.

Apologies Balistic.
. Seeing all the R1, ZXR and GSXR pilots turn up for my session had me believing I was going to get seriously embarrassed. But it turned out I lapped all but one of them, though I 'd got back on to the arse end of him by the end of the session. The only relevance of this is to emphasise that I can ride a bike and am fortunate enough to have what some call a natural affinity with a bike. I know what the bike is doing but I'll struggle to put it into technical terms. Alas my age and budgets prevent me racing otherwise theres nothing I would rather be doing.
The Menace, (with 1 M)

OK Got it. I can belive budget but age, come on. If you can ride you should race. Go out in a class that has no money or glory bound teens and you will be fine. It's a hell of a lot safer than the street.
Will

 

Re: Re: Re: Re: Re: Power Sliding.

OK Got it. I can belive budget but age, come on. If you can ride you should race. Go out in a class that has no money or glory bound teens and you will be fine. It's a hell of a lot safer than the street.
Will

I'm sure you're right in the track being safer than the street. Alas I've two teenage daughters living with me, a huge mortgage, an ex wife and am having to save to make the new one an honest woman. On top of that my job doesn't have very socialable hours. I don't know what its like getting sponsorship in the states but here in the UK its more who you know not how good you are. Unless you're prepared to go out nicking other peoples bikes to support your way through the season and I don't subscribe to that school of thought. Still I'm hoping to hit the tracks next year with a vengence but I have to use the bike as a means of transport to work and back. Unless I get promoted theres really not much chance of going racing.

 

good luck on that promotion man.:fork

 

good luck on that promotion man.:fork

Why thank you. Just two exams, written & practical and a final board to contend with first. Still the extra £4k a year will do nicely.

 

Hi guys I think we are not talking about rear sliding.
It's all about two wheell sliding and coutersteering!!!!!
Think it's another thing.

 

the sliding is usually done by letting the clutch out early.

 

There is a really big difference between how you slide a bike comming into a corner and going out.

I'm no expert on backing it in so I'll leave that one alone.

I think to slide a bike comming out of a corner you have to aproach the limit of rear wheel traction VERY carefully (unless you happen to have skillz like Balistic. Whacking the throttle while leaned over at the apex in any gear is a pretty good way to highside yourself into the next county. If you want to slide the rear tire you need to use good throttle control and roll on the gas slowly but aggressively until the rear wheel starts to spin.

The biggest thing to remember is to NOT chop the gas when the bike does slide.

That being said, sliding the rear tire is not something that should be taken lightly. Very few people actualy do it on purpose.

 

here's an interview with McCoy...

As far as traction concerns go, don't take my words for it, take Gary McCoy's (courtesy RoadRacing World):

"Any place I’m looking for extra grip or drive I weight the outside footpeg. Sometimes it’s when I get on the gas mid-corner, when the bike starts to wheelspin and I need a bit of extra grip. Other times I’ll weight the ‘peg a little later in the corner when I’m looking for drive coming on to a long straight. Generally I don’t get so sideways through corners that lead on to long straights because I want to get some extra drive."

The inside footpeg also comes in for a fair amount of abuse from McCoy (like most GP racers, he gets so physical with his feet that it takes just a few races to wear out the soles of his boots). "If I’m running wide and it’s some place where I don’t want to use the throttle to get the bike steered, I’ll weight the inside ‘peg to get the rear to slide and tighten the line. Or sometimes when the bike gets so sideways, to where it’s almost on the full-lock against the lock stops, I weight the inside peg to help it spin a little more, which stops it gripping and highsiding me."

 

here's an interview with McCoy...

As far as traction concerns go, don't take my words for it, take Gary McCoy's (courtesy RoadRacing World):

"Any place I’m looking for extra grip or drive I weight the outside footpeg. Sometimes it’s when I get on the gas mid-corner, when the bike starts to wheelspin and I need a bit of extra grip. Other times I’ll weight the ‘peg a little later in the corner when I’m looking for drive coming on to a long straight. Generally I don’t get so sideways through corners that lead on to long straights because I want to get some extra drive."

The inside footpeg also comes in for a fair amount of abuse from McCoy (like most GP racers, he gets so physical with his feet that it takes just a few races to wear out the soles of his boots). "If I’m running wide and it’s some place where I don’t want to use the throttle to get the bike steered, I’ll weight the inside ‘peg to get the rear to slide and tighten the line. Or sometimes when the
bike gets so sideways, to where it’s almost on the full-lock against the lock stops, I weight the inside peg to help it spin a little more, which stops it gripping and highsiding me."

I didn't see this article but it's not hard for me to believe McCoy said it and does it. But I will debate to the end the true effects peg weighting has on the bike. Talent doesn't always translate to the ability to observe or explain. McCoy is the undisputed master of sliding, that ability may be hewn out of talent and not understanding.
Will

 

I see your point... I have heard other GP level riders explain it the same way. It seems that bikes are always finding ways to bend the laws of physics

 

here's an interview with McCoy...

As far as traction concerns go, don't take my words for it, take Gary McCoy's (courtesy RoadRacing World):

"Any place I’m looking for extra grip or drive I weight the outside footpeg. Sometimes it’s when I get on the gas mid-corner, when the bike starts to wheelspin and I need a bit of extra grip. Other times I’ll weight the ‘peg a little later in the corner when I’m looking for drive coming on to a long straight. Generally I don’t get so sideways through corners that lead on to long straights because I want to get some extra drive."

The inside footpeg also comes in for a fair amount of abuse from McCoy (like most GP racers, he gets so physical with his feet that it takes just a few races to wear out the soles of his boots). "If I’m running wide and it’s some place where I don’t want to use the throttle to get the bike steered, I’ll weight the inside ‘peg to get the rear to slide and tighten the line. Or sometimes when the bike gets so sideways, to where it’s almost on the full-lock against the lock stops, I weight the inside peg to help it spin a little more, which stops it gripping and highsiding me."

And that M'Lud, is the case for the prosecution. The bench rests.

 

ok i dont want to get into another pissing match, but as a physicist every thing mcCoy says is true and can be explained.

i have to say that r1 menace and McCoy are correct on this one.

I know the differences between CS and BS and this is when the pegs are concidered level and the thing that actually makes you turn is the different radius's of the tires. think of rolling a cup on the table, it turns because one side is larger then the other so a complete rotation causes the larger side to have to travle more.

what we are talking about here has nothing todo with BS and CS, it has to do with centering your weight at different points abouve or below the rear tire and which direction you are applying force. outside peg force is above and down on the tire, inside peg force is down and out. mind you this all goes back to being negledgable when near stright up, but at full lean these forces are quite different and result in gaining more or sheading more rear end traction.

bottom line weighting the outside peg while leaned over(by the laws of physics) gives you more traction, and the inside peg will give you less traction, and actually help you to slide the rear tire out.

 

ok i dont want to get into another pissing match, but as a physicist every thing mcCoy says is true and can be explained.

i have to say that r1 menace and McCoy are correct on this one.

I know the differences between CS and BS and this is when the pegs are concidered level and the thing that actually makes you turn is the different radius's of the tires. think of rolling a cup on the table, it turns because one side is larger then the other so a complete rotation causes the larger side to have to travle more.

what we are talking about here has nothing todo with BS and CS, it has to do with centering your weight at different points abouve or below the rear tire and which direction you are applying force. outside peg force is above and down on the tire, inside peg force is down and out. mind you this all goes back to being negledgable when near stright up, but at full lean these forces are quite different and result in gaining more or sheading more rear end traction.


bottom line weighting the outside peg while leaned over(by the laws of physics) gives you more traction, and the inside peg will give you less traction, and actually help you to slide the rear tire out.

So if you haven't moved your body The cg hasn't moved the bike will feel no difference in which peg the weight is on. However IMHO what the rider may be noticing when moving your body changing which peg your weight is makes it easier to move around on the bike, and more comfortable.

If the thing that makes the bike turn is the different radius of the tires then how would you explain say a Harley with a 21 front and 16 rear? Or how about a road bicycle with the same tire front and rear. Your may want to rethink that one a little.
Will