Given that the best MotoGP riders appear to have a jockey-like physique yet can race for 45 minutes at full effort, can you give any insight into how they actually get so strong and fit to cope with the demands of the racing? And how they maintain that when they're carrying injuries so often?" Roddy Proudfoot, Glasgow, ScotlandĪ: "Hi Roddy. Found this: Q: "Matt, we always hear how MotoGP demands so much rider fitness and how riders from other classes have to train very hard to adapt. How much of that is attributed to physical strain vs mental stress I also don't know. Not sure about g's but they put a heart monitor on one of the Motogp guys (I think Crutchlow) and his heart rate was in the 180-190's. You're average street tire and track rider can hit 1G lateral forces and you know the bridgestones are stickier than that. That said, those bridgestones are likely doing a lot of work, but without any kind of downforce the G load is likely to be not much more than 1G or so. Which will produce the tighter turning radius before falling over? Think about if you roll a penny on it's side, and then a man hole cover on it's side. A Honda grom will turn much differently than a bigass chopper even if you lean them the same amount(say, 10 degrees on both bikes). Changes in geometry can vastly alter the handling characteristics of a bike. Motorcycles don't get their turning forces from the air, they get it from traction on the ground. Since both an F15 and a A380 use their wings for lift, at 250knots, level flight, and 15 degrees bank they'll make the exact same G's and turning radius. The tightness of the circle is determined by how much "lift" the aircraft can produce. The aircraft generates X amount of lift, and banking left or right is what causes the aircraft to change heading. The reason you can calculate that for any aircraft based on level flight and constant speed is because the action of turning the aircraft comes from moving through the air. In theory, cornering Gs should be comparable to the Gs that a pilot experiences at a the same bank angle in a turn while maintaining level flight.Īccording to that chart, 60 degrees of lean is about 2Gs if you're maintaining constant speed. Same as an aircraft at a 60 degree bank angle. If you then take into account the vertical 1G of gravity then the rider experiences a total of 2G's. This would result in about 1.73 LATERAL G's. What that graph is saying is that to ride around in a circle with a 40 foot radius at 47mph you'd need about 60 degrees of lean. Racing a motorcycle is definitely a full body workout.ĮDIT: Just found this which definitively supports my hypothesis, despite all the downvotes this has gotten. lotta chest, shoulders & tricepts strength needed for that. Depending on how stable the bike it and how quickly you need to change your lean angle, a lot of handlebar pressure can be required in order to countersteer in the desired direction. Getting the bike turned also takes a lot of effort. But from my own personal club racing experience, legs, neck, abdomen and (to a certain extent) arms take the load while braking, cornering and accelerating. It's pretty tough to compare the physical stresses of F1 and MotoGP. That said, most of the time they're also decelerating into or accelerating into the corner which will create some additional Gs in the forward or aft direction. In theory, cornering Gs should be comparable to the Gs that a pilot experiences at an equivalent bank angle in a turn while maintaining level flight.Īccording to that chart, 60 degrees of bank angle is about 2Gs if you're maintaining a steady, level turn.
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