View Single Post
Old 10-18-2013, 01:39 PM   #24
lnewqban's Avatar
Joined: Jan 2012
Location: Florida
Oddometer: 291

Originally Posted by cellige View Post
.........I would like to know why there is an advantage doing that method instead of: braking, downshifting through each gear with the clutch held in, leaning the bike and immediately after leaning getting the clutch in the friction zone/rolling on the throttle/getting clutch all the way out............
Here are the advantages:
  • The engine braking effect is pneumatic and will never lock the rear tire (unless you over-downshift and release your clutch quickly). While you are holding the clutch in, you have no engine braking effect. Your deceleration to reach entry speed relies only on the brakes. That is fine as long as you don't use much rear brake and lock it.
  • You are sure that each downshift has actually happened and you have boosted engine braking effect after each one. There is harmony between the speed of the bike and the rpms' of the engine. Downshifting without the feed-back of the clutch-out and the resistance on the rear tire is pneumatic can be dangerous if the final actual gear rate does not match your expectancy for any reason (false shifts or false neutrals or just counting mistake). The danger comes from a locked and sliding rear tire. The inconvenience comes from ending in the wrong combination and slowing down. The blipping technique to match rpms' and rear wheel spinning is more difficult to do properly when you drop multiple gears while keeping clutch-in.
  • All the downshifting process is done before the bike is leaned over; hence, any mistake leading to locked rear tire or upset suspension is more forgiving regarding a slide and downside (or even highside) fall. Carefully clutching-out while already leaned over may be good for a smooth deceleration-acceleration transition (regarding suspension and loads on each contact patch), but it takes attention away from the tasks that correspond to that moment: quick flick, relaxed upper-body and arms input to the handlebar, line trajectory, road hazards and throttle control.
Bikes that have fuel injection or excessive slack in the throttle cable, chain and sprocket's coupling may show a rough transition from deceleration to acceleration.
A brief overlap of rear brake application and throttle opening can reduce that jerk effect and smoothly transfer the weight from the front contact patch to the rear.

Trail braking and clutching-out into the turn and after leaned over are fine and delicate techniques not suitable for riders of limited experience.
lnewqban is offline   Reply With Quote