Cadence is the speed of your pedaling, with a high cadence uses a large number of revolutions per minute. Similarly, a low cadence high gear used to be spun slowly.
The development of a soft pedal fast movement is a main objective of the first season novice and training. Beginners tend to pedal slowly, about 60 revolutions per minute, and while minimizing the cyclist's oxygen consumption, is inefficient in terms of consumption of glycogen, which is the real bottleneck. This slow, inefficient pedaling style is what mock experienced riders as the hallmark of a "push-push" rider. The lungs of a reasonably fit person to deliver more oxygen to the doors of their cells that can take and use.
Roadies pedal experienced by about 90-95 RPM, and use their art to maintain this cadence. When Sprint, one of the pedals and gears cadences of up to 120 RPM. This is less efficient, like riding out of the saddle, but gives the driver access to much more power. The benchmark of a great sprinter is being smoothly up to 180 RPM.
Be gentle with high cadence is the key. The use of fixed gear, bicycles or roller track for early season training is a widely recognized as an excellent idea, especially because develops a soft cadence. An author recommends balancing a book on her head while spinning rapidly on a stationary bicycle. Try warming with high cadences of 100 or more to get the blood flowing to the muscles and to improve its softness and technique.
At 120 rpm you'll find that the journey is very bumpy and choppy. This corresponds to the natural resonance frequency of the human body, if the pedal faster and get up to 135 rpm, is soft out completely.
The use of proper cadence will help avoid depletion of the big climbs. To learn more about the escalation of escalation see our page on the road
Saturday, October 25, 2008
Saturday, October 18, 2008
Better Road Cycling Climbing Technique
Gearing
Choose a dress that let you turn a minimum of 90 RPM. In a sprinter of the hill where a maximum power is needed, up to 120 RPM is a better bet. Choose your own pace, then regardless of exerting force is needed to keep spinning at this rate, if indeed there is downshifting. Shift before you need, both to avoid changing gears when there are enormous burdens on the drivetrain, and to avoid being caught at too high to step up a gear.
If overgear and let your cadence fall even slightly, you will end up at the bottom of a spiral of inefficiency with that out of the chair, push-push the bike ride in a crawl.
Choose your own pace
In a climb that long, the most common mistake is to choose an unsustainable rate. If you run out of gas halfway, just downshift and continue in the same cadence, but 15% slower. If you're already at its lowest level, grit your teeth and bully its way, keep your cadence to the point. His motion is lower chosen so that you can do this successfully.
If the hill is short, is a perfect opportunity to make up some time; hammer your way. Their effort has the maximum opportunity to reduce their time, instead of feeding drag if made the same effort on the other side of the hill. The moderately long hills are what oxygen deficit became! Does weight training to beef up the muscles in his leg, and the way hammer, changing groups of muscles as they expire. Continue the sprint on the crest of the hill with a few solid blows to enter into the rectum or descent at high speed.
If the hill is very steep but short, a good strategy is storing up energy by pedaling hard in the approach. Let your momentum momentum up the hill as you downshift and continue to pedal as you slide.
Concentrate on breathing.
Balance
Climbing should be a balancing act. Keep adjusting the distribution of weight between you wheels; if your rear wheel lost traction, slide back, and if your front wheel up the lifts or needs traction leadership, efficiency in their arms or slide forward. Especially when the escalation of the chair, is all too easy to lean forward and take the weight of the rear wheel just when you need it, resulting in spinout and bogging down - to bend his waist when standing to prevent it. Maintaining traction constant contact with the ground and with the two wheels.
Technical pedaling
Steve Bauer, a pro athlete and a Canadian silver medalist at the 1984 Olympic Games said on the subject of climbing technique: "You can stay at first to relax the muscles you were using on the floor," says Bauer . "The last thing you want to do is get in trouble early in a long climb."
Bauer suggests making the most of his work in the saddle, because they are not suspending the waste of energy and Bady you have a long cycle power available. "At the bottom of the coup, to withdraw his hamstrings," he explains. "Then use your hip flexors to lift across the top of the spill." Leisure different muscle groups of alternating between pedaling styles, such as sitting and standing, is only effective if his deputy sound techniques. Many underweight its rear wheel spin, put their whole bodies in the wind, and either not to bend their hips, or crack your chest when pedaling out of the saddle.
Bauer believes that his bicycle helps her rocking chair rhythm, besides the fact that maintains their pedals to the right when the distance from the saddle. He is quick to point out, however, that "the amount the rock is a very personal thing."
Choose a dress that let you turn a minimum of 90 RPM. In a sprinter of the hill where a maximum power is needed, up to 120 RPM is a better bet. Choose your own pace, then regardless of exerting force is needed to keep spinning at this rate, if indeed there is downshifting. Shift before you need, both to avoid changing gears when there are enormous burdens on the drivetrain, and to avoid being caught at too high to step up a gear.
If overgear and let your cadence fall even slightly, you will end up at the bottom of a spiral of inefficiency with that out of the chair, push-push the bike ride in a crawl.
Choose your own pace
In a climb that long, the most common mistake is to choose an unsustainable rate. If you run out of gas halfway, just downshift and continue in the same cadence, but 15% slower. If you're already at its lowest level, grit your teeth and bully its way, keep your cadence to the point. His motion is lower chosen so that you can do this successfully.
If the hill is short, is a perfect opportunity to make up some time; hammer your way. Their effort has the maximum opportunity to reduce their time, instead of feeding drag if made the same effort on the other side of the hill. The moderately long hills are what oxygen deficit became! Does weight training to beef up the muscles in his leg, and the way hammer, changing groups of muscles as they expire. Continue the sprint on the crest of the hill with a few solid blows to enter into the rectum or descent at high speed.
If the hill is very steep but short, a good strategy is storing up energy by pedaling hard in the approach. Let your momentum momentum up the hill as you downshift and continue to pedal as you slide.
Concentrate on breathing.
Balance
Climbing should be a balancing act. Keep adjusting the distribution of weight between you wheels; if your rear wheel lost traction, slide back, and if your front wheel up the lifts or needs traction leadership, efficiency in their arms or slide forward. Especially when the escalation of the chair, is all too easy to lean forward and take the weight of the rear wheel just when you need it, resulting in spinout and bogging down - to bend his waist when standing to prevent it. Maintaining traction constant contact with the ground and with the two wheels.
Technical pedaling
Steve Bauer, a pro athlete and a Canadian silver medalist at the 1984 Olympic Games said on the subject of climbing technique: "You can stay at first to relax the muscles you were using on the floor," says Bauer . "The last thing you want to do is get in trouble early in a long climb."
Bauer suggests making the most of his work in the saddle, because they are not suspending the waste of energy and Bady you have a long cycle power available. "At the bottom of the coup, to withdraw his hamstrings," he explains. "Then use your hip flexors to lift across the top of the spill." Leisure different muscle groups of alternating between pedaling styles, such as sitting and standing, is only effective if his deputy sound techniques. Many underweight its rear wheel spin, put their whole bodies in the wind, and either not to bend their hips, or crack your chest when pedaling out of the saddle.
Bauer believes that his bicycle helps her rocking chair rhythm, besides the fact that maintains their pedals to the right when the distance from the saddle. He is quick to point out, however, that "the amount the rock is a very personal thing."
Saturday, October 11, 2008
Pacing Yourself on Climbs
Keep the Effort Constant
A common mistake is too novices to sprint at the top of the hill, and fly halfway. However, the typical advice - from the hill slowly and accelerate at the top if he can - is terrible in terms of speed and keep the momentum. My advice is still sprint up the hills, but to collect a certain level of effort you can sustain that cree half-again to twice the length of the hill - you'll need, as we shall see later.
Maintaining the effort (rather than speed) constant, and downshift as soon as you feel you're not spinning freely, as the hill come in their approach speed. If your pedaling seems slog, resist the temptation of a great battle gear and accelerate until the cadence is right, even if they could maintain a certain speed, accelerating back to him on a hill will be even more difficult. Instead, downshift. If you want to regain your speed, then downshift, pedal hard, and even change again once they get their legs turns.
When the hill begins to diminish, push backwards and forwards in the pedals, until his ankle and legs are whirling. Then, once upshift and turn and continue to accelerate slowly.
Objective Goals
That said, maintaining a target range of speeds account for a given pending promotion. Unless the hill is steep, learn what they are capable of defending and its speed when it hits a specific value, say 20 mph on a moderate hill. Watch your speed, and know their limits. In a moderately steep hill early in the season, will not let me myself exceeding 33 mph, although I still have some momentum left. I just ease off the pedal and continue in an effort that is sustainable. Although you may feel your breathing and burning of an accumulation of lactic acid, sometimes speed or human resources management is the only indication that in its unsustainable pace, because I know that in many cases never have felt until it was too evening.
Do not hold back
Do not hold back when riding in the hills. This does not mean hammer 'till you Honk, but the walk faster than you're capable of doing. While the pace is sustainable, not gain anything by holding back, but you get when you go much more slowly. As your effort is diluted by at least wind resistance, the hills are very best time to pour in power (which always leave enough energy to accelerate to cruising speed on the way back down).
A common mistake is too novices to sprint at the top of the hill, and fly halfway. However, the typical advice - from the hill slowly and accelerate at the top if he can - is terrible in terms of speed and keep the momentum. My advice is still sprint up the hills, but to collect a certain level of effort you can sustain that cree half-again to twice the length of the hill - you'll need, as we shall see later.
Maintaining the effort (rather than speed) constant, and downshift as soon as you feel you're not spinning freely, as the hill come in their approach speed. If your pedaling seems slog, resist the temptation of a great battle gear and accelerate until the cadence is right, even if they could maintain a certain speed, accelerating back to him on a hill will be even more difficult. Instead, downshift. If you want to regain your speed, then downshift, pedal hard, and even change again once they get their legs turns.
When the hill begins to diminish, push backwards and forwards in the pedals, until his ankle and legs are whirling. Then, once upshift and turn and continue to accelerate slowly.
Objective Goals
That said, maintaining a target range of speeds account for a given pending promotion. Unless the hill is steep, learn what they are capable of defending and its speed when it hits a specific value, say 20 mph on a moderate hill. Watch your speed, and know their limits. In a moderately steep hill early in the season, will not let me myself exceeding 33 mph, although I still have some momentum left. I just ease off the pedal and continue in an effort that is sustainable. Although you may feel your breathing and burning of an accumulation of lactic acid, sometimes speed or human resources management is the only indication that in its unsustainable pace, because I know that in many cases never have felt until it was too evening.
Do not hold back
Do not hold back when riding in the hills. This does not mean hammer 'till you Honk, but the walk faster than you're capable of doing. While the pace is sustainable, not gain anything by holding back, but you get when you go much more slowly. As your effort is diluted by at least wind resistance, the hills are very best time to pour in power (which always leave enough energy to accelerate to cruising speed on the way back down).
Saturday, October 4, 2008
Techniques for Descending and Cornering
Going down to a bicycle requires a combination of skills that are most commonly used in the motorcycle. When descending, a bicycle has some of the power and speed that is more common with motorcycles, and that requires some of the same skills. This does not mean that the criterion racing also not contest these skills that require a combination of elevation angle and braking while choosing the appropriate line through curves. Unlike the motorcycle tires, bicycle tires have little room for slippage, so that even a small slip on the pavement usually unrecoverable. Understanding the forces involved and how to control them is more natural to some riders than others.
Drifting on a road bike Pavement
Some pilots claim that you can slide on dry pavement to achieve greater speed in a curve to drift through a turn. Drift to the media both wheels slide, which is even more difficult. I think this is pure illusion and can come from the observation of motorcycles that can be applied when the power of the Bank along its maximum angle of inclination in part to break traction. Moreover, the direct questioning, no one has this ability to himself, but "I have seen done."
A bicycle pedals can be only tilt angles much less than the maximum of land without a pedal, making it difficult to cabotage curves always done, so there is no power in the curve. In addition, bicycle tires have no margin for recovering a slip in the critical angle, which has been measured by tests in lean slip roads and testing machines. In these tests, the slipout (a little less than 45 degrees from the road surface) for tires in good pavement was considered hasty and unrecoverable. Although knobby tires do not have slipout sudden and can be moved around curves, they begin to walk at the side much more vertical angle, and can not focus on the angle of inclination soft tyres, so there is no advantage in its use for this end.
How Corner
The curves is the ability to anticipate the proper angle of inclination from the ground before reaching the apex of the curve. The angle to the road surface is the critical parameter and is limited by traction. This requires the rider to have a good eye for speed and traction. For most of this pavement is about 45 degrees by the lack of oil, water, or other smooth and slick spots. Therefore, if the curve is positive on banks of 10 degrees, an inclination of up to 55 degrees from vertical is possible. By contrast, crowned by a road without banking, where the surface falls around 10 degrees, allowing only 35 degrees (the limit).
The estimate of the tilt angle required for a curve is derived from the apparent traction and what speed will be at the apex of the lap at the current rate of braking. Anticipating the angle of inclination is something that humans, animals and birds are regularly drive propulsion. When running, forecast how fast and suddenly can be converted into a sidewalk, lane, or grass is easily done by most people. This requires an estimate of lean to the right conditions and control speed to avoid exceeding that angle. While on a bicycle the consequences of error are more serious, the method is the same.
These are reflexes that are developed by most people in youth, but some have not exercised in so long that they do not trust their abilities. A single drop strongly reinforces this doubt. For this reason, it is better to improve and regenerate these capabilities gradually through practice.
Countersteer
Countersteer is a popular topic for cyclists and motorcyclists who belatedly discover, or rediscover how to balance, it is a contrived issue. A two-wheeled vehicle can only be balanced or converted using countersteer, there is no other way to do it. It is the means by which a broomstick is balanced in the hand or a bicycle on the road. The point of support moves below the mass to align with the combined force of gravity and the force curves. That this requires leadership skills should be obvious. It is so obvious that runners never mention it, but you can see football and basketball players for his use of countersteer. Just watch a quarterback in a broken field run. I am sure that nothing is done him well in the NHL.
Braking
Once the basics of getting around a corner are in place, the big difference between being fast and be faster is another problem entirely. How the brakes are used before and curves that makes the difference between the average and fast runner. When traction is good, the front brake can be used almost exclusively because, with it, the bicycle can stop abruptly so that the rear wheel does not carry weight. When braking to a point on the rear wheel on takeoff, the rear brake is obviously useless. Once in the curve, increasingly traction is used by the angle of inclination, although it still slowed to cut speed. This is done with two brakes, because now neither wheel traction has much to lose. To develop an idea of the rear wheel on takeoff, practice hard braking in front of a low speed and safe.
Braking in Corners
Why in the brake to turn? If all braking is done before in turn, speed will be slower than necessary at an early stage of turn. Because it is impossible to predict accurately the maximum speed for the apex of the turn, and because the road is not a circular arc, speed must be cut all the way to the apex of the turn. Fear braking on curves are generally stems from an incident caused by injudicious braking. The use of front and rear brake must be adapted to the conditions.
When walking straight with good traction, substantial weight transfer of the rear of the front wheel is permissible, with strong use of front brake. When traction is poor, and slowing the transfer of weight is small, so the stop lamp with two wheels is appropriate. If traction is miserable, only the rear brake should be used, because while a rear slider is recoverable, one in the front is usually not.
Take for example, a rider for good traction on curves, inclined at 45 degrees equivalent to 1 G of centrifugal acceleration. The addition of 1 / 10 G barely slowed the increase in cargo traction tires, which is given by the square root of the sum of the two accelerations square SQRT (1 ^ 2 +0.1 ^ 2) = 1005 or an increase of 1 / 2%. In other words, there is room to slow substantially over the maximum curves. Because the angle of inclination changes as the square of the speed, braking can quickly reduce the angle of tilt and allow more braking. Therefore, there should be no doubt why brokers are almost always applying both brakes at the apex of high-speed speed turns.
Suspension
Beyond purity of lines and braking, suspension contributes substantially to descend. For bicycles without built-in suspension, that is furnished by the legs. Standing is not required on roads with thin air, simply taking the weight off the pelvic bones is adequate. On rough roads, there must be sufficient for the liquidation of chair does not carry weight. The reason for this is twofold. Blurred vision will become the chair if not unloaded, and traction will be compromised if the tyres are not kept in contact with the road while skimming more blows. The ideal is to keep the tire on the floor laden uniform.
Lean the bike, the rider, or two
Some pilots believe that hitting out knee or inclination of the body off the bike, improving curves. Sticking out a knee is the same thing without cleats that drivers do when they stick out a foot ramp motorcycle fashion. It is a futile gesture reassuring, but uneven roads, even degrades control. All that body weight is not centered on the bike (bicycle or inclination stuck out a knee) are putting our side on the bike, and lateral loads because management proposals if the road is not smooth. Getting the weight of the chair is also more difficult for such maneuvers.
To do this, coast down a straight, but rough road in a foot pedal with the bike leaning, and see how the bicycle is still a line irregular. On the contrary, if the tour focused on the bike can ride without hands perfectly straight on the same road. When lean off the bike you can not ride a line over the right track irregularities, especially in curves. Centered on the bike offers the best control.
Outside pedal Down
It is often said that putting off the pedal in a curve to improve cornering. Most experienced riders do, but not because I have something to do with traction. The reason is that it allows the rider to download the saddle, while standing with little effort in a locked knee, and this can only be done abroad because the pedal a pedal hit the road. However, standing on one leg extended does not work if the road is full of potholes, since a rigid leg can not absorb the blows or raise the road rider high enough of the chair to avoid being returned. Rough require an increase in high enough surfaces of the chair to avoid hard contact with the legs, while supply shock absorption knee action, pedals horizontally.
Vision
Where direct vision is critical to the fast curves. Central vision involves most of the cones in the retina of the eye. The color cones are receptive and interpretation of their images takes longer than the information received by the rods in the peripheral vision. That is why the central vision should focus on the sidewalk when the tyre track, while looking for potential obstacles and traffic with peripheral vision that is fast, black and white, and good for motion detection.
If the central vision is directed to where a vehicle or vehicles that may seem obstacle, its appearance will bring image processing to the suspension for a while. Because the color or model of car is irrelevant, this work can be left to the high-speed peripheral vision in white and black, while the concentration on the surface and the curvature of the sidewalk.
Many riders prefer to keep his head upright in cornering, but tilted his head with the bike and the body is more natural to the motion. Pilots who roll their planes do not try to keep his head during the maneuver, or curves, for that matter.
The Line
Picking the broadest curve through a corner may be obvious by the time the previous skills are dominating, but not always the best line, either for reasons of safety or the road surface. Sometimes it is better to stick a coup or a "Bott point" for changing the line, especially at high speed. Tires should be large enough to absorb the entire height of a lane marker without pinching the tube. This means that at least 25 mm cross section of the tyre is advisable. Sometimes, the crown of the road is enough to make the enlargement of the curve, taking the broad curve, counterproductive because the crown restricts the angle of inclination.
Speed mental
Mental speed that is required of them all. However, being fast does not guarantee success, because the judgement is even more important. Above all, it is important not to be daring, but rather to ride with a margin that leaves a feeling of comfort that no high risk. And the same thing, not to be blinded by age-old presumption that anyone who rides faster than I was crazy. "The drops like crazy!" is one of the most common descriptions of descenders fast. The commentary generally means that he is slower.
Drifting on a road bike Pavement
Some pilots claim that you can slide on dry pavement to achieve greater speed in a curve to drift through a turn. Drift to the media both wheels slide, which is even more difficult. I think this is pure illusion and can come from the observation of motorcycles that can be applied when the power of the Bank along its maximum angle of inclination in part to break traction. Moreover, the direct questioning, no one has this ability to himself, but "I have seen done."
A bicycle pedals can be only tilt angles much less than the maximum of land without a pedal, making it difficult to cabotage curves always done, so there is no power in the curve. In addition, bicycle tires have no margin for recovering a slip in the critical angle, which has been measured by tests in lean slip roads and testing machines. In these tests, the slipout (a little less than 45 degrees from the road surface) for tires in good pavement was considered hasty and unrecoverable. Although knobby tires do not have slipout sudden and can be moved around curves, they begin to walk at the side much more vertical angle, and can not focus on the angle of inclination soft tyres, so there is no advantage in its use for this end.
How Corner
The curves is the ability to anticipate the proper angle of inclination from the ground before reaching the apex of the curve. The angle to the road surface is the critical parameter and is limited by traction. This requires the rider to have a good eye for speed and traction. For most of this pavement is about 45 degrees by the lack of oil, water, or other smooth and slick spots. Therefore, if the curve is positive on banks of 10 degrees, an inclination of up to 55 degrees from vertical is possible. By contrast, crowned by a road without banking, where the surface falls around 10 degrees, allowing only 35 degrees (the limit).
The estimate of the tilt angle required for a curve is derived from the apparent traction and what speed will be at the apex of the lap at the current rate of braking. Anticipating the angle of inclination is something that humans, animals and birds are regularly drive propulsion. When running, forecast how fast and suddenly can be converted into a sidewalk, lane, or grass is easily done by most people. This requires an estimate of lean to the right conditions and control speed to avoid exceeding that angle. While on a bicycle the consequences of error are more serious, the method is the same.
These are reflexes that are developed by most people in youth, but some have not exercised in so long that they do not trust their abilities. A single drop strongly reinforces this doubt. For this reason, it is better to improve and regenerate these capabilities gradually through practice.
Countersteer
Countersteer is a popular topic for cyclists and motorcyclists who belatedly discover, or rediscover how to balance, it is a contrived issue. A two-wheeled vehicle can only be balanced or converted using countersteer, there is no other way to do it. It is the means by which a broomstick is balanced in the hand or a bicycle on the road. The point of support moves below the mass to align with the combined force of gravity and the force curves. That this requires leadership skills should be obvious. It is so obvious that runners never mention it, but you can see football and basketball players for his use of countersteer. Just watch a quarterback in a broken field run. I am sure that nothing is done him well in the NHL.
Braking
Once the basics of getting around a corner are in place, the big difference between being fast and be faster is another problem entirely. How the brakes are used before and curves that makes the difference between the average and fast runner. When traction is good, the front brake can be used almost exclusively because, with it, the bicycle can stop abruptly so that the rear wheel does not carry weight. When braking to a point on the rear wheel on takeoff, the rear brake is obviously useless. Once in the curve, increasingly traction is used by the angle of inclination, although it still slowed to cut speed. This is done with two brakes, because now neither wheel traction has much to lose. To develop an idea of the rear wheel on takeoff, practice hard braking in front of a low speed and safe.
Braking in Corners
Why in the brake to turn? If all braking is done before in turn, speed will be slower than necessary at an early stage of turn. Because it is impossible to predict accurately the maximum speed for the apex of the turn, and because the road is not a circular arc, speed must be cut all the way to the apex of the turn. Fear braking on curves are generally stems from an incident caused by injudicious braking. The use of front and rear brake must be adapted to the conditions.
When walking straight with good traction, substantial weight transfer of the rear of the front wheel is permissible, with strong use of front brake. When traction is poor, and slowing the transfer of weight is small, so the stop lamp with two wheels is appropriate. If traction is miserable, only the rear brake should be used, because while a rear slider is recoverable, one in the front is usually not.
Take for example, a rider for good traction on curves, inclined at 45 degrees equivalent to 1 G of centrifugal acceleration. The addition of 1 / 10 G barely slowed the increase in cargo traction tires, which is given by the square root of the sum of the two accelerations square SQRT (1 ^ 2 +0.1 ^ 2) = 1005 or an increase of 1 / 2%. In other words, there is room to slow substantially over the maximum curves. Because the angle of inclination changes as the square of the speed, braking can quickly reduce the angle of tilt and allow more braking. Therefore, there should be no doubt why brokers are almost always applying both brakes at the apex of high-speed speed turns.
Suspension
Beyond purity of lines and braking, suspension contributes substantially to descend. For bicycles without built-in suspension, that is furnished by the legs. Standing is not required on roads with thin air, simply taking the weight off the pelvic bones is adequate. On rough roads, there must be sufficient for the liquidation of chair does not carry weight. The reason for this is twofold. Blurred vision will become the chair if not unloaded, and traction will be compromised if the tyres are not kept in contact with the road while skimming more blows. The ideal is to keep the tire on the floor laden uniform.
Lean the bike, the rider, or two
Some pilots believe that hitting out knee or inclination of the body off the bike, improving curves. Sticking out a knee is the same thing without cleats that drivers do when they stick out a foot ramp motorcycle fashion. It is a futile gesture reassuring, but uneven roads, even degrades control. All that body weight is not centered on the bike (bicycle or inclination stuck out a knee) are putting our side on the bike, and lateral loads because management proposals if the road is not smooth. Getting the weight of the chair is also more difficult for such maneuvers.
To do this, coast down a straight, but rough road in a foot pedal with the bike leaning, and see how the bicycle is still a line irregular. On the contrary, if the tour focused on the bike can ride without hands perfectly straight on the same road. When lean off the bike you can not ride a line over the right track irregularities, especially in curves. Centered on the bike offers the best control.
Outside pedal Down
It is often said that putting off the pedal in a curve to improve cornering. Most experienced riders do, but not because I have something to do with traction. The reason is that it allows the rider to download the saddle, while standing with little effort in a locked knee, and this can only be done abroad because the pedal a pedal hit the road. However, standing on one leg extended does not work if the road is full of potholes, since a rigid leg can not absorb the blows or raise the road rider high enough of the chair to avoid being returned. Rough require an increase in high enough surfaces of the chair to avoid hard contact with the legs, while supply shock absorption knee action, pedals horizontally.
Vision
Where direct vision is critical to the fast curves. Central vision involves most of the cones in the retina of the eye. The color cones are receptive and interpretation of their images takes longer than the information received by the rods in the peripheral vision. That is why the central vision should focus on the sidewalk when the tyre track, while looking for potential obstacles and traffic with peripheral vision that is fast, black and white, and good for motion detection.
If the central vision is directed to where a vehicle or vehicles that may seem obstacle, its appearance will bring image processing to the suspension for a while. Because the color or model of car is irrelevant, this work can be left to the high-speed peripheral vision in white and black, while the concentration on the surface and the curvature of the sidewalk.
Many riders prefer to keep his head upright in cornering, but tilted his head with the bike and the body is more natural to the motion. Pilots who roll their planes do not try to keep his head during the maneuver, or curves, for that matter.
The Line
Picking the broadest curve through a corner may be obvious by the time the previous skills are dominating, but not always the best line, either for reasons of safety or the road surface. Sometimes it is better to stick a coup or a "Bott point" for changing the line, especially at high speed. Tires should be large enough to absorb the entire height of a lane marker without pinching the tube. This means that at least 25 mm cross section of the tyre is advisable. Sometimes, the crown of the road is enough to make the enlargement of the curve, taking the broad curve, counterproductive because the crown restricts the angle of inclination.
Speed mental
Mental speed that is required of them all. However, being fast does not guarantee success, because the judgement is even more important. Above all, it is important not to be daring, but rather to ride with a margin that leaves a feeling of comfort that no high risk. And the same thing, not to be blinded by age-old presumption that anyone who rides faster than I was crazy. "The drops like crazy!" is one of the most common descriptions of descenders fast. The commentary generally means that he is slower.
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