A BrakeSteerTurn© series analyses of Richie Portes Stage 9 crash.
First off, though it was a serious crash, we’re glad that Richie will be okay in due time. With a long and arduous recovery, surely he will return to form at some point.
Every corner has an entry, an apex and most importantly…an EXIT. The ability to get the bike slowed enough to match the corner’s radius is paramount to a good, efficient exit. (Remember, radius determines speed)
Approaching a corner, a riders focus (in fractions of a second) shifts back and forth trying to manage entry speed and varying braking pressure, while negotiating the geographical layout of the corner(s) or course. Subsequently, speed is sometimes hard to judge when it is constantly changing.
This is why it is SO important to go through the progressions of; Setting up for corner entry, being on proper line, braking (if any is needed) then focusing vision on and past the exit. Entering a turn, a riders primary objective should be to take the proper line and how much speed a they can maintain, not how much they need to slow. If a rider gets entry right, then 99.9% of the time, corner exit will be spot on.
Though the video is not so clear, we can see that Porte was off line for the left-hander in which he ran off. So the question is why was he off line? Well, we can speculate, but the most likely reason was that in the previous corner, he was off line as well. In all probability, he had entered the previous right hand corner to early, which put him out a bit wide on the exit of the right-hander, which subsequently, pushed him to the very inside of that left-hander, entering it way too early.
One of the problems with ‘blowing’ or ‘muffing’ a corner or series of corners, is that if you get one wrong, you’ll typically get the next one or two corners wrong as well. When corners are strung together in a short series, a rider cannot recover in time to be on the proper line. This is why it is critical to ‘line build’ as a rider goes through a corner or series of corners. Especially when the road or course is narrow, there just isn’t a lot of wiggle room. Mid-corner corrections are sometimes possible, but not on narrow winding roads, when speeds are high.
It’s not wet/damp roads that cause a crash. It’s not the tyre and wheel itself locking up that are responsible for a crash. The MAIN causation of almost all crashes is rider error. A rider who loses control of his or her machine, was/is the CAUSE of any crash. Inputs to the machine are critical. Not enough steering at the right moment will be consequential. Too much steering input can be just as detrimental. Too much braking pressure will have the ancillary effect of locking a wheel/tyre up, etc, etc.
But in the end, it is the RIDER who is in control or not… When a rider does not implement good tactics and/or good practices, a rider will often forsake control. You’re either riding the machine or you’re merely a passenger just ALONG for the ride… -which type do you want to be!?
Another (road bike) convert in the evolution of Suspension!
Wilier have introduced a new version of the Cento, called the 10DNR. Three years in the making, with extensive testing and development has produced a rear suspended road machine that is more suited for long-er rides over rough roads.
But the (sad) reality is that most roads are becoming rougher and rougher as our infrastructure crumbles. North American roads will not be improving anytime soon, thanks to one of the most corrupted and criminal governments in the world. The same goes for most Euro nations as well, with the odd exception here and there. (namely Switzerland and Germany) but they too will eventually suffer from the unavoidable destruction from the emanate global warfare.
So, the evolution of suspension bikes will be a reality for almost all brands. Not that this (bad roads, etc) is/will be the main reason for the advance, but it will make for some excellent handling and comfortable road bikes. Obviously, the move is a marketing one first and foremost, but also a performance one as well.
Wilier describes the dampening mechanism as “Actiflex Suspension System” which pairs a small rocker arm with a “technopolymer” insert to offer up to 3mm of rear wheel travel. According to Wilier, the Actiflex system controls both compression and rebound of the 3mm travel, in order to keep the suspension consistent. The bikes are due to arrive in the states in September of 2017… Whoo hoo!
So, to my knowledge at this point, this makes three road bikes now with some type of rear dampening system. The other two being the K8S from Pinarello and the Calfee Manta. There is also a road bike with front ‘suspension’, the Specialized Roubaix
Had to update this with my input after reading the most unintelligent, ignorant, moronic comments I have read regarding tires on Road CC’s comment section from the typical spandex wearing blithering clueless idiot crowd.
More than a few of these morons actually believe Pirelli is not going to be able to produce good performing tyres. One particular jackass states how can Pirelli compete with the likes of Michelin and Continental! They make motorcycle tires how would they know ANYTHING about cycling tires! I had to laugh out loud at his massive ignorance. Can you imagine how stupid, literally stupid this insipid dolt is? And like-minded people who actually think like this? Holy shite mates… the world is really full of stupid people.
I’ve been wondering and waiting for years now, decades actually, for when one of the best tyre manufactures in the world would delve into the bicycle market… finally, motorsport and performance tyre giant, Pirelli has joined the fray…
Due out in August, I cannot wait to test a pair of the PZero’s! Pirelli, bravissimo mio amicio’s!