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I agree RC is doing better and it has to be tough when the races and riders are the same each week. He already said the last 4 weeks what he has to say about a rider, The Cowboy, Roczen is insanely fast on opening laps, Hunter comes on strong late in the race, Tomac looks better than ever, KTM made him a cable clutch, and the list goes on.
Then the track, the whoops are breaking down, the track is getting rougher, the track will be brutal for the 450's the rhythm section is tricky.
You’re treating it like he has to create things to talk about, he’s supposed to call what he sees. Instead they’ve gone to giving canned story lines and focus on that rider while telling whatever contrived story regardless of whether he’s ripping or sitting idle on the side of the track.
just follow the action, give some insight where you can and point out some cool things along the way, this isn’t a sitcom where you have to come up with some good storylines to tell during the show, there’s a race for that.
I would have skipped the SAT's to have 150 combined wins and the 15 championships. Vernacular Sernacular….
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I thought I heard that bridge the gap comment, and was thinking WTF did he just say?
Its a whole new career so each year RC has made improvement.
You do realize you follow an apex as a radius right?
Apex is a point. Radius is a distance. It's "decreasing radius corner" not " decreasing apex corner" ideally the latter graph would show the "highest point" of the interior angle but you get the point.
You clearly didn't listen to a word I typed.. You do realize you FOLLOW the apex line as a radius, right? Follow, travel, coasting, moving... And guess what, some of those apex lines are tighter than others depending on the corner radius...
I'm really curious if he himself thinks hes doing a good job. And I'm more curious how the powers that be think hes doing. It's so bad.
What's an 'apex line' and how do you follow it?
You omitted that term from your first retort. Are these synonyms (follow apex as a radius)? Are you making up new geometrical terms here? Draw it out for me I guess.
I don't think the radius is where you think it is...
I have no dog in this fight, but don't you, as a rider/driver decide where to apex a turn?
It's a racetrack, not a mechanical drawing.
The channel they're broadcasting on is literally named peaCOCK.
Good thing his name isn't "Fuchs".
Lots of talk about cock in this thread. That’s cool I guess
I now can't stop reading all his quotes on here in a Borat voice, thanks for that.. 😄
Agree, he has improved but the bar is really low. I want him to succeed and do well. I want a better product for everyone. But some of the things he says are hilarious.
You do decide where to apex a turn, but that apex is referring to the arc of the line made by the motorcycle; specifically the most significant point of rotation. They're two different apexes of two different angles, because the track is wider than the motorcycle.
Alternatively, it can colloquially refer to the point at which you come closest to the inside bounds of the curve. A 'late apex' denotes that you do so past the geometric apex of said corner.
The "apex" of any corner is the point at which changing directions has reached its highest load of G-force....Traction, in the very moment of the apex is at its lowest while friction is at its highest.
That said,...the exact apex position can change, depending on a shallow, early corner entry vs a late, arcing entry.
But Carmichael wasn't wrong in what he said. The general idea is that some corners are sharper than others. Most people, including those who criticize, KNOW what he is talking about.
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The distinction between 'traction' and 'friction' there is a bit inverted. Friction is what creates your traction; you can’t have one at its lowest while the other is at its highest. What’s actually happening at the apex is that your available grip margin is at its lowest because the knobbies are fully loaded for lateral bite.
You’re right that the apex position changes based on your line choice, but that’s just a result of the arc you choose to ride. The apex is still defined by the geometry of your path through the turn, regardless of where the G-forces happen to peak - it is a spatial location on the track, not a specific G-force value. You're confusing the where (the apex) with the what (the peak load).
At the highest load (apex) before any loss of traction occurs, friction is at its highest. This is how heat builds on the surface of racecar tires on an asphalt track or a dirt track.
At this apex, traction is more likely to be lost. I should have phrased it that way.
The conclusion is that the apex is the most loaded point of a corner. Everyone has to change directions and there is a peak in the load of this directional change.
I see the point you're making about tire stress, but defining the 'apex' as the 'peak load' is not accurate. In motocross, the peak G-load and the apex are frequently in two different zip codes.
A perfect example is a corner with a braking bump or a pocket on entry. As you dive into the turn and hit that pocket while still carrying high entry speed, your suspension bottoms out and your G-load peaks—that is your 'maximum load.' However, your apex (the tightest point of your arc where you actually change direction to exit) is usually 10 feet further around the corner, after you've already scrubbed off 15 mph.
Mathematically, G-load is v^2 / r. Because your speed (v) is much higher at the start of the turn than at the tightest part (r), the 'peak load' almost always happens before the apex. If the apex were truly the most loaded point, every rider would bottom out their forks exactly at the center of the turn, but in reality, they usually bottom out where the speed is highest or the dirt is firmest. You're describing a 'Peak Stress Point,' which is a variable of the rider’s speed, but the apex is a constant of the line's geometry and has nothing whatsoever to do with the g-load on the bike's suspension.
"A lotta racing left" two minutes into the 450 main always kills me, never gets old. 😂
Think of what I am saying in terms of "directional change" load. Forget about compression load, think of directional change load, or side load.
All corners are direction changes, and at some point, the direction change reaches its maximum or peak. THAT is the apex of a corner.
miss me with "real ones know" argument.
there are two apexes in question here: that of the corner and that of the line taken through the corner. the former is the one at issue, the faux pas committed by your god.
the apex of the corner (and of the line) is purely geometric. bringing in load and all that is simply a red herring. slip angle is not inherently highest at the (line) apex, and there are many cases where your relative longitudinal acceleration has far surpassed lateral acceleration at the (line) apex.
the (line) apex is the innermost point (points) of the line taken through the corner.
Point out to me below where you honestly think peak lateral load occurs. i'll pull some sim data off cosworth and post if you're still not convinced
Yes, but Peacock is not cock.
What if they had, for example: RC to Weege: 'Koch's your favourite right Weege?
Or Will: 'Koch was really helpful this morning during timed qualifying practice'
Weege: 'Woah, he just got taken out by Koch'
and so on and so forth...
Disagree.
It's so funny there are two accepted pronunciations and instead they made up their own.
German: COggh (short o, softish ch)
Americanized: Coke
Rick: Coach 😆
Lol you give it a try, I gave up.
The geometry argument is peak MotoTalk.
Now do seat bouncing! 😂
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