Decades ago , the ' R ' caseing in america was configured for 100 mph across death valley in summer on goldwings .Apparently std ones blew in the 100 deg plus temp fully laden at that speed .
Point being , the carcass and the rubber will be of a alien composition in comparison to the originals .The KR race tyres had extremly short sidewalls
and somewhat ridgid caseing . For Stiffness .
The American made ' R ' compoud / case TT100 was more comparable to the KR tyre , as far as stiffness goes .The Std original TT100 being pliable
to the hand , in comparison .
The Triton I ran had a 4.25 18 ' R ' TT100 ( American ) aft and a soft compound KR 76 3.00 19 front .
Predictability and balance was good , driftable and slideable .
The excess of traction on a approx 250 Lb machine allowed outrageous liberties brakeing, and getting the throttle ON after apexing . or ' AT ' apex .
Bike right over , rider uprightish . throttle on the stop and the forces would see the machine come upright under the rider by the time the straight
had been achieved. Hanging of with the machine more upright ( the angle achiecved AT the apex) would let it hunt & weave fractionally , Feedback
its called .
IF the 3.60 is still available , and in the ' R ' type ( on caseing ) they may be adequate , but Id think you could be more aggressive with the larger section tyres.
Snotting the Hondas in the bends , C'do & Bonne , one was always concious of progressively bringing the throttle up Vs traction .The larger front section
allowed ' Leaning ' on the front .Id think progressively , cranked over - youd get better traction , to balance , aft with the 4.25 ( or 5.00 16 :shock: TT100 )
And when the necesity to change lanes instataeneously was required ( I must look where I am going
:lol: ) A line chop of a lanes width in that length
at 60 mph , was attained .The resulting forces saw you fall back on the bike , If you didnt let go .
The Ancient Bonnevil , with 4.10 fore and aft , Irish on Front .Had massive resererves of Front Brake , cranked over . As was demonstrated ' on call '
when required .
The Larger section giveing the reserves and non sensitive though still resonsive steering . Smaller wouldve been better on the Gravle Roads .
Larger rear wouldve allowed more aggressive throttle in bends on tarmac, through increased traction . IF it didnt start it weaveing .
ASPECT RATIOS ,
The modern donut thingos , with the nasty width , give a shorter length / width contact patch . ( so they can switch lanes , steer etc )
The Taller Narrower tyres of days of yore , had longer thinner patches , induceing stability at speed , on the Jaybeck autoroute .
The Dumlop Trigonics were narrow upright to give less rolling resistance , thus increaseing top speed . Most suited to bendy tracks rather than point & squirt
ones . A favourite trick on the Norton approaching the main road , was to put it over into the sweeping left hander at 40 , check clear over your right sholder
and downshift to second . Instantaeneusly hit 60 and maintain trundle through the curve & up onto the dual lane .
When I was stupid enough to sell it , the undecided unsure Honda Boy s attention was riveted , and maintained through the further ' bend swinging ' .
Back at base was no question if he wanted it then , just what he could get it for .
Being Game , where a track provides the oppertunity , If Twisty , allows you to delight in utiliseation of mucho throttle & brakeing cranked over .
Virtually makeing the twisty bits straight , IF you use your open radius bend swinging lines , NOT the point an squirt type where the tyres Not Right Over .
Mad Bruce wore the sides of a KR76 with tread still on the centre , on the street on a B31 . MOST never Wear the sides AT ALL , even on a Track . :? :lol:
willum gettum ' Thruxton M'Cycles ' &
