Maybe I'm tilting at windmills here, but most racebikes have steering dampers attached. Most racebikes pull the rake in and reduce trail to obtain a quick steering bike in the turns. The result is a front-end geometry that's very sensitive to any imbalance in the front wheel. Most racing organizations require steering stabilizers for this reason and most modern sport bikes come equipped with them from the factory. Even with stabilizers I've seen more than a couple of bikes go into a tank slapper on the race track... for what it's worth...
Yep and totally backs up my firm and tested findings, that everything else but
a linked isolastic Commando with modified Roadholders are corner cripples. I'm not misleading ya on this as its a life/death risk to push corners G's past what any other bike and tires can take. Think about this - to go faster takes power on rear, enough power on rear lifts front out of traction, to put more mass on front takes traction power holding off the rear, so to me racers have shot them selves in the foot following philosophy that the front tire is needed to turn a bike. Front tire is only helpful when going as slow as best racers do around tighter turns but extends into lessor leans-longer sweepers too. You can not lean a bike much - even w/o power- and prevent the forks expanding and lifting planting-traction loads off front tire. If you get going harsh enough tarmac behaves like loose Gravel, can't depend on front tire to aim the rear so limits all other bikes to slow poking until after apex and can straighten up to plant power or even lift front off surface to plant rear power. Any and every bike can handling after apex loads with as much power as they have. Its going into the turns super fast on greatly increasing power that sorts the cripples from the capable. Only speedway ice spiked, raw hill climbers and Mx bikes in a deep rut on steep banks can handle loads and G's forces Ms Peel does on flat tarmac turns and use straight steering at speed. Ms Peel does not need nor can benefit by stinking steering damper, in fact its becomes dangerous as forks must be free to follow road until lifted out of interfering with the rear tire that rules the roost on real turning. No one but me talks about the 5 phases of handling, nor would I if not for the miracle of rear link and its 2 helpers.
At each transition of phase, like ice to water, fork action reverses, so if forks prevented from flipping sides super fast on their own, ya crash, just like hot shot racers rigs if not wisely slowing WTF down for turns. Sliding while crossed up is not a faster way around, so don't be fooled by racer stunts smoking rear, just widens the turns and prevents better thrust ahead to me on Ms Peel. Consider what's going on with front tire losing down force and pointing to outside of turn. Tire vector conflicts shoot through the roof and twists chassis which then reach a frequency of rebound that takes tires off surface and riders into it. The tiny itty bitty gains moderns get by faster steering geometry and trail braking is so little to me I shun that crap any more and is very dangerous states on cycles that can't absorb the random wiggles and splashing induced.
To get a sense of the incredible load handling iso Commando's have lurking, go 20 mph and try to straight steer and see what happens through frame and hi side onset, Peel can handle that - but not because she has super rigid chassis or fat ass tires. To do more of that faster is main reason for more power to me.
Also Ms Peel feels like an over loaded Goldwing when just puttering about, which I do way more than anything else. Plan is to get times on tracks for pecking order proof of principle but main pleasure is solo daily use.
