[觀念]騎車的步調...請新手多看
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就是那個光
龜速小飛俠

無 極 領 域
無 極 領 域
就是那個光

註冊時間: 2004-08-13
文章: 10562
居住地: 淪落異星的火星人

發表發表於: 星期五 十一月 24, 2006 12:08 pm    文章主題: [觀念]騎車的步調...請新手多看 引言回覆

因為最近感到車友數量增多,新手也變多,很多對於騎車的概念認識都不是很清楚,在此分享一篇DYNOJET翻譯的一篇文章"THE PACE",裡面有些我許的修正

我必須說,這篇文章對我騎車的觀念影響非常大,騎的越久,越能發覺當新手時期懵懂摸索時,給我正確的觀念跟動力...感謝DYNOJET在數年前的提供


THE PACE(騎車的步調) BY NICK IENATSCH
賽車牽涉到速度,注意力及精神上投入﹔因為在全力100%騎車所允許的錯誤空間非常小,錯誤的代價常是具毀滅性的。道路性能騎車(Performance street riding)較不緊張 ,亦離絕對的極限一段距離,但因不是在一控制下環境 ,如犯了錯誤及過度攻擊性的騎法也是一樣具毀滅性。許多的賽車手發誓絕對不在道路騎車。他們說:「太危險,太多變數,且太容易不能自己的騎太快"。 過度興奮的車手常把一般道路當賽車道,可預料的是,不是被警察抓,就是受傷 。但是我們都知道,花幾個小時與我們的愛車快速的在喜好的路線跑是一最佳享受。最好享受這幾個小時騎車的方法就是 「The Pace」。

我1984加入Motorcyclist之後一年,Mitch Boehm 亦加入。六個月後,「The Pace」 就發展出來了,我們在下幾個月內將它發展的更完善。 現在 「The Pace」 是我生命的一部份 - 也是我常參加星期天早上騎車友伴的一部份。「The Pace」 不但是一維護道路車手的生命的道路技巧,並且非常有娛樂性。


THE PACE
「The Pace」 強調車子的操控,而不是強調車子的絕對速度。全油門加速和延後的煞車不是 「The Pace」 的一部份,這樣基本上會消除了機車運動最常發生意外的兩個情況。我們所追求的是轉彎動量的利用,在入彎時強調穩定及有信心的把手控制以將車保持在一正確的狀況,在很短時間及距離輕快的完成轉彎。因為我們在出灣時並未大加油門,進入下一個彎時並不需要太多煞車。有時,我們一群人在外騎車,一整個早上也看不到一個煞車燈亮起。當需要煞車時,快速,平滑有力的扣拉前煞車手把以在最短時間內設定入彎的速度。大力煞車跟跑過頭騎出道路是一樣的,那等於是你在告訴大家:你騎的太猛,因為你加油門時間太長了而未能即時建立入彎速度。按「The Pace」騎車會減少你對油門及煞車的依賴,這是二個最易被濫用的裝置,並培養你判斷轉彎的速度。這是道路性能騎車最讓人興奮的一點

YOUR LANE IS YOUR LIMIT : 你的車道就是你的極限
除了超車外,絕對不要越線。這是另一個表示你騎太猛的信號。即使在一你可以看到前方很清楚的視野左急轉彎處,也要保持在分道線的右邊。保持在中線的右邊進彎比越過中線直走更具有挑戰性。當整隊都承諾這樣智慧型的技巧,車友間的群體壓力及邏輯會消除作弊的誘惑。雖然道路騎車不應用賽車用語來形容,你可以想像你的行車道是一個賽車道,離開你的行車道就如同摔車是一樣的。準確的控制車子可使你在環境許可下利用每一吋行車道。當你在有很好前方的視野轉彎區且無對方來車時,從離彎區較遠的一邊入彎,控制車子的轉彎不要太早,以便在彎區最遠外圍達成一個頂點式的轉彎。然後加速出彎,當車子直立時是很接近彎區的外圍。有力穩定的操縱你的車子以縮短過渡期﹔不要過度用力,因為在穩定的過程中車身會輕微的跳動甚至讓你出軌。因為你入彎時未大力煞車,你可以在頂點前早一些打開油門幫助你出彎時平衡穩定車子。
有很多時候環境不允許你用整個車道,從黃線到白線,再回到黃線。死角轉彎,對方來車,或地上有石頭,以上情況要保守騎車。所以需要保留3至4英呎的犯錯範圍,尤其是車道左側,當不規矩的對方來車可能造成致命的意外!只要你在碰到右死角彎時,縮小你的入彎範圍,在左死角彎時,將轉彎頂點向內移3英呎以避免看不到的佔用中線的對方來車。因為你是按照 「The Pace」 騎車,而不是全速,你有節制的入彎,使你有多餘的時間應付路上意外的石頭或雜物。泥濘道路的外圈通常是比較乾淨的,因為汽車重量大 部都在外圍輪胎,而將土排除掉,所以選擇那條線。

A GOOD LEADER,WILLING FOLLOWERS :
好的領隊,樂於配合的追隨者,街道不是賽車的場所,它需要禮讓、自信、自我控制來保持。領隊者決定騎車的步調並同時監視照後鏡看隨後的車友有無不規則的跡象。如在直線團身,越過中線和吊掛在車邊。若領隊在過彎時拉長了距離他會在直路時稍微減速但繼續享受過彎。由此使隊伍仍在一起,但卻未失去任何樂趣。與我一起騎車的3、4位車友非常的協調,不論是誰領隊步調總是一樣。我們偶而用一個簡單的手勢交換領隊的位置。但是無人在超車領隊時會存有一自我意識。毫無疑問的這樣騎車是情緒高揚,且快速行駛於彎道中。任何一個有右手的人可以快速的在直線騎車。精通轉彎才是使 「The Pace」 神龍活虎的關鍵。 保留相當長的的跟車距離,在直線跑道-選擇較適中的速度--是最佳調整車距的時機。保持距離除了安全外可達到數個目的。減少飛石打到,並且公路警察也不會懷疑大家在賽車。 「The Pace」 的風格,不吊掛過彎也減少騎車過猛的感覺且增加了大眾及法律眼光中車友的明智及成熟度。沉著的坐在你的車子上並同時快速的過彎是一個極大的技術挑戰。
因為 「The Pace」 會發展成高速過彎,灌輸新進車友 「The Pace」 需要一段時間。新車友常在出彎時大加油門來補償他們入彎所失去的。當新車友加入我們車隊時,我們出遊的速度會減低很多。因為我們的技巧強調適中直線速度和不用煞車會導致不知情的人入彎過快而造成最常發生的單機車意外。當你有新車友跟在你後面時,在入彎之前一段距離輕踩煞車以提醒他,並且告訴他沒有跟車隊同速的壓力 。

在 「The Pace」 中有很多車友間的溝通,一隻腳吊掛時表示道路上有雜物。所有的減速及要轉彎的意向都會事先用左手作信號。方向燈用來表示方向改變及超車,輕揮左手來感謝靠右以便利你超車的汽車。因為你並不用緊緊抓住你的手把,你也可以自由的用你的左手與對方來的車友打招呼。這是一個我們希望能再恢復的消失中禮貌。如果你認為 「The Pace」 是一輕鬆非競爭性與車友騎車的方法 ,你是對的。


RELAX AND FLICK IT: 放鬆,輕快過彎
我喜歡星期天早上在山中以 「The Pace」 騎車勝於到賽車場。它就是有這麼多的樂趣。它的關鍵在 」Countersteering」(逆操舵),以平穩有力的方向控制輸入到手把上經由跑車強硬的車體傳達到與地接觸的胎面。以 「The Pace」 騎車就是車廠將跑車發展成道路用途時的原意。
車子並不是 「The Pace」 最重要的一面,因你可用任一部可過彎的車子達到 「The Pace」。態度才是 「The Pace」 最重要的因素。瞭解到騎在你前面的車友不是你的競爭對手,尊重他偶爾領頭的資格,同時給他的騎車技巧認可與讚賞。你一定要有能限制你直線速度的成熟度使你的車群能在一起。同時要有足夠判斷力而瞭解到一些賽車道的策略,像延遲煞車及油門全開到紅線,會使大眾及警察反感。還可能會讓你與無情的地心引力碰面。當所有車友按 「The Pace」 騎到目的地後,無人會覺得被打敗,或是感到他在回程時必須證明自己。如果你真覺得你要證明什麼,到賽車場。

賽車場上用馬表及競爭對手來衡量你的速度,它歡迎你的攻擊性及你要第一的決心。道路性能騎車的衡量的標準是你得到的快樂 ,不是跑一趟的時間,排名或誰被你打敗。但很多還未發現 「The Pace」 純過彎的精髓和團體結合的車手常不記得這兩者的差別很大。在賽車場上極力騎 ,在道路上 "Pace" 你自己。

Copyright MOTORCYCLIST Magazine
June 1991 issue
Dynojet 譯

譯者:

"你的車道就是你的極限" 這一段騎車技術方面,因我也不是專家,翻得不太好,有可能翻得不對。我想快速轉彎有一個優點就是車傾斜的時間短,如此煞車失控的機會較小。
如你還有興趣, Nick 出了一本新書 Sport Riding Techniques 可買來看。另外Keith Code 有出 A Twist of The Wrist, 也很詳細解釋 CounterSteering,好像還有DVD版。
Nick 是Freddie Spencer's High Performance School 的教練。兩天的課程約台幣$7,5000。下次到 Las Vegas 的時候可順便上課。
看不到前面的彎我翻成死角彎。


The Pace - by Nick Ienatsch
Racing involves speed, concentration and commitment; the results of a mistake are usually catastrophic because there's little room for error riding at 100 percent. Performance street riding is less intense and further from the absolute limit, but because circumstances are less controlled, mistakes and overagressiveness can be equally catastrophic. Plenty of roadracers have sworn off street riding. "Too dangerous, too many variables and too easy to get carried away with too much speed," track specialists claim. Adrenaline-addled racers find themselves treating the street like the track, and not surprisingly, they get burned by the police, the laws of physics and the cold, harsh realities of an environment not groomed for ten-tenths riding. But as many of us know, a swift ride down a favorite road may be the finest way to spend a few free hours with a bike we love. And these few hours are best enjoyed riding at The Pace.

A year after I joined the Motorcyclist staff in 1984, Mitch Boehm was hired. Six months later, The Pace came into being, and we perfected it during the next few months of road testing and weekend fun rides. Now The Pace is part of my life - and a part of the Sunday morning riding group I frequent. The Pace is a street technique that not only keeps street riders alive, but thoroughly entertained as well.

THE PACE
The Pace focuses on bike control and de-emphasizes outright speed. Full-throttle acceleration and last minute braking aren't part of the program, effectively eliminating the two most common single-bike accident scenarios in sport riding. Cornering momentum is the name of the game, stressing strong, forceful inputs at the handlebar to place the bike correctly at the entrance of the turn and get it flicked in with little wasted time and distance. Since the throttle wasn't slammed open at the exit of the last corner, the next corner doesn't require much, if any braking. It isn't uncommon to ride with our group and not see a brake light flash all morning.

If brakes are required, the front lever gets squeezed smoothly, quickly and with a good deal of force to set entrance speed with minimum time. Running in on the brakes is tantamount to running off the road, a confession that you're pushing too hard and not getting your entrance speed set early enough because you stayed on the gas too long. Running The Pace decreases your reliance on the throttle and brakes, the two easiest controls to abuse, and hones your ability to judge cornering speed, which is the most thrilling aspect of performance street riding.

YOUR LANE IS YOUR LIMIT

Crossing the centerline at any time except during a passing maneuver is intolerable, another sign that you're pushing too hard to keep up. Even when you have a clean line of sight through a left-hand kink, stay to the right of the centerline. Staying on the right side of the centerline is much more challenging than simply straightening every slight corner, and when the whole group is committed to this intelligent practice, the temptation to cheat is eliminated through peer pressure and logic. Though street riding shouldn't be described in racing terms, you can think of your lane as the racetrack. Leaving your lane is tantamount to a crash.

Exact bike control has you using every inch of your lane if the circumstances permit it. In corners with a clear line of sight and no oncoming traffic, enter at the far outside of the corner, turn the bike relatively late in the corner to get a late apex at the far outside of your lane and accelerate out, just brushing the far outside of your lane as the bike stands up. Steer your bike forcefully but smoothly to minimize the transition time; don't hammer it down because the chassis will bobble slightly as it settles, possibly carrying you off line. Since you haven't charged in on the brakes, you can get the throttle on early, before the apex, which balances and settles your bike for the drive out.

More often than not, circumstances do not permit the full use of your lane from yellow line to white line and back again. Blind corners, oncoming traffic and gravel on the road are a few criteria that dictate a more conservative approach, so leave yourself a three- or four-foot margin for error, especially at the left side of the lane where errant oncoming traffic could prove fatal. Simply narrow your entrance on a blind right-hander and move your apex into your lane three feet on blind left turns in order to stay free of unseen oncoming traffic hogging the centerline. Because you're running at The Pace and not flat out, your controlled entrances offer additional time to deal with unexpected gravel or other debris in your lane; the outside wheel track is usually cleanest through a dirty corner since a car weights its outside tires most, scrubbing more dirt off the pavement in the process, so aim for that line.

A GOOD LEADER, WILLING FOLLOWERS

The street is not a racing environment, and it takes humility, self assurance and self control to keep it that way. The leader sets the pace and monitors his mirrors for signs of raggedness in the ranks that follow, such as tucking in on straights, crossing over the yellow line and hanging off the motorcycle in corners. If the leader pulls away, he simply slows his straightaway speed slightly but continues to enjoy the corners, thus closing the ranks but missing none of the fun. The small group of three or four riders I ride with is so harmonious that the pace is identical no matter who's leading. The lead shifts occasionally with a quick hand sign, but there's never a pass for the lead with an ego on the sleeve. Make no mistake, the riding is spirited and quick -- in the corners. Anyone with a right arm can hammer down the straights; it's the proficiency in the corners that makes The Pace come alive. Following distances are relatively lengthy, with the straightaways -- taken at more moderate speeds -- the perfect opportunity to adjust the gaps. Keeping a good distance serves several purposes, besides being safer. Rock chips are minimized and the highway patrol won't suspect a race is in progress. The Pace's style of not hanging off in corners also reduces the appearance of pushing too hard and adds a degree of maturity and sensibility in the eyes of the public and the law. There's a definite challenge to cornering quickly while sitting sedately on your bike.

New rider indoctrination takes some time because The Pace develops very high cornering speeds and newcomers want to hammer the throttle on exits to make up for what they lose at the entrances. Our group slows drastically when a new rider joins the ranks because our technique of moderate straightaway speeds and no brakes can suck the unaware into a corner too fast, creating the most common single-bike accident. With a new rider learning the pace behind you, tap your brake lightly well before the turn to alert him, and make sure he understands there's no pressure to stay with the group.

There's plenty of ongoing communication during The Pace. A foot off the peg indicates debris on the road, and all slowing or turning intentions are signaled in advance with the left hand and arm. Turn signals are used for direction changes and passing, with a wave of the left hand to thank cars that move right and make it easy for the motorcyclists to get past. Since you don't have a death grip on the handlebar, your left hand is also free to wave to oncoming riders, a fading courtesy that we'd like to see return. If you're getting the idea that The Pace is a relaxing, noncompetitive way to ride with a group, you are right.

RELAX AND FLICK IT

I'd rather spend a Sunday in the mountains riding at The Pace than a Sunday at the racetrack, it is that enjoyable. Countersteering is the name of the game, a smooth forceful steering input at the handlebar relayed to the tires' contact patches through a rigid sport-bike frame. Riding at The Pace is certainly what the bike manufacturers had in mind when sport bikes evolved to the street.

But the machine isn't the most important aspect of running at The Pace because you can do it on anything capable of getting through a corner. Attitude is The Pace's most important aspect; realizing the friend ahead of you isn't a competitor, respecting his right to lead the group occasionally and giving him credit for his riding skills. You must have the maturity to limit your straightaway speeds to allow the group to stay in touch and the sense to realize that racetrack tactics such as late braking and full throttle runs to redline will alienate the public and police and possibly introduce you to the unforgiving laws of gravity. When the group arrives at the destination after running The Pace, no one feels outgunned or is left with the feeling he must prove himself on the return run. If you've got something to prove, get on a racetrack.

The racetrack measures your speed with a stopwatch and direct competition, welcoming your aggression and gritty resolve to be the best. Performance street riding's only yardstick is the amount of enjoyment gained, not lap times, finishing position or competitors beaten. The differences are huge, but not always remembered by riders who haven't discovered The Pace's cornering pureness and group involvement. Hammer on the racetrack. Pace yourself on the street.

?Copyright MOTORCYCLIST Magazine
November 1991 issue



PACE YOURSELF - by Nick Ienatsch

The street is not the track -- It's the place to Pace.

Two weeks ago a rider died when he and his bike tumbled off a cliff paralleling our favorite road. No gravel in the lane, no oncoming car pushing him wide, no ice. The guy screwed up. Rider error. Too much enthusiasm with too little skill, and this fatality wasn't the first on this road this year. As with most single-bike accidents, the rider entered the corner at a speed his brain told him was too fast, stood the bike up and nailed the rear brake. Goodbye.

On the racetrack the rider would have tumbled into the hay bales, visited the ambulance for a strip of gauze and headed back to the pits to straighten his handlebars and think about his mistake. But let's get one thing perfectly clear; the street is not the racetrack. Using it as such will shorten your riding career and keep you from discovering The Pace. The Pace is far from street racing - and a lot more fun.

The Pace places the motorcycle in its proper role as the controlled vehicle, not the controlling vehicle. Too many riders of sport bikes become baggage when the throttle gets twisted - the ensuing speed is so overwhelming they are carried along in the rush. The Pace ignores outright speed and can be as much fun on a Ninja 250 as on a ZX-11, emphasizing rider skill over right-wrist bravado. A fool can twist the grip, but a fool has no idea how to stop or turn. Learning to stop will save your life; learning how to turn will enrich it. What feels better than banking a motorcycle over into a corner?

The mechanics of turning a motorcycle involve pushing and/or pulling on the handlebars; while this isn't new information for most sport riders, realize that the force at the handlebar affects the motorcycle's rate of turn-in. Shove hard on the bars, and the bike snaps over; gently push the bars, and the bike lazily banks in. Different corners require different techniques, but as you begin to think about lines, late entrances and late apexes, turning your bike at the exact moment and reaching the exact lean angle will require firm, forceful inputs at the handlebars. If you take less time to turn your motorcycle, you can use that time to brake more effectively or run deeper into a corner, affording yourself more time to judge the corner and a better look at any hidden surprises. It's important to look as far into the corner as possible and remember the adage, "You go where you look."

DON'T RUSH

The number-one survival skill, after mastering emergency braking, is setting your corner-entrance speed early, or as Kenny Roberts says, "Slow in, fast out." Street riders may get away with rushing into 99 out of 100 corners, but that last one will have gravel, mud or a trespassing car. Setting entrance speed early will allow you to adjust your speed and cornering line, giving you every opportunity to handle the surprise.

We've all rushed into a corner too fast and experienced not just the terror but the lack of control when trying to herd the bike into the bend. If you're fighting the brakes and trying to turn the bike, any surprise will be impossible to deal with. Setting your entrance speed early and looking into the corner allows you to determine what type of corner you're facing. Does the radius decrease? Is the turn off-camber? Is there an embankment that may have contributed some dirt to the corner?

Racers talk constantly about late braking, yet that technique is used only to pass for position during a race, not to turn a quicker lap time. Hard braking blurs the ability to judge cornering speed accurately, and most racers who rely too heavily on the brakes find themselves passed at the corner exits because they scrubbed off too much cornering speed. Additionally, braking late often forces you to trail the brakes or turn the motorcycle while still braking. While light trail braking is an excellent and useful technique to master, understand that your front tire has only a certain amount of traction to give.

If you use a majority of the front tire's traction for braking and then ask it to provide maximum cornering traction as well, a typical low-side crash will result. Also consider that your motorcycle won't steer as well with the fork fully compressed under heavy braking. If you're constantly fighting the motorcycle while turning, if may be because you're braking too far into the corner. All these problems can be eliminated by setting your entrance speed early, an important component of running The Pace.

Since you aren't hammering the brakes at every corner entrance, your enjoyment of pure cornering will increase tremendously. You'll relish the feeling of snapping your bike into the corner and opening the throttle as early as possible. Racers talk about getting the drive started, and that's just as important on the street. Notice how the motorcycle settles down and simply works better when the throttle is open? Use a smooth, light touch on the throttle and try to get the bike driving as soon as possible in the corner, even before the apex, the tightest point of the corner. If you find yourself on the throttle ridiculously early, it's an indication you can increase your entrance speed slightly and be releasing the brakes earlier.

As you sweep past the apex, you can begin to stand the bike up out of the corner. This is best done by smoothly accelerating, which will help stand the bike up. As the rear tire comes off full lean, it puts more rubber on the road, and the forces previously used for cornering traction can be converted to acceleration traction. The throttle can be rolled open as the bike stands up.

This magazine won't tell you how fast is safe; we will tell you how to go fast safely. How fast you go is your decision, but it's one that requires reflection and commitment. High speed on an empty four-lane freeway is against the law, but it's fairly safe. Fifty-five miles per hour in a canyon may be legal, but it may also be dangerous. Get together with your friends and talk about speed. Set a reasonable maximum and stick to it. Done right, The Pace is addicting without high straightaway speeds.

The group I ride with couldn't care less about outright speed between corners; any Gomer can twist a throttle. If you routinely go 100 mph, we hope you routinely practice emergency stops from that speed. Keep in mind outright speed will earn a ticket that is tough to fight and painful to pay; cruising the easy straight stuff doesn't attract as much attention from the authorities and sets your speed perfectly for the next sweeper.

GROUP MENTALITY

Straights are the time to reset the ranks. The leader needs to set a pace that won't bunch up the followers, especially while leaving a stop sign or passing a car on a two-lane road. The leader must use the throttle hard to get around the car and give the rest of the group room to make the pass, yet he or she can't speed blindly along and earn a ticket for the whole group. With sane speeds on the straights, the gaps can be adjusted easily; the bikes should be spaced about two seconds apart for maximum visibility of surface hazards.

It's the group aspect of The Pace that I enjoy the most, watching the bikes in front of me click into a corner like a row of dominoes, or looking in my mirror as my friends slip through the same set of corners I just emerged from.

Because there's a leader and a set of rules to follow, the competitive aspect of sport riding is eliminated and that removes a tremendous amount of pressure from a young rider's ego - or even and old rider's ego. We've all felt the tug of racing while riding with friends or strangers, but The Pace takes that away and saves it for where it belongs: the racetrack. The racetrack is where you prove your speed and take chances to best your friends and rivals.

I've spent a considerable amount of time writing about The Pace for several reasons, not the least of which being the fun I've had researching it (continuous and ongoing). But I have motivations that aren't so fun. I got scared a few years ago when Senator Danforth decided to save us from ourselves by trying to ban superbikes, soon followed by insurance companies blacklisting a variety of sportbikes. I've seen Mulholland Highway shut down because riders insisted on racing (and crashing) over a short section of it. I've seen heavy police patrols on roads that riders insist on throwing themselves off of. I've heard the term "murder-cycles" a dozen times too many. When we consider the abilities of a modern sport bike, it becomes clear that rider technique is sorely lacking.

The Pace emphasizes intelligent, rational riding techniques that ignore racetrack heroics without sacrificing fun. The skills needed to excel on the racetrack make up the basic precepts of The Pace, excluding the mind-numbing speeds and leaving the substantially larger margin for error needed to allow for unknown and immovable objects. Our sport faces unwanted legislation from outsiders, but a bit of throttle management from within will guarantee our future.



THE PACE PRINCIPLES

Set cornering speed early. Blow the entrance and you'll never recover.

Look down the road. Maintaining a high visual horizon will reduce perceived speed and help you avoid panic situations.

Steer the bike quickly. There's a reason Wayne Rainey works out - turning a fast-moving motorcycle takes muscle.

Use your brakes smoothly but firmly. Get on and then off the brakes; don't drag 'em.

Get the throttle on early. Starting the drive settles the chassis, especially through a bumpy corner.

Never cross the centerline except to pass. Crossing the centerline in a corner is an instant ticket and an admittance that you can't really steer your bike. In racing terms, your lane is your course; staying right of the line adds a significant challenge to most roads and is mandatory for sport riding's future.

Don't crowd the centerline. Always expect an oncoming car with two wheels in your lane.

Don't hang off in corners or tuck in on the straights. Sitting sedately on the bike looks safer and reduces unwanted attention. It also provides a built-in safety margin.

When leading, ride for the group. Good verbal communication is augmented with hand signals and turn signals; change direction and speed smoothly.

When following, ride with the group. If you can't follow a leader, don't expect anyone to follow you when you're setting the pace.

?Copyright MOTORCYCLIST Magazine
June 1993 issue
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發表發表於: 星期五 十一月 24, 2006 2:23 pm    文章主題: 引言回覆

感謝光大~~

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發表發表於: 星期五 十一月 24, 2006 3:03 pm    文章主題: 引言回覆

Smile
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suarong阿榮
無聲?有聲?

MotoCity副板主
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註冊時間: 2004-08-14
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發表發表於: 星期六 十一月 25, 2006 11:41 pm    文章主題: 引言回覆

這篇很久以前看過囉
總覺得跟現今眾多車友的騎法迥異
路上看到幾乎都是有路就衝、有車就抓
難道那就是台灣騎士的步調?
還是要嘆一聲:講再多有何用?
騎乘技巧版宣導再多,多數人還是不會轉到這頻道來收看的
只盼車友們上路偶爾能跟車隊溝通一下這些觀念
減少憾事發生
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腳踏車騎士 (無照駕駛)
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發表發表於: 星期日 十一月 26, 2006 1:33 pm    文章主題: 引言回覆

安全與樂趣並重的一篇好文章
安全快樂的騎車
享受騎車的快樂
身為新手, 認為這一區的資訊是自己一定要謹記在心的
多謝各位前輩的分享
Smile Smile Smile Smile goood
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就是那個光
龜速小飛俠

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就是那個光

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發表發表於: 星期一 十一月 27, 2006 5:29 am    文章主題: 引言回覆

suarong阿榮 寫到:
這篇很久以前看過囉
總覺得跟現今眾多車友的騎法迥異
路上看到幾乎都是有路就衝、有車就抓
難道那就是台灣騎士的步調?
還是要嘆一聲:講再多有何用?
騎乘技巧版宣導再多,多數人還是不會轉到這頻道來收看的

只盼車友們上路偶爾能跟車隊溝通一下這些觀念
減少憾事發生


很多車隊根本不在重車論壇上玩的,都是由車隊自己搞小團體,希望資訊封閉才有機會賺錢,當然這些安全觀念車隊很少提及,有些車隊還為了吸引新手,說該車隊有多利害等等...


但是因為這樣就放棄宣導嗎,捨本逐末只強調如何掛豬肉,晚煞車,孤輪等比較有風險的動作嗎....


我個人認為就算明知效果有限,該宣導的一定要做,否則老是看到車友PO新手因為觀念不對造成撼事,事故發生後悔恨,甚至因為誤會在論壇理嗆輸贏,這些都不是我們想看到的


回頭看了一下首頁:



騎技版的主旨著重在騎乘技巧,首重觀念正確,安全至上,如何騎才能既華麗又兼顧安全,可是如果觀念不正確,再利害的騎技抵不過一兩次的失誤,預防重於治療,重車的路還很長,別因為悲觀,就放棄自己可以盡的力量....版主的力量是無遠弗屆的...您說是吧

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就是那個光 在 星期一 十一月 27, 2006 9:18 am 作了第 5 次修改
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發表發表於: 星期一 十一月 27, 2006 8:48 am    文章主題: 引言回覆

感謝光大用心 Surprised Smile
不懂的提升自我騎乘技術的人
他自己會走有另一條路.....
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發表發表於: 星期一 十一月 27, 2006 10:02 am    文章主題: 引言回覆

本篇是建立道路騎乘觀念的重要文章
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發表發表於: 星期一 十一月 27, 2006 10:22 am    文章主題: 引言回覆

值得一看再看的好文 Smile
連結借用一下下嚕
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發表發表於: 星期一 十一月 27, 2006 1:03 pm    文章主題: 引言回覆

感謝分享! 88850 88850 88850
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悠閒騎車兜兜風!
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發表發表於: 星期二 十一月 28, 2006 11:01 am    文章主題: 引言回覆

感謝光大的熱忱與為車友大家用心,好心一定有好報,功德無量。
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900cc級騎士 (大型重型)
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發表發表於: 星期二 十一月 28, 2006 11:29 am    文章主題: 引言回覆

我得好好的再研究文章~~

別人我是不知道,但對我卻是很好的資訊也~~~ Smile

順便借我轉到『敏傑版』上去,好觀念值得大家學習倣傚!!

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1000cc級騎士 (大型重型)
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發表發表於: 星期五 十二月 29, 2006 12:41 pm    文章主題: 謝謝分享 引言回覆

寫的有一點深,可以在白化文一些,比較好瞭解謝謝,謝謝分享 88850
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騎車要慢慢~~~~
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遺失的火紅眼
騎車開心就好

雄 霸 車 壇
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發表發表於: 星期三 一月 10, 2007 1:37 am    文章主題: 引言回覆

真的是寓意深遠...也是很好的典範歐...騎車不是只求快歐..呵呵



愛重機的車友都是好心人
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啥時才能開心的騎車ㄚ

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發表發表於: 星期一 一月 15, 2007 9:27 am    文章主題: 引言回覆

Smile Smile Smile 光大 . . . 真是篇好文ㄚ . . . 大感恩 hoho hoho hoho
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