Richtig Bremsen - Gefahrenbremsung in Schräglage & senkrecht

Hello my life and welcome to a new video today, all about brakes, everything I tell you today is my opinion and there are also people who have different opinions but that could be true, I'm right, let's see what type of brakes we have. We are talking about: Are there or what type of brakes are there? We can only brake with the front wheel, we can brake with both brakes, that is, with the front and rear wheel brake, and we can also limit it with the engine brake. That is, when you downshift, the motorcycle is left a little to the side and what advantages do you have there.

I can explain that to you a little bit later, but like I said, it's more of a race track, but it's interesting for some people who deal with it, so let's see Start again with the hazard braking. So what does that look like? Danger braking. What is our objective if we now do dangerous braking? First of all, the most important thing is our posture, that is, when we brake, we should normally pass both arms. Of course, it starts, there are a lot of them and they say yes, no, on the track, it's different, yes, on the track, so you do it a little bit differently because then you also need a lot more power on the track.

I have to pay attention, especially when things start to slide. I can correct it a little bit, yes, but I don't have to know it on the track here on the road and the advantage if I stretch my arms if I stretch my arms. So I have the advantage that there is always exactly the same amount of weight on both ends of the handlebars and my motorcycle stays 100 straight. If now my legs have to stay on the footpegs, that means that if I lifted one leg. , let's say now I would lift my right leg, stop briefly, then push my whole body forward and the machine just before the sustained right incline position could come and, very important, always keep your legs up, straighten your arms and head.

It is also very important because if you brake for something, then suppose now we have an obstacle and then we brake for the obstacle, now we have to overcome the obstacle as well. Observe the obstacle or not, but look at where I can go and what exits I make. I'm in danger when braking so that's very important don't look down we see the wrong number the brakes so the musicians how fast it was a great day it doesn't work at all so it doesn't work at all it doesn't leave your head up be curious where you go and that should, first of all, how optimal driving works, in my opinion, it will be like this, we have to test all the weight, all the mass, in other words, we have to always do it like this we have the motorcyclist and the machine that produces completely a mass, so now we have to try to transfer this mass to the front wheel, which means we have to try to load the front wheel by dynamically changing the weight.

This can be up to 100 percent. If we do it right, we can do it up to 100 percent. 100 percent of the weight is transferred from the front wheel, meaning the more weight is transferred from the front wheel to the road, the better our crib will be. We can do this through dynamic weight changes, which is also important, as I said, when stretching my arms, for example, I avoid lifting with optimal deceleration of the rear wheel, which means that if I brake like this, the rear wheel goes up much sooner than if I carry my weight a little further back, so when I brake, all the mass moves forward anyway, so I can also activate the dynamic change of added weight, so now you have to take a look, so if now we assume that's my brake lever, imagine I would like to brake now if I brake that fast then I would stop my front wheel before that gives open advice and weight is everything.

The mass is transferred to the road that I have good grip, that is, if I pull a mainz lever so badly then it would lift the front wheel, the front wheel or it would lock if I don't have ABS or that but it would regulate immediately and then the remaining mass I would push the front wheel away from my motorcycle, okay, these are very, very important points, please, dear researcher, don't feel attacked if I tell you now that this braking thing is complete nonsense, so I'll explain. everything down to the smallest detail why it is not so good, first of all we have to understand, we have to look for a point where we have the maximum deceleration, that is, suppose now we only have the desired points there, then suppose we have more points of merzen thought, assuming that we now have our maximum deceleration, that is, if I now have the brake lever here and brake up to this point, or when I have reached this point the front wheel lock the ABS or the rear wheel would adjust.

That's how it is, you have to imagine that that would be the maximum deceleration, so if now I face the danger of power with my students, immediately the scene is exactly the same, that means here go down the first few times pay attention to the posture look one up to the support and then the foot down always just one foot around it is also important then and now it is important that we find this point and not like this and not like this but that means that the speed, how fast like a brake, the goal is very, very important, the best way is to imagine that you are braking as fast as a fork can dive, that means that when you brake like this you always stretch your arms and just like the poor thing, she stretches the brake to this point and at this point then you have to drive, then it is not possible for me to come, so there has never been a driver who comes and is also the best or who has probably already gone or raced or something like that, there is no one who comes and immediately discovers that from from this point it doesn't work, so they go too far or they are to the side, but I will say that 99 percent is getting close and that is always the point in this story It's all still in the back of your mind.

Always have a story in the back of your mind. It is also very important that he gives it to you the first few times, that is, the releasing effect. Assuming here, Rob Now is braking and I would describe this point. You now have optimal grip. The front wheel is loaded, we have optimal grip, it transfers from the tire to the road and the rear wheel lifts, what do I do now? Normally, look here, from now on I brake the rear wheel next week, normally I just have to get up to here, we loosen it, then the rear wheel immediately goes back down and we practice this release effect maybe in the first 23 tries that He just says okay, I'll brake now and with a bop I'll go back up, it's just a little bit in the subconscious, everything I teach you works better if you do something 27 times He does something at least 27 times so it's better for him to put it in your subconscious, that means optimal danger when braking, we drive, we run, we take off the accelerator, it is very important and then we brake and experience this point when it is the first time, maybe you should like that and at some point we have a tree in points.

You can see that if you have the optimal brakes and, in my opinion, optimal brakes, if you have time of the abs in the last meters in the control range, then it is better to do it with a motorcycle with abs, there are only motorcycles in the field of anyway With ABS on the road on the terrain it is not possible to simply drive this point, it often makes it very important if you now do the emergency braking as it really is, unfortunately a lot of research is still teaching you to hit it really hard and it seems that Teach people, the icing on the cake is when you tell the new driver that yes, to prevent the rear wheel from lifting, you must apply the rear brake first and then the front brake.

Sorry, I can't say in a dangerous situation that you brake first from behind and then from the front. Only, depending on the speed we have, there are 10 to 30 meters that you have to travel and of course. Those could be important distances that we need to reduce to avoid an accident or crash, so please don't do that, that's all. That doesn't work, we always have to assume that it's not just about the exam. What you say is okay, how do I teach my students that it's about that, but I have to prepare for how it will happen next?

I can't say it and then let's drive, it doesn't work in the danger zone. For example, I can't teach at carnival and I brake with both brakes when I teach at the lower driving school and then I pull both brakes then to see what happens with the bust. There, you could never say which brake, how much delay changed, so, what? what I do? Like I said, the rear brake, let's leave it out, okay, so leave it out to get an idea of ​​the brake, which mainly distorts. Dear driving instructor, if you can show us your Schiller, please let me know.

Well, I brake once from 30 km/h or from 50 only at the front and then at 50 km/h only at the rear, that means let's see how many advantages with each brake, that aha effect. Sometimes it comes and that's why now when we have an optimal danger to make it burn then it's really like this: either the ABS regulates down to the last parameters or the rear wheel is raised by one centimeter, which is perfect if the rear wheel is one centimeter. of air, dears, what is the rear wheel for and then a delay like that. And now the thing is that I have a motorcycle without ABS, so using the rear brakes is dangerous up to 50 km/h, it is not a problem at all, but you have to keep in mind that every road has a slope due to water drainage and always where the slope runs the bucket is also hit, which means that if now I brake dangerously and brake optimally at the front and brake at the rear, on a motorcycle without it, but only then my motorcycle always drifts in the direction where the gradient is 50 km/h, maybe we stop that steep, that's why it's 102. 100 isn't that steep, it's basically already there, so it doesn't work.

That is why we, as driving instructors, cannot teach people who want to receive before /h the entire official network of 100 kaymer, as I said, my recommendation, this is my recommendation, I recommend it for the On road conditions dry, the rear brake only brakes in the front, then we need it in other situations, such as if there is loose ground or if we are now in bei. We can drive in the wet, we can also use both brakes. We have to hold on very well today, so we can do it even in case of emergency braking in the training area.

I see it every day when it rains, they slow down so much that today, in full rain, I lift the rear end. wheel So crazy, crazy So what I've done in the last ten years is really crazy and that's why I rely on rubber, black gold is so cool, what I did, I think is really amazing and it's also like said. Recommendation to leave out the rear brake when I was now in the terrain, then the rear brake from time to time a little mainly when I activated the rear brake, then it is really only activated to hit, that is the only reason or in the terrain from dissolving surfaces but also I'm trying to ride a twisty off-road motocross with a lot of waves and then it burns out mainly in the front because if I lock the rear it would hit me in every wave if the wheel was locked and the chassis would sink . unstable again.

Now I'm a professional. I must have used professionals back then and I will use professionals for me, it works very well, so now I would like to tell you why many motorcyclists turn around, it is very interesting why many motorcyclists turn around. , just watch here, we are my driving students and this Watch the video now and understand it because what happened to you is no longer because we brake to the point where it is always the same if the movement and speed of braking is important. If I now teach my driving student from scratch to do something like this, the probability of him flipping over is relatively low because the ABS rule is to immediately stop the front wheel before the weight is on it, thus regulating the ABS and I could Say hello, my safe driving student is on the way, but now the test always comes up and says hello, it was foggy again and there again and recently even the helicopter had to come and now I'll tell you why.

Isn't it so easy a gift now imagine I said yes about optimal emergency braking? To get there, we have to brake like this, most driving schools that do impact braking in Mainz like this if now the student, but instead of doing this once, what? it happens at a glance, let's do it like this up to here, but let's say that when the food is set hard and more pressure for me, more brakes build up the pressure, now we have optimal grip here and the front wheel will no longer lock because there is optimal grip what happens if I continue now until the rear wheel gives way then we stop braking here but if someone has always learned this way and brakes a little slower pressure on what happens to me then if your gender can do that, like this without more and you have never managed to find this point and you don't know what to do if it appears behind and then again conclusion about braking so we have three different dangers Braking performed once we perform the danger braking with the abdominals completely in from behind completely in then once with the abdominals but only completely dosed and we brake once withoutdose it only on the front, but then you realized So no abs Although I braked in a measured manner, the machine became a little restless.

You can see it very clearly. So my conclusion would be that the front brake is completely sufficient. You can see from the brakes that there is no more delay. On the contrary, if we brake selectively at the front with ABS, then we will have the most stable motorcycle, the shortest or with the shortest braking distance, now it is about braking the curve, a very interesting and interesting story or Of course it happens. Often as a hazard brake we have to be intuitive and you can only do it if you have a lot of repetitions and often practice it over and over again, then it can also be used when braking in a corner.

You have to do this on almost all curves. The difference is that the curve flattens out, goes up a hill a little, or curves beautifully and curves up the mountain. Of course, you have to brake a little harder down there than you do now on the curve going up the hill or on the flat. Something like this basically has to be done when driving on a curve. Our next video is more about driving the curve. That's why I would like to point out that What is said here in this video is of course very important for the last video about driving in the curve, but it is important to pay attention to how fast I can drive.

Something says that I can only grind so that I can reach a stop within a driving distance, which means that when I drive on a curve, I can only drive so fast that I can stop within a driving distance, so now we reach a point very important. In theory, for example, you're not allowed to brake on a curve. If you think that, you haven't noticed it in recent years. Since this year, I approach my researcher in a completely different way and say hey, if we start on the curve now. , yes, then I say Yes, then you can't brake, he said nonsense, nonsense, but think about it carefully if we are going to enter a curve and we don't free ourselves, now brake on the course and stop braking earlier.

I get into a bent position, then I'm often too fast, so tippl eck. But exactly what would happen, what we're happening now, that means I get into or get into a situation in the group that I can't control. again or only with difficulty, that means that, in theory, you would have to brake in the curve and that is a big sticking point that many do not understand, so dears, pay attention when we brake in a curve, then we brake the curve normally, that means our fork sinks into our front wheel it has pressure it transfers pressure to the road we have optimal grip now we go with that optimal grip when our feeling tells us that I'm still a little too fast with the brakes in a lean position so you know exactly in the video what you have already seen what the motorcycle actually looks like in motion, how we have the motors on the brakes in an inclined position, that means looking But since he drives a car, almost all of you, if in a short observation trip they brake on the bend, yeah why shouldn't you do that when you ride a motorcycle?

That means you brake the rides, stay on the brake, the feeling tells you, hey boat, I'm a little too fast, now just go to a lean position. And I'll tell you one thing, it has a great feeling, much better if you release the brakes and then enter the corner. Now I'm going too fast, so I don't brake in the corner if the situation arises. , then we start braking on the curve until we stop, so take it easy, brake and now let's look at the whole circle. Now we have to watch the fight in the circle. We lower the speed if you have a maximum deceleration then we lower the speed.

We wait at about eight meters per second, so with this amazing BMW motorcycle we can see exactly what angle you're driving at and you can also see exactly how late we're working at that moment, so let's take a look. on the whole thing Now let's start when we enter the corner, we enter the corners, we apply the brakes, we hold the brakes until we really feel like we're gaining and we have a good feeling, then we release the brakes and continue taking the corner So and what zone we are moving now you can see for yourself, we are always moving in a green zone, that is, if we drive normally on the road we normally never reach the point where we are. on a curve at the beginning of a curve a success if you think about it, but when the car ride is over if you are driving now when you are traveling by car how often do you have to brake sharply in the curve because he too fast then I see very rarely that someone has to react like that and have something.

If you do it wrong then you have not solved the skid and that is what we motorcyclists have when we win, that is, our thinking is always in the moment, that means that we are always where we are now or, at most, at the beginning of the next bend, but nothing more, and since we have to look much further ahead than a normal driver, we usually don't get into that situation. where we have to take the curve, but now you touch the thing, let's go further now pharmaceutical the curve we brake brake at the end of the curve itself, we have such a nice stretch release the brake and now we take the curve and now the curve is a little narrower, what factors can we use now?

What factors make us smaller in the radius of the curve like this. Now we have four options, but the first 30 I tell you, are usually enough to avoid the advantage, which means "First, what can we do? Now we are driving in the curve, first, I can always make it steeper, the reserves that So that would always be an option to reduce the corner radius, I do more lean angles, which means I push the handlebars further, I reduce my speed by releasing the accelerator, which means I then have the engine brake, for example. so to speak, which I then use with him and I'm still completely in the green area and the third I lower a little with my upper body and if I lower a little with my upper body then the center of gravity lowers to be able to with the same camber, then I already had more camber, I slowed down and now against it, upwards, the body remains round with the same inclination angle, this is also reduced again precisely through these three things because I can reduce the radius of my curve , that means, but when he's on the road, then you tend to always have to do it a little bit, I mean always.

That's how you sit on a normal motorcycle, then you walk with your body like when you're lifting today, you look in the mirror, it has that movement that's not bad at all, so you have a little bit more confident feeling. when you go through a curve like this now the last point comes a dangerous braking in the curve so if it is so if you do it like this now you brake in a curve yes because it feels like it says I'm still very fast this braking entering the curve is absolutely harmless, that You will do it and you will feel better when you release the brake before the turn, I promise, now that you are in the turn, the turn gets tighter and I reduce the radius of my turn through speed for the little ones, a steeper angle and give the upper body a spin, everything is great and now we move on from that, it rarely happens, but now there is a car in the curve, now there is a car in Kufa, that is an accident or something is lying. cross the tree, felling is no longer in the way, yes my life is now at a point where I must say that we definitely have to talk about it once and we can also practice it, but if you don't know how to do it, then obviously It's difficult that's why I'm standing here and at the same time the emergency braking works on the curve, that means I was on a curve, yes, that's right.

Far enough that you can usually stop in a manageable distance, so I, as a racing driver, can maybe brake a little better in corners than someone who has no experience braking in corners, so I do it every once in a while, I just have to do it, yeah, brake into the corner for us. Sometimes it makes noise, then sometimes it brakes and is stopped, etc., how does it work? We have such a great BMW motorcycle and they have lean ABS, we will try everything. It works on lean angles, but it says I. I'm going to take a corner right now and hit it hard, so big thanks to BMW when the bike breaks down, so big thanks to BMW, they made the bike available to us with a little bit of understanding if the motorcycle breaks down. later, money, but we'll test it or something and then see how good it is functionally so we can see that it works excellent, yes, the cornering braking works very well and now comes the next point, now we will do it.

Of course, without us having that support in the lean angles, but how do we do that now when we brake dangerously in the curve, that is, we are driving in the curves now? Actually, we should imagine that we have to go back to being very smooth, so if We are here again because then we can't go to the maximum, we can't go to the maximum deceleration in the curve, that means we can decelerate a maximum of 2 34 meters per second squared and then we would have to brake harder than During the last few meters, if you have the opportunity to slow down, straighten the motorcycle and then strengthen, that means I brake.

I go very gently when you push my fork very gently and that's supposed to be the most important point when I make a mistake. So the motorcycle sometimes reacts strangely and wants to stand up, so what do we do about it? Now we are prepared to counter that once again you have moved the motorcycle correctly, which means we apply the brakes, wait for them to lift and then I guess now it is a curve, that is, a left turn and I want to brake, the machine wants to get up, I press the left end of the handlebar more and more against the brake and in the last meters if I have the opportunity then the more I straighten the machine and the more powerful I can brake, so you can do dangerous braking in an inclined position by practicing it in a parking lot, but it often fits because there are many parking spaces with white stripes where the parking areas are located.

They are etched, sometimes they are very slippery so I have to be careful that then maybe look for a place where there are not those white areas or those white lines and of course, it is also better that the parking lot is clean, of course, If it rains in the parking lot , take a turn and then hold the lean, brake and straighten the motorcycle for a moment, everyone can do that in the parking lot. Look at it, no world champion has fallen from the sky yet. World champions are made and it's all about conditioning, which means the more often you practice something here, you can improve something and every racing driver practices and practices and then you just master it and then you get back up and then you keep going. and then people listened to the muzzle, then he took something for him and you don't have to fall, so in the areas we're talking about nothing happens, so it starts with a little incline and then I can do it. a little more strokes and try but never get to the area where the front wheel can skid because I say imagine the worst case scenario, I don't always have to stop in a curve, but there is a difference if Now, at 50 years old, crash into a car, hitting a tree or being in it, or at 20, you know what I mean and we just have to do that and in my life we ​​are always afraid of what we don't know and now you have the opportunity to say OK, no. nothing will happen like many motorcyclists do or say hello Konan, Johann has explained to me a little how it works and you can go out and do it and I promise you as soon as you do it and how often, the more you do this, the less afraid you are of the situation and so you can condition yourself in different areas.

The motorcycle is not only considered for the road, but only for bike rides and this in that, but you can also call from time to time for a short time on the spot to go somewhere a couple of times risk braking once and again it can't be that he gets on the motorcycle in the spring and then goes to Italy or say what that doesn't work in the square do some colorful things and pay attention to your posture, remember it in your memory and train yourself in different situations and then you will be less afraid and what should we be afraid of? or what do we need to ride a motorcycle, joy, exactly, we want to have fun riding a motorcycle and everything I tell you will take you there, happy mother if that's all, I wish you a lot fun, summer life, Everything you hear from me, everything I tell you, I have to transmit it to you Differentiate the practical side from what you see in this video, you have to imagine the practical side, that is 50 percent of What I can teach you so you can have fun while driving. a motorcycle, not being afraid, the other 50 percent is that in theory.

That means there will be motorcycle seminars in the future that will include things like now, for example, the right attitude I need to ride a motorcycle, how I deal with it. with fears, how I deal with various dangerous situations and because it is really aboutthe mental attitude, a lot of the subconscious, how the subconscious influences everything, so it's a very, very interesting story, that means one is the videos and what I teach. the practice and the other is the theory and you have to imagine it like this and one flows towards the other like this One gear, yes, and it's just the two in combination, both together make you happy, successful and the motorcyclist has fun and is not afraid and unfortunately I can't take away your fear with videos in practice, but with a seminar you can.

We will be happy to inform you and have prepared a home page for you www moto seminars dot com and then we will have to At the moment we are going to Gronau, unfortunately in corona times we will have to go to Kroner and offer seminars throughout the country on Sunday. Have fun riding a motorcycle with Bayer Jochen.