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Discussion Starter · #1 ·
Took bike out a few times this week. Now it wants to steer into the turn, cutting turns close and continuing to force me to fight the bike to countersteer.

Alignment seems fine. I lost 25 lbs over the winter and haven’t reset preload, could this be the issue? Very unsettling when it happens, even happens at 30mph.

Thoughts?


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Tire pressure?
 
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Had the same problem with mine, turned out my tyre pressure gauge was reading 10psi high!
 

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Took bike out a few times this week. Now it wants to steer into the turn, cutting turns close and continuing to force me to fight the bike to countersteer.

Alignment seems fine. I lost 25 lbs over the winter and haven’t reset preload, could this be the issue? Very unsettling when it happens, even happens at 30mph.

Thoughts?


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Check tire wear... I tend to wear the sides and tires worn that way want to fall into corners.
 
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Discussion Starter · #7 ·
Check tire wear... I tend to wear the sides and tires worn that way want to fall into corners.


Tires only have 3k on them, they look ok


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Sound like a worn tire to me. Always make suspension changes on fresh tires.

t_bare
 
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Those tire pressures should be in the ball park as should your suspension be.

I also would check tire pressure as it reacts this way especially if low ( under 25lbs)
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Front tire wear at 3000 miles certainly can be the issue. Look for (or feel) for a misshapen front tire, some are very prone to this. I am not a Pirelli fan as I often see the fronts worn into the shape of an Aztec pyramid and when they do this the steering becomes very digital ( falls into the corner but then gets stuck in a detent then falls again to the next step).

Also be sure to check that the wheels are not falling off the bike and everything is torqued. I would do a pre-season once around the bike with each wrench and make sure nothing is loose. This should only take a short while to do and it is better off knowing, you would be shocked at the amount of loose stuff I see come into the shop.
 

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If the tires are slightly worn, try upping the pressures. Mid to upper 30's.

This is also dependent of the tires themselves. Pirelli's have very soft carcasses as a rule and need higher pressures. Those are some seriously low pressures ya'll are running on the street.
 

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I would re-baseline the suspension settings (sag (aka preload), rebound, and compression) per Ducati specs and check tire pressure with another gauge before throwing another set of tires on it.

My ST3 is pretty sensitive to sag settings and will exhibit falling into a corner when it's not right. Excessive fork rebound can also give you a feeling of instability during cornering.

Scott L.
 

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Discussion Starter · #13 ·
I would re-baseline the suspension settings (sag (aka preload), rebound, and compression) per Ducati specs and check tire pressure with another gauge before throwing another set of tires on it.



My ST3 is pretty sensitive to sag settings and will exhibit falling into a corner when it's not right. Excessive fork rebound can also give you a feeling of instability during cornering.



Scott L.


When you all say “falling into corners”, do you mean it countersteers but won’t hold the line or that it actually steers into the corner, because that is what mine is doing. Tire did not look oddly worn to me, but I will check again


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Discussion Starter · #14 ·
I would re-baseline the suspension settings (sag (aka preload), rebound, and compression) per Ducati specs and check tire pressure with another gauge before throwing another set of tires on it.



My ST3 is pretty sensitive to sag settings and will exhibit falling into a corner when it's not right. Excessive fork rebound can also give you a feeling of instability during cornering.



Scott L.


Do you happen to know what weight the factory settings are for?

Also, does anyone know what the factory settings are for the dvt skyhook?


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Do you happen to know what weight the factory settings are for?

Also, does anyone know what the factory settings are for the dvt skyhook?

I'm also curious about what the stock spring rates are front and back. I've never been able to find this information for a 2015 DVT.
 

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To me, falling into corners is oversteer; having to correct the bike midcorner from steering too sharply. From a suspension point of view, the forks can ride too deep in stroke (not enough preload/sag, too much rebound or too little compression). The back shock can create the same symptoms but with opposite conditions (too much preload, not enough rebound, or too much compression. That's why I suggested baseline your settings.

Good luck.

Scott L.
 

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Took bike out a few times this week. Now it wants to steer into the turn, cutting turns close and continuing to force me to fight the bike to countersteer.

Alignment seems fine. I lost 25 lbs over the winter and haven’t reset preload, could this be the issue?
Reset the spring preload.

When you reduce the rider's weight the bike rises in it's suspension.

A higher ride height means that the bike's center-of-gravity (CG) is also higher.

A higher CG creates a larger moment that makes the bike easier to lean side-to-side
 

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Discussion Starter · #19 ·
Reset the spring preload.



When you reduce the rider's weight the bike rises in it's suspension.



A higher ride height means that the bike's center-of-gravity (CG) is also higher.



A higher CG creates a larger moment that makes the bike easier to lean side-to-side


Thanks for the help, however, my issue is that when turning right, the bars turn right. Even at medium speed. I get it happening at super slow speed, but not at 30 mph


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Thanks for the help, however, my issue is that when turning right, the bars turn right. Even at medium speed. I get it happening at super slow speed, but not at 30 mph
At low speeds the countersteering force on the handlebars needed to make a turn is so subtle that it is hidden by the continuous corrections that are made in balancing the bike, so it drops below the rider's threshold of perception making it barely noticeable.

As speed increases, the countersteering needed to counter the gyroscopic effects of the rotating wheels increases.

In other words, at low speeds, the steering torque necessary from the rider is usually negative, that is opposite the direction of the turn, even when the steering angle is in the direction of the turn. At higher speeds, the direction of the necessary input torque often becomes positive, that is, in the same direction as the turn.
 
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