6-F-0 Major Meat and Taters
 

There's TONS of RED MEAT up in 6-F TIMING that really lends itself to the understanding of key Machine concepts particularly with regards to Hitting and Swinging and the generation of Clubhead Lag. Some of the stuff I still got marinatin' in the incubator . . .

Let's talk . . .

Per 6-F-0 . . .

The term "Timing," as used in Golf, means to bring about Impact during the moment of the Clubhead's maximum Force

Note that he used the word FORCE and not speed.

Next he goes on to distinguish Timing with regards to Swinging and then Hitting. This is where it starts gettin' good . . .

With the Rope Handle techinque (2-K), this "moment" starts at Release and its "Overtaking Rate" is a very even speed, right up to Impact. Except for Clubhead Lag Pressure, it is almost exclusively the generation and utilization of Centrifugal Force.

So what's he drivin' at here? I believe what he's sayin' is that the Swinger essentially reaches his top had speed (Belt Speed) quickly and then he just maintains it until you get to the Pulley section of the Endless Belt and whamo the club quickly switches ends via CF and Throwout . . . bye bye little white ball.

Now for Hitting . . .

With the Axe Handle technique (2-K), top speed is also established at Release but its "Overtaking Rate" tends to decelerate, making Trigger Delay and Timing much more critical. It is almost exclusively Muscular Force, totally annulling and stifling any intrusion by Centrifugal Force.

So basically this is why the Hitter has a sloooooow Start Down . . . he don't want to deliver the pay load too early because he's trying to keep CF OUT! He doesn't want CF to begin its Throwout and natural Horizontal Hinging and travel. Once the Muscular Thurst is GONE . . . CF slips in and fouls up the whole dealie. So the Hitter has to start slow so he can really have something left to DRIVE DRIVE DRIVE the Primary Lever Assembly DOWNPLANE ALL THE WAY THROUGH LOW POINT.

The new addition in the 7th to 6-F-1 "RIGHT" TIMING speaks nicely to how Timing which again is having Impact at the point of maximum FORCE is very much a part of the separate and distinct intrinsic Rhythms and Clubhead Travel for Drag Loading and Drive Loading:

"Right" Timing is not a matter of a PEAK SPEED because there really isn't any - just a steady build-up of momentum. Nor is it exclusively Clubhead Control - it is also Clubface Control. That is RHYTHM, producing maximum Compression (See 2-C-0). So, "Over Roll" and "Under Roll" (2-G) can produce early and late arrival at Impact for both the Clubhead and the Clubface. Therefore, Right Timing is actually Maximum Compression, as developed by the intended Thrust, near - but prior to - Full Extension (2-P).

So selecting CF as the generator of Thrust AUTOMATICALLY via physics aligns the Clubshaft and the CLUBFACE for Horizontal Hinging of the Clubface AND the resulting greater TRAVEL as compared to Angled Hinging. On the other hand . . . selecting Right Tricep powered Thrust and thereby out and out "stifling" CF results in an AUTOMATIC Angled Hinge Clubface alignment AND Clubhead Travel (shorter than Horizontal Hinging).

This here is the part of 6-F-1 that's still churing about in the incubator:

Acceleration ceases when the speed it has produced equals that of the Thrust, and though the Thrust is still present and able to maintain Velocity, it loses the flexed, stressed Clubshaft (Hitters) and the wallop of the Centrifugal Force (Swingers).

Drewitgolf aka Silver Surfer and I were discussing this today and he drew an excellent analogy on this. He said to think of a car accelerating to 60 MPH. During the acceleration you back is pressed against the seat of the Vega . . . but once the car stops accelerating the pressure is gone.

So with that analogy, the car seat is your #3 pressure point and you are the club. During acceleration your inertia loads the pressure point but once the car reaches the speed limit and the acceleration is no longer the pressure is GONE.

So in the above is he saying . . . you gotta keep the THRUST (CF or Right Triceps)going otherwise you lose the pressure point pressure and via losing the stress in the Clubshaft or the "wallop" of CF . . . for that matter what the hell is the "wallop" anyhow?

Good stuff to ponder here 12 and it looks like you've done a good job of putting this section of the book into "non-TGM speak". :)

That constant handspeed of the swinger thing is always a good one to get a refresher on. Seems like when I'm swinging it well I adhere to this principal, but eventually I'll end up wanting to get a "little bit more" and I start to "add" some until eventually my timing is off and I'm left wondering what the heck happened. Sometimes it happens during the round of golf and sometimes it happens over a few range sessions, but I think it is the basis for how consistent the ball-striking is of someone who has decent mechanics and alignments.

CG

The Key
 

"Therefore, Right Timing is actually Maximum Compression, as developed by the intended Thrust, near - but prior to - Full Extension (2-P)."

Easy said than done.

Good post bucket...

The 'steady overtaking rate' of the swinger is certainly in agreement with the auto sweep release per 12-2, but digging deeper does this suggest that if done with 'right timing'(proper aiming point), a circle delivery would be best vs top arc straight line?

I'd have to so no . . . on that . . .

10-23-E CIRCLE Here, no straight Line Path is attempted. The Hands swing along on a continuation of the Top Arc formed beyond or above the Top-of-the-Line regardless of having reached a Top-of-the-Line position or not. So – from any Loading Point the Path to the ball, in this case is circular, and is used, normally, only with “No Axis Tilt” (2-H) and Arc of Approach Delivery Line (2-J-3). See 7-23.

Also keep in mind that the Circle Path is for less than full-power NON-PIVOT STROKES . . .

The Circle Path of the Hands is mandatory for all Non-Pivot Strokes (6-L-0) whether Hitting or Swinging (7-19). The “Axis Tilt” (2-H) allows Line Delivery Path but does not require it.

I'm reading betwixt the lines on the "steady overtaking rate" but I think he's refering to the Clubhead Travel associated with Horizontal Hinging?

Me and Mikey talked again the other day and he got me to thinkin' . . . I think this particular section of the book is a bit obscure, but I think it contains HUGE CHUNKS of what Mr. Kelley was all about . . .

Particularly with the necessary differences in Hand Speed, when Top Hand Speed as reached as a result of the differences in Loading (quick versus slow), what pressure points are loaded and the resulting inherent Hinging produced.

I don't have this section pat, but I think it's a puzzle piece that you gotta get. One thing I don't quite get is the part about Thrust equaling speed and then acceleration ceasing . . . how do you measure "thrust?"