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  1. Last week
  2. Limitations of CSS techniques?

    Thank you for calling my bike nice, although we both know it is rather ugly Your Nighthawk, however, is in a stunning condition A friend has one, and while I like the way it looks (not unlike the VT500FT Ascot I once owned), it doesn't do anything for me while riding. Seat is big and inviting, but so soft my bum quickly gets on fire. And the engine is rather lackluster in performance, and also manage to feel even tamer and slower than it is. Suspension lack damping, but is very good at flattening out frost heaves and as such worked very well for me. Albeit basic, the brakes also work remarkably well. When Cycle World tested one in 1991, they actually stopped the Nighthawk in a shorter distance than the period race reps.
  3. Limitations of CSS techniques?

    Nice bike! Last week my wife bought a 1992 CB750 that had been well cared for.
  4. Limitations of CSS techniques?

    I took a beginner course in gravel riding earlier this fall. After some slow slalom stuff standing up we did maximum braking in some really deep and loose gravel. We learned to pull clutch, shut throttle, apply rear brake and lock wheel, apply and modulate front brake. In that order, but in quick succession. Having ridden quite a bit on snow and ice, I had little trouble with the test. Next was riding over a small mountain on gravel littered with stones and potholes. That also went well. After an hour with basic practice I joined the fast group, which wasn't all that fast. Got a tip from a guide at a coffee stop to stand up, keep most of the weight on the outside peg and push with the outside knee against the tank, let the front end wander and steer with the throttle. Something clicked and I went from being almost afraid of loose gravel to searching for it, enjoying having both wheels sliding about. My bike of choice was my Virago scrambler project in the making. In the ten years they have run the event, this was the first Virago they had seen. It was a superb conversation starter. I'm going back next year
  5. Earlier
  6. HP4 Race

    I just saw a review of the bike. Very nice! $78,000 though and only 750 will be made. I’m wondering if it will be WSBK legal and gridded since they’re making over the 500 homologation minimum.
  7. If you are looking at dates that are closer but are sold out, call the office and ask to be put on the waiting list, sometimes spots open up.
  8. 31 year old TV spot about CSS at Laguna

    What a piece of history. I love seeing footage like that. Thanks for sharing.
  9. Dirt vs Asphalt riding styles and technique

    The most intense corner-workers I think ANYONE has ever seen! Thanks for the video. Yes, clearly there is a difference in styles. I'm wondering if it's a matter of machine design that makes the style difference more pronounced. For example on my dirt bike the other day, I noticed that it seems the designer wanted me to ride the front as there's a dip in the seat, like the dip in a two-hump camel. My long arms means I've got a short reach to the bars and therefore my steering isn't perpendicular to the steering head, almost a downward action. Conversely, the reach to the bars on my sportbike is further forward, causing me to lean in and requiring a distinct steering action to get agility from the bike. Where I place my weight seems a secondary effect of the bar input requirements. I'm wondering if this has some bearing on the counter steer vs counterweight debate....but I digress...
  10. Dirt vs Asphalt riding styles and technique

    Revisiting your #1 question, asphalt riders push the bike under them sometimes. Both types of riders are improving the agility of the bike to lean over the desired side when they "disconnect" the mass of their upper bodies from the mass of the bike. Yes, the result is an exaggerated final lean angle, but that could be beneficial on asphalt as well as the front tire turned at full lock will describe a smaller radius with a greater lean angle. The first five minutes of this video show the dramatic differences in steering inputs, accuracy of lines and available traction between dirt and asphalt: https://m.youtube.com/watch?v=BzF_q5ivlKE
  11. Dirt vs Asphalt riding styles and technique

    1) The traction is so marginal that the front tire cannot force the bike to turn as easily as tires on asphalt can. Sometimes, the rider tries digging the front tire into the loose surface in order to gain a traction that depends more on surface material building up over the sides of the tire than on pure friction. He/she achieves that by transferring the weight forward, by moving the body forward in the saddle and by extending one leg forward. When the described above is not sufficient to turn the bike as quickly as the next racer can, he/she increases lean angle which makes the rear tire step out of line. That achieves two things: the torque on the rear tires pushes the front tire to stay more or less in track by sliding less out of the turn and the material building up on the out side of the tire helps improve its traction. 2) Making the most from the marginal available traction is the priority. Those are their racing lines. Outside-inside-outside lines are for reducing the length of the curve and increasing the radius when traction is plenty and surface is firm enough to grant a precise line.
  12. Dirt vs Asphalt riding styles and technique

    1) Why do dirt bikers push the bike beneath them? "Because they can." Why do they not hang off? For what purpose would they do this? Can one flip a road bike side to side merely by shifting their weight? No, but one can do this laying the dirt bike beneath them, so this is actually an advantage in turning for the dirt bike. If you began a 180° from a crawl or a stop as dirt bikers do, this actually necessitates putting the bike underneath you. So I would say slow speeds and extreme turns physically necessitate this. To your point, dirt riders could hang off with their weight still on the outside peg, versus standing vertically on the outside peg like they do. However, that would be more work than merely laying the bike underneath, and their bodies would then be hanging out in traffic, traffic which is close or already colliding with them; more physical effort, with less safety, and for what purpose? There are lessons on this forum on how hanging off gains ground clearance. This is not a core problem on a dirt bike that has suspension travel designed to handle 5-story landings. One simply does not care about keeping a dirt bike more straight up. 2) You exclude the rut from your question but ruts and general degradation that quickly build up after the race start, and steeply banked turns are going to dictate many of the best paths on a given motocross track before other choices come into play. Any single gouge in the track surface is subject to directing the rider to another path that has more traction. A lot of motocross is correct obstacle execution at the correct speed (which is not always the fastest speed.) For the remaining rider path options I am going to make an uneducated guess that on a short motocross track that is only 5-8 meters wide, at speeds that are slow compared to road racing, the obstacle and turn execution will be much more contributory to the race times than an inside-out movement would be. Lastly, many obstacles such as whoops or jumps are approached best at a right angle. If one had to approach the road straightaway at a 90° angle, that limitation would completely throw away the path that clips the apex. Someone here described dirt biking as "point and shoot" and I think that says it concisely. The dirt has stops and starts and right angles but the road dictates a smooth, turn-interconnecting racing line. Thus they each have specific techniques which serve them.
  13. Long interval between levels 1 and 2 schools

    There can be wonderful gains for sense-of-self when you plan a stable goal and arrange the dangling participles of life to meet that goal. Book your date, no matter how far out, be mindful of the date and watch how your life's arrangements accommodate. Cheers
  14. I'm having a good time riding my new dirt bike. It's a first for me being on such a machine and I'm finding a lot of similarities to hard surface riding. I have a quick question from watching some motocross and hope someone can answer about some of the dissimilar things I've found: Dirt riders tend to push the bike underneath in a "crossed up" style vs asphalt riders want to go with the bike or even "hang-off" in the direction of the turn. Why? Dirt riders seem to not care about "racing lines". I'm not talking about situations where the rider is following a rut as that's understandable that you can't cross a 16" rut just to run a line, but they seem to not care about outside-inside-outside of turns like asphalt riders do. Why?
  15. Just to be clear - when I talk about "maximum lean" in my own riding I'm talking about my lean angle in any given corner, not the actual possible maximum. But if tyres start sliding a lot more than usual in combination with greater than usual lean angle, it probably doesn't mean that I can't lean more, go faster, etc. - but I'd sure be paying careful attention to that feedback and wouldn't push too much more. Yeah plenty of fast guys don't need a massive knee slider budget for a year of racing. I did some training with Wayne Maxwell once and he goes through about 3 sets of sliders a year, which is not that much... But I am starting to get the idea that using knee sliders might have any benefit now, I don't really slide on corner entry, mid-corner - mainly on throttle. But as my riding changes and (hopefully!) improves I am starting to see how I could use it. Will keep that one in the bag until then. Cheers guys. And yes I think we can all agree that knee sliders are one of the biggest tools in Marquez bag of tricks! Haha
  16. Jaybird 180, I've wanted to return to the school for some time. I have everything lined-up (again) to attend: leathers, suitable bike (I prefer to use my own), good health, a few bucks...the problem I'm having is the necessity to schedule so far in advance. That, and I have a long ways to travel to get to the Streets of Willow (my preferred venue). I live in Rosamond, California.
  17. Article not required, I think we’ve all watched that video 100 times lol I think it was either Rainey or Schwantz who was interviewed way back and said they save a crash with their knee about twice a lap. So not a new use for knee sliders, but Marc Marquez’ saves are spectacular and on another level!
  18. Knee slider as a learning tool... Why? When? How?

    Here's a related article I read yesterday http://www.motorcycle.com/features/Marc-marquez-crazy-save-motogp-sepang-2017
  19. Does sliding tyres mean you are at max lean angle, or max lean angle for the speed you are doing? I would consider the exhaust a hard part and you can certainly risk crashing if you keep leaning over when it touches down. So I would say your max lean angle is when that exhaust touches down. If you think it would be a distraction then sure, don’t do it. It’s just a tool and it’s your choice to use it or not. Many riders think knee down itself is a goal (and that’s ok), but it doesn’t mean you are fast or an awesome rider. I have video of me getting knee down in a car park doing figure 8’s in first gear I did that to demonstrate that getting the knee down doesn’t mean you are fast It’s great that you are happy with your progress, I can definitely relate to that! You’re not missing out. I’ve never saved a crash using my sliders but I do think that’s a good use for them if you ever need it and can pull it off.
  20. I’ve seen drag bikes where the front end is strapped, effectively keeping the suspension compressed and to prevent rebound. What are they trying to accomplish by doing this? I’m discussing this on another forum and proposed that: 1- I don’t know why 2- There are other, more effective ways of doing the above without the risk of a strap failure or the cost of modification Anyone?
  21. LoL- posted before I could LoL
  22. Not using my knee sliders, my thoughts on maximum lean angle and gauging surface traction are that it can be done simply by paying attention to feedback from the tyres and adjusting my riding based on this. For example if I was using more lean angle than usual and noticed increased sliding at maximum lean I'd take that to mean that it's pretty close to the maximum lean angle the tyres can take. The other thing having gone so long without actually using knee sliders is that it's almost at a point where I feel it would be a distraction if I was regularly using them without actually being close to what the tyres and bike can do. If I only have $10 to spend, I'd rather keep as much as I can focused on what the tyres are doing instead of spending $1 or $2 here and there whenever a slider touches down and thinking "hhmmm light touch" or "wow, that dug in a lot..." My exhaust (M4 GP) is the most likely part to scrape (already has) and I have rearsets, so there isn't really a risk of dragging hard parts, so the way I see it using the knee slider for that reason just isn't worth it for me. I'm happy with the way my riding is progressing, I don't feel like I'm missing out on anything not using sliders but it just made me think if there's any other way I could or should be using them after seeing that post from Dave Moss...
  23. Yamaha has been working on a robot that can ride a conventional motorcycle at speed. The "Motobot" can now ride over 200kp/h and nagivate a racetrack. They pitted it against Valentino on the "West Course" of Thunderhill. http://www.thedrive.com/watch-this/15582/watch-a-robots-attempt-to-beat-valentino-rossis-lap-time Valentino rode a lap in 85.74sec. Motobot in 117secs.
  24. You also mentioned maximum lean angle in your post. How do you know when you are at maximum lean angle? I use the knee as a lean angle sensor, but also the peg/toe sliders. I don't have adjustable rearsets so my max lean angle is when the pegs touch down. Any further and I'm at risk of crashing. So I use the knee to gauge when I'm getting close to touching down the pegs. Currently I don't need to use max lean angle much as there are more gains for me in other areas, but I touch the knee down often and when I do I'm not digging it in like many riders I've seen who go through a lot of sliders. You obviously ride at Lakeside with the times you've mentioned. I mostly go to Morgan Park and am sitting at 1:23 where the fastest in group 1 are doing ~1:20, sometimes down to 1:18.
  25. Classic quote for the day “never seen so many bikes not start at the same time” Did a full session at 1:23 pace so pretty happy, that’s another second quicker. Vid of that session:
  26. Leaning on straight

    Yeah, I had spent like 20 minutes outlining the "issues" with how I was attacking various areas on track and exactly what I was going to change, but decided it was way too much info to digest. So I deleted what I had typed and went with the very simple info above. Here's a few laps from Pridmore a few years back so you can get a first person perspective. The track was completely repaved at the beginning of the season after being shutdown for 2 years, so our surface is much smoother now... too smooth!
  27. Leaning on straight

    Interesting...looks like the unmarked 10a will be key to getting T14 set up properly.
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