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  1. Today
  2. i feel in strong contact with bike, i could leave the handlebar....... except in that moment when i feel push on external handlebar and that happen on my max lean i'm feeling like i 'm trying to lean off excessively with bike leaning way less.
  3. for sure if i was near , i choose to go that school👍🏻👍🏻 but i'm in italy.. on day 30 of this month i'll try it: http://scuoladimotociclismo.com/ what is that steering drill? can be explained?
  4. Yesterday
  5. Yep, I'm a repeat level 4 offender. I recall the pick-up drill and we did the slide bike last year at Streets regarding pick-up and throttle. However, all of the front end tucks in cold/damp conditions have been corner entry, pre-apex, off trail braking already, either no throttle or just barely cracked (not even at maintenance throttle yet) rather than a corner exit issue. By crest in 3A, I mean the slight crest or transition from uphill to flattening out on corner entry as we make the run up from 3. I do know from photos that I'm still not dropping my upper body enough for hook-turn, and am kind of riding Colin Edwards head high (photos below for reference of my current positioning mid-corner). This issue of getting a lower and off to the side body position has been something I have been trying to work on, to help out the tires a bit more. However, in the case of the front end tucks, I'm right around where I would be implementing the hook-turn drop anyways when I lost the front so I'm not even sure that would have helped. At least so far in my mind, it seems to be a calibration issue between my perception of how much flex the front tire is giving and how much I can actually increase my entry speeds lap over lap when warming up a cold tire? Maybe not? At the same time, I was probably mentally pushing in places and times I shouldn't (esp after sitting on pregrid) because I see the front runner expert club racers are able to turn faster laps in the same track conditions. Thanks, Allard P.S. All this just suddenly brought back a flashback to some time pre-2010 with the school at Sonoma when Karel Abraham passed three of us setting up for the chicane 3/4 no brakes and a coach lowsided on entry right in front of us while trying to stay on his tail.
  6. In Level 1 we have a Steering Drill, that if properly done (can't usually be done in the wet), should be able to help this issue. As Apollo said, sometimes a trained external eye can help. If you can't get to a school, we'll see if we can offer a suggestion.
  7. 3A, off camber slippery turn that then crests and goes down hill, on a cold morning that was damp...after sitting too long on the grid--everything against you on that one. Have you done the school and taken the class that has the Pick Up technique? It was in Level 2 for a long time, now in Level 3 (we have a braking exercise in L-2 in that spot now). CF
  8. A few years back there was some footage of Casey Stoner. He was out front, way ahead, in a fast corner, lost the front end...then it came back! The announcer was all over it, and half a lap later, they cut back to the camera that was his hand, facing back looking at him. When he lost the front, you could see him let go of the bars! That of course is what allowed the bike to recover. He had just enough pressure to keep the throttle on, but he hands visibly opened as the front tucked and recovered. Pretty cool. CF
  9. I think watching racing is helpful for technique related issues. Especially nowadays with on-board telemetry, it is insightful to see how top level riders are trail braking and transitioning to the gas. Scott Redding actually has some fabulous on-boards and discussion of his braking technique on his Youtube channel. I think seeing the different body positions (feet, hands, etc) is very insightful. It's easy for anyone at a track day to tell you what they think; it is entirely different when you can see the positioning of the top level riders. I don't think there is necessarily a negative with watching TV. I find that watching helps me better evaluate cornerspeed (same with reviewing on-board footage from my bike) while removing the "speed sensation" in real life. Often, watching on-boards "slows down" the corner in my mind and helps with identifying reference points. Less useful, at least at this point, is watching professional racers' corner entry and mid-corner technique when it comes to backing it in or using the rear brake. I'm of the mindset of focusing on the front brake and working to improve that. However, maybe there is something to be said about early training of using both front and rear. Even in club racing now, fast experts are modulating the rear either by foot or by a hand lever. Maybe not using it early on is like waiting too long to learn a foreign language. But at least for now, I'm finding that stuff to be more entertaining and less informative.
  10. Fear of leaning too far can be one factor for keeping pressure on the handlebars. Part of it may simply be reminding yourself not to have pressure. Another bigger thing may be addressing why you feel fear. Maybe it is a visual issue with looking far enough down the track. Also, are you supporting your body weight through holding the handlebars? This may also cause the tense arms if you are trying to hold yourself up by gripping the handlebar. Fixing this requires improving your lower body contact with the motorcycle. This might be addressed by looking at how you use your outside knee to contact the tank. If you were to give a percentage (%), how secure does your outside knee to tank contact feel when cornering? P.S. It's a bit of a trek, but not too far to consider checking out the UK operations of the school to have a coach work in-person on these issues. Often, an external set of eyes can identify issues that you're unaware of.
  11. today at track, after many times of trackday, i realized that meanwhile i drag knee down, i'm pushing on external handlebar. i know is really wrong. as soon as i realized it, i tryed to release pressure, suddently bike, leaned more and turned more inside the cornering, but i felt i was"too slow " for that "moment" i think it's the fear of lean angle, instinctively i try to keep bike upright. how i can, force myself to not push outside bar? ( i have a bmw s1000xr) i'm that in photo
  12. You packed a lot in just a few sentences! Thank you.
  13. Thanks, Cobie. I don't mean to hijack this thread away from the Street oriented polling. I have read some of the tire threads as they have popped up over the years here. In general, I can feel the super cold "bowling ball" and the hot "biting" feeling. It is the in-between warm up feel that is problematic for me because I am trying to find a pace that adequately warms the tire carcass rather than allowing it to continue cooling. On the street, I ride with a large safety margin, so I have not run into the tire warm up issue on the street. With my margin of error for road conditions, I still wind up with a warm tire by the end of a ride. My issue rears its head when I'm trying to get closer to maximum traction in the 6 or 7 laps for a given track session. Sometimes, I'm not sure what is a mental block of not wanting to crash the bike and what is actually front end feedback. With hot "biting" tires, I have felt small front end slides and slightly spinning up the rear on track on my old Ninja 300 (now I'm on an R6). Similarly, I have felt these while playing in the dirt at Cornerspin and Rich Oliver. But having an honest assessment of the in-between warming up state and how far I can push has been a problem. For example, my last crash was a cold morning at Sonoma/Sears Point with a trackday org. It was high-40sF out with some light lingering fog coverage. I came off warmers early (Pirelli Superbike slicks) to link with a coach to see their lines. We ended up sitting on the pre-grid for a while where my tires were cooling. As it was our first time riding together and due to the weather, the coach took it extra slow (let's ballpark 30 seconds a lap off hot pace) as we rode in traffic for 2 laps. Then, we slowly started moving the pace up, but we were still crawling. I was trying to mind my tires, and increasing the pace and load bit by bit to get them heating up rather than continue cooling. I thought I had a sizeable safety margin (probably still 15 seconds off hot pace, running a lot less lean angle) while leading when I came over the crest in 3A and the front tucked without any discernable warning over the crest. So clearly, I did not have the safety margin I thought I had. Part of my feedback issue may also be mental due to not having a feel for the bike. At the time of the crash, the bike never felt like it tracked as tight a line as my 300. I thought it might be mental since the R6 is a heftier bike to transition. However, since then, I discussed it with Dave Moss and we got the bike tracking a lot better by playing with both suspension settings and geometry by raising the rear. Maybe I would have had a better feel for impending doom if I was comparing "tracking true against tracking wide" versus "tracking wide against tracking slightly wider." The front end just feels a lot easier to discern and risk when I'm on a quarter of the weight dirt bike with a hotshoe on versus an expensive to repair 400lb R6. Of my lifetime 5 crashes on track, 3 were slow but not slow enough first session front end tucks in cold/damp/light rain at Sonoma and VIR. Not sure if these thoughts of mine spur additional concerns to you with my riding, or specific thoughts/info for further reading. Haha.
  14. Last week
  15. That video of MM93...I wanted to let out a train of unintelligible words known only to myself and the Big Man upstairs, except I would have been discourteous to everyone around me.
  16. Finally was able to get the video to play through. Thanks for posting it.
  17. For some reason, I can’t get THIS video to play through. It stops partway. Going to keep trying though. Although the results were predictable it wasn’t in the way I thought (not going to spoil it for anyone else).
  18. I notice that it is very hard to get the actual character of the track from seeing it on TV. Hard to perceive the elevation changes, hard to see the changes in camber and surface, and the abrupt changes in camera perspective can make it hard to grasp the flow of the track. I also notice that I am amazed by how much the bikes slide around, and wiggle under hard braking, and how rough some riders can be on the controls while others are silky smooth. When I watch videos (especially on-board videos) of amateur racers I am amazed by how many errors some riders make in races. Riders that are fast, judging by their laptimes, but make a lot of mistakes; it would seem surprising that they don't fall down more often - but then sometimes I find out they DO fall often. It certainly seems possible to pick up some incorrect ideas or not-useful information, for example I sometimes hear announcers throw out some thoughtless comment or platitude that is really not applicable and could be confusing if you tried to really take it seriously. On the other hand, seems like you could learn a lot about preparation and race strategy, tire wear management, and race rules by watching races, by seeing what happens to riders that are late to the grid, or overwork their tires in the first part or a race, or choose the right or wrong tire compound, I find that stuff quite interesting.
  19. If you Google "front tire chicken strips Dave Moss" he has a short and rather entertaining video that relates to this topic. (Dave Moss is a very respected suspension guy and knows a LOT LOT LOT about tires and tire wear.)
  20. Just wondering what you guys and gals think about the learning value of watching motorcycle racing. I am even beginning to explore the idea that watching on TV, while entertaining, may come with some negative transfer of ideas about riding. What have you noticed watching others ride or race? In person and on TV?
  21. This may be an oversimplification but I thought it was because the rear tire is wider than the front on the higher horsepower bikes. The effect is a lot less noticeable on smaller, lower HP bikes where the tire sizes are not as different front to back.
  22. Ha, 27 in a 60 year old body...I don't think I made it past about 18 in my emotional development...that or I've been in my mid-life crisis for about 30 years CF
  23. Hi Apollo, We have some good threads on tires, but I'll take a quick swing at this: The goal is to discover traction, not assume it--I'm not of the opinion that one should just "trust" the tires--find out how good they are working! This is harder to do on the front, easier to do on the rear. If the morning is cool/cold, (and let's assume no tire warmers) then you have to put heat in the tires, which builds from flexing the carcass, so heat comes from the inside out. So start easy, gradually increase the pace. Straight line accel and braking help a little to flex the carcass, but still needs both sides warmed, which is achieved by cornering and putting them on a load, gradually increasing that load. On a modern Dunlop slick, this can take 3 laps on even just a cool day, maybe more on a cold day, or very first ride. On some very cold days, they won't ever get to temp. If you have a good lock on the bike with the lower body (arms are not being used to support the body), the front will feel like it's a bowling ball, stiff and slippery, not "hooked up" at all. As it warms, you will feel more resistance, it's "biting" more and will track a tighter line once turned in. This is a super short comment, we have a lot of good data up here on tires, and cold tires too. Let me know if this helps, or you need any assistance finding more info. Best, Cobie
  24. Hi Roberts, We had 6 great days up there...that track is becoming one of the staff favorites! Start any time with the questions :). Best, Cobie
  25. The fronts don't get to the edge, on any of the bikes we've had for years. The rear will go all the way, the front always has a "chicken strip". That's a good question though, are there any bikes they do get to the edge, besides full race bikes (WSB or MotoGP). CF
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