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  1. Yesterday
  2. Crash test dummy

    Yep, can't wait (LOLOLOL)
  3. Wet Vs Dry riding

    4. Your visor doesn't let you see as well. 5. The rubber of your tires is cooled down and the internal pressure decreases. 6. The feel of your brakes may change, as the temperature of discs and pads is never as high. 7. The feel of your hands and fingers is different under wet leather.
  4. Last week
  5. Wet Vs Dry riding

    The overall grip is reduced so anything relying on tire grip has to be backed off considerably - can't lean over as far, can't brake or accelerate as hard, actions must be smooth and gradual so you have time to feel out the traction. And, of course a variable surface (some areas wetter/slicker than others) makes it even more challenging. I don't know much about this source but here is an article I saw that seems like a decent summary: https://lifeatlean.com/riding-in-the-wet/
  6. Wet Vs Dry riding

    Inspired by the mystery of what to do and not do that is involved in wet riding, I thought I'd start a collaborative list of differences and limitations in riding in the two environments. To start what we know: You cannot Quick Turn the same You cannot brake as hard You cannot accelerate as hard mid-corner Anything else?
  7. What happened- My Highside Crash

    I will study it with vigor!
  8. What happened- My Highside Crash

    Carefully observe the hand and steering inputs of the rider in this vid, as well as how the rear tire reacts to those inputs (or lack of them). Keeping traction of front tire and torque flowing onto rear allows command of rear tire regarding returning to proper alignment. Just like needed for proper braking, the transfer of weight towards the rear should happen prior the contact patch receives the additional torque from the engine. The transfer takes some time and it can only be initiated by moderate throttle, which can be increased progressively as rear traction improves. That smooth initial throttle is hard to achieve in bikes with fuel injection and lacking traction control aid. https://m.youtube.com/watch?v=H93kPnDQEqA
  9. I think we should satisified we are both basically unhurt and ready to do it all over
  10. What happened- My Highside Crash

    I think my answer is in Ch 13 TOTW-2. Recently I attended Cornerspeed and one of the takeaways that restates the sentiment in Ch13 is to think of the motorcycle not as a bicycle with an engine but think of it as a unicycle with an engine. For me this means that I asked too much of the rear on a compromised surface. It's the only logical choice.
  11. Leaning on straight

    Not only am I also looking at that chapter I'm also looking at the subsequent chapters with a fresh perspective.
  12. What happened- My Highside Crash

    That would normally be the scenario; consistent road/track conditions regardless of if it's rain or not is better... we know we can ride in the rain and wet roads just a little slower and less abrupt inputs. With light precipitation there could be slicker parts which would be a similar situation to say riding in normal conditions with a slick patch. So yes you could have been in a spot that's a little less wet and have a little more traction followed by a patch of water and lose traction which started the whole mess. Jaybird - I don't go to the track except for the days at CSS; I ride mainly street usual group rides with the MD groups here.
  13. What happened- My Highside Crash

    Note that I am miles from any kind of an eggspert, so do not put too much weight on what I'm typing. However, having watched the video several times over, this is what I noted: - Could it be that you apply throttle like a stepper motor? Several places during the video, it sounds like the engine goes eh-eH-EH-EEHH in steps instead of gaining speed gradually, like you would expect with a smooth and even continuous throttle application. This could of course be down to your engine's natural response and/or the sound pickup. - It seems like you apply throttle a bit eagerly just before you crash, making it sound as if the rear is spinning up. Then the rear begins to overtake you, and you give it more throttle, likely a result of being whacked by the bike and not a willed reaction. My guess is that you came on a little strong on the throttle just as the rear wheel was on a slick patch, either from extra standing water or something with the surface itself. So a combination of poor timing due to bad luck as these things can be impossible to spot in the wet. The good thing is that you are OK. And you also shout NOOO much shorter than me - I keep going
  14. Dunlop Q3+

    Anyone know what kind of pace the Q3+ can hold up to? Apparently the old Q3 was good up to intermediate pace but got greasy?
  15. Another SAG question...

    My stab at it is that Keith works with so many riders and so many bikes that giving a percentage is more workable than giving numbers due to the range of available travel on different models of bikes. You could always do the reverse math and would derive to the same. SAG numbers aren't set it stone, but they give you a starting point to work from with other adjustments and you actually may end up changing preload settings while tuning, which is what Dave Moss did with my bike- he checked sag first (I initially had no free sag making the rear too stiff) and after a couple sessions on track, preload was taken out by a few turns in the front. Although you'd want to be precise in your measurement of sag it's still a ballpark figure based on percentage range of travel, which is what the manufacturers provide- a range.
  16. What happened- My Highside Crash

    Many of the people I've asked to review the video have said that it's a greedy right hand causing the crash. I'm not convinced this is the case here. And here's why: The video doesn't show the moment the rear end comes around thereby ejecting me from the bike. It's difficult to ascertain if the rise in RPM came from my throttle hand or the loss of traction allowed the engine to spin more freely, thereby causing the rise in RPM but I believe the latter. This bike doesn't have data log capability, otherwise it would be easy to download the data and look at TPS log. and compare with RPM log. Turn 14 has a very slight rise to it, which SHOULD have contributed to improved traction and I wasn't in the standing water in the curbing. From the video is looks like the turning had been completed and attention was on the exit phase when a roll-on would have been appropriate. It is during the roll-on that there was a sudden and marked change in RPM and I believe that I held the throttle steady during the sequence with the hope that traction would return same as other slides experienced (okay, okay, I admit...my hand and arm was frozen like a butterball turkey on November 20th when the rear came around and when I realized, my mind was then commanding: "Relax"). From viewing footage of other prior turns, it doesn't indicate a habitual abuser of the throttle. That's my case and I'm seriously looking for answers, I know this is the rider's fault, IT'S ALWAYS THE RIDER'S FAULT. And this rider is looking to make corrections.
  17. What happened- My Highside Crash

    What I know sofar: The limit of rear traction was exceeded and continued to be exceeded throughout the crash sequence. I'd experienced a lot of little slides in various places around the track. Traction seemed to be better when the rain was steady and harder than it was with the light precipitation. In many of the curbings, including this final turn there was standing water. Professional races are not conducted when there is standing water on the track surface, which means that perhaps discretion was better than valor this day? What the video doesn't show: The rear end coming around before I was ejected What is yet unknown Was the throttle rolled on to make RPM go from 6500-8000 or was it the loss of traction?
  18. Hangars for Leathers

    Can't beat that!!.:)
  19. I heart level 4

    Thanks, everyone. Of course, when you're slow the improvements come in big steps. I'm not really fast yet but by the end of the day, the way I was going through the esses was probably the best I've ever felt on a bike.
  20. I heart level 4

    That is incredible. Awesome!!!!
  21. Crash test dummy

    I just posted a video clip of my crash and I've got no permanent bodily injury. My finger tips feel a little singed but that's about it. I got zapped on my elbow by the hook on my trailer packing up (go figure).
  22. Hangars for Leathers

    Thank you. While I wrap my mind around spending so much on hangars, I happened to stop in Cycle Gear and the guy there was happy to give me as many as I wanted. I took 4 home.
  23. What happened- My Highside Crash

    @Playersnoopy- I don't know if we've met but I'm open to it if we haven't. I'm going BACK to NJMP on 28-29th if that matters to you. From my recollection and from what I can ascertain from the video the RPM rise occurred when the tire broke loose. I felt the rear end come around and I intended to hold steady throttle, but when I got launched, all control had been lost. I've let others view the video and they've said it's a greedy right hand that caused the break in traction. Although I'd been working on improving my exit drive I'm an extra cautious guy...heck I might post a dry video just to show how "genteel" I usually get on the gas.
  24. What happened- My Highside Crash

    Hard to tell of course; but since it's in the rain and judging from the sound that little bit of throttle could have cause the initial loss of traction causing the rear to slide out then the high side is when the rear regains traction and from the rain it's not hard to go from slick to a spot it can grip once again when the throttle is cut. Even if you maintained the throttle during the slide the wet track would have helped cause the high side; one escape would be to throttle more and keep the rear sliding and bring traction back slowly... easier said then done of course I have a wicked slide on wet roads a little while back on the streets where I was a little abrupt on the turn but held the throttle and just slide all the across through the turn (luckily no oncoming traffic) and kept riding on; the video is helmet mounted and hard to tell what's going on in mine except you see me go from one side of the road to the other as I'm in the turn. Jaybird... you're in my neck of the woods... have we met out here?
  25. What happened- My Highside Crash

    Sorry to see that happening. It is hard to tell from that point of view and sound only. The engine can put a lot of torque on the rear wheel while in third gear. Could it be that inadvertently you applied excessive throttle, which made the tire break loose?
  26. Leaning on straight

    Awesome! Thanks... so it looks like my frame of thinking was on the right track. Assuming no extraneous inputs from me, this is "normal". I'll still put a bit of attention on it this weekend to see if I come up with any other observations or questions. Forecast is 64 degrees, sunny with 10% chance of rain. Doubt I'll set any PB's with the cooler track surface.
  27. Another SAG question...

    Already rebuilt the suspension, which it needed badly, I understand the reason for sag... Question is about why most just suggest a value, and what is based on, vs Keith's video on sag suggesting % of travel. There's a safe range and tweak based on personal preference... Paying to have it set isn't an issue, issue is with everyone doing things a little differently. On the 06 and earlier CBR the front and rear travel is the same, the 07-12 the rear has more travel, if sag is independent of total travel then the initial value can be whatever those videos state, if it's dependent then...?
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