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  1. Today
  2. Thanks for discussing this with a SPOILER ALERT as I've not yet seen the race on my DVR. Having now seen the YouTube it doesn't look like a quick flick related crash to me. I'm with Dylan on the front end push but there also seems to be some rider induced instability with the timing of his body shift- the bike seemed to come back at him.
  3. As to when to quickflick, it seems do it after braking, and don't mix trail braking with the quickflick. Trail brake when adjusting entry speed in high speed turns, where realistically, I don't think it's possible to quick flick.
  4. Yesterday
  5. Good points. The commentators did say he lost the front. Upon replay it does look like the front slipped then regripped, but by then the wheels were out of line.
  6. Data acquisition can reveal what happens in these crashes. Too bad the teams don't release the data or investigation results.
  7. Maybe there's more going on in this crash than meets the eye. Maybe there's a front end push/slip just when the steering was being initiated. I've not seen a quick turn bring the REAR tire off the ground ever, but that's what what looks like happened.
  8. *MOTOGP ASSEN 2017 SPOILER ALERT* So if you watched the motogp race from yesterday you obviously saw Vinales crash in the chicane from change of direction. Catching up on news this morning, here's what Crutchlow and Dovi (who were right behind when the crash occurred) said (From David Emmett's article on asphaltandrubber): “Viñales was so fast there,” Crutchlow said. “When he was in front of me, he was changing direction so fast that when it picked up and took off, the thing was gone. But obviously he changed direction too fast. We’ve seen that crash quite a few times there over the years.” Dovizioso shared a similar opinion. “I think he was too aggressive in the change of direction, but I’m not sure, I didn’t check the video,” the Italian told us. “It was in front of me, but I was focused on my line at that time, I wasn’t looking at him, so I didn’t see how that crash started.” Here's what Vinales said: “It’s something I cannot explain because I don’t even know how I crashed,” Viñales said after the race. Ironically, he gave away the cause of the crash in his next sentence. “I passed there 2,000 times and don’t crash. Today, I don’t know, I was pushing myself over the limit.” Just as Rossi lost the rear a couple of races ago, it could be something about the Yamaha. Alternatively, I don't know if Vinales was also increasing throttle as the bike changed direction; getting on the throttle too soon is an easy mistake to make. The motogp riders seem to think that changing direction too fast may overcome the ability of the bike (tire+chassis+suspension) to handle!
  9. Yes, there is a conflict. Having only experienced riders mandates that the school is not a place for mindless automatons who accept on blind faith. In the learning process we do a comparison of old information and new and this is what allows a person to choose a change. Fortunately we are predisposed to wanting said change after convincing ourselves that CSS can help and putting our money behind that faith. I think however you raise another good point- how to evaluate from a fresh perspective? That idea may be worth many mental gymnastics.
  10. Last week
  11. Are you fully conscious of your thought process and the conflicts that it brings while learning to corner? How difficult it is for you to keep a tranquil mind, eager to learn, free from old concepts, feelings and old fears? When you come to this school, you have been riding for a while. During that time, you have been accumulating experiences, techniques, advice (good and bad). Then, you are certain that you understand many things related to riding, speed, control and so on. You have developed a psychological comfort zone within which you ride. The school presents new things for you to learn now. Your experiences belong to the many days of riding, to the past. Do you see the conflict? Do you see the importance of reducing thought as much as possible, being thought that constant chatting, comparing, resisting, fearing, past memories, which can only slow your learning process down?
  12. OMG, What a race! The battles were phenomenal, no way to know how the order was going to shake out after the first couple laps, battles and passes everywhere, names toward the front that you don't normally see. I won't spoil the race results, but you'll be glued to the TV if you watch this one!
  13. Earlier
  14. Thanks! Your coaching at Streets was fantastic, really helpful and I had a blast working with you. I had not been on anything that large so the guidance keeping me on point and away from bad habits out of the gate and getting a feel for it in that environment has made it a really great experience. No steering damper, just a basic preload and rebound adjustment, 2008 ABS, Hella miles on it...I call it pleasantly unrefined. Bringing that back to school next time! #cssbuttonwillow2018
  15. I can relate. The other day, I practiced my 2/3 step and wide view in the car and found that I had to time share those two skills. When I wanted to identify and select a TP or apex, my attention narrowed. Corner exits was a reminder to go wide again and I found it easy. If I were in a repetitive road (track), I might find this easier (?) to work on. The idea that wide view is a mental facility makes theoretical sense to me, but feels like it might also be an eye thing as there is some perceptible passage of time in shifting focus (saccadic masking???).
  16. I was going to say overbraking but as I thought about it, I'm not so sure it's an error. The rider will be slow for sure, but an error would lead to a crash, whereas backing off the pace necessarily wouldn't. Generally poor vision leads to the above condition but it's the result that's observable, not the apparent error as you asked above. Some riders can be seen making multiple steering inputs and it's very common as well as being stuck on the throttle.
  17. Good explanation on the above. Thank you. The line is only as good as it allows you to apply TC Rule#1... and since he can do that then it's a good line for this rider/bike combo.
  18. Oh yes, hi! What a fun day, we were very fortunate to have such nice weather, it was originally looking like it would be very hot but ended up great, with a nice breeze. You did look good through 3-4-5, I followed you through there multiple times and really liked the line you were choosing. I had a lot of fun coaching you at Streets, it was great to watch you getting more and more comfortable on the track on that big bike, I really enjoyed watching you ride it. I thought you rode it REALLY well, especially since you were adjusting from riding a different bike the prior day.
  19. I brought my bike. I was the bald guy on the F800GT and sitting mostly to your left during our L4 Consultant breakdowns. (You were also my Coach last year at Streets on the old CHP bike. Another great day!) It was a really great combination of corners to work on. That fast sweeper ended up being my least favorite, but really helped me on my wide view to slow it down. The 3-4-5 Combination ended up being the most fun for me after the first session and I found some RP's for it I liked. Probably also doesn't hurt that it was the closest to a street speed-ish set and that's where I spend 96% of my time riding (3% Parking Lots & 1% Track). Really fun having that many corners to practice on and as always came away with more understanding and great actionable stuff I will integrate into my plans and execution. Underrated: there is so much fantastic info one picks up just listening to other Riders, Coaches, Consultants discussing what they are working on as well.
  20. Yes to the above. The turnpoints marked will give you a good line, but as I'm sure was mentioned in the classroom, there is no "ideal line" that is the absolute perfect line for every rider. Riders will tend to choose their preferred lines based on their particular skillset, bike characteristics and riding preferences. For example on my little Moriwaki, which weighs only 180 lbs, I can carry far more corner speed than a heavier bike, and with very low horsepower, maintaining momentum is critical. My lines on the that are not quite the same as the ones I'd take on the BMW; for example, I might use all the track on the exit on the BMW because I am driving hard and the rapidly increasing speed widens the arc and forces me outward. That doesn't happen on the Moriwaki, it can't accelerate that fast so if the next corner was turning the same direction I might not go out so far on the exit, why cover the extra distance if I don't have to? I also, personally, tend to choose relatively late turn points (on the BMW) because I LOVE to quickturn the bike, whereas another rider that likes to trailbrake heavily might choose an earlier or more inside line to better complement their strengths. The turn points at the school are there for learning purposes and students are encouraged to experiment with them, turning before and after, inside and outside, to see what happens. In fact, one of the targets for the TP drill is to go out and do that exact thing, turn before and after the mark, etc. Most novice riders are inclined to turn in early (due to SRs firing off) so those turnpoint marks help get the riders to actually GO to an area that might otherwise never even try. Another aspect is visibility - riding on the road, using a turn point that is later and more to the outside gives you better visibility through the corner. On a familiar track if you have good references (like the rider in the video), that might not be a consideration but for street riding it can be very useful. Do you remember how you determine, after you go through a corner, whether the line you chose was a good line?
  21. Reading Twist II and/or watching the DVD can help keep skills fresh in your mind, and often after attending a school you can re-read the book and find stuff that you missed before or things that mean more to you now than they did before. Every time I re-read it, I am at a different place in my personal riding and some info is more useful to me or comes across in a different way, due to my new skillset, pace or perspective. Doing some trackdays can be enlightening, as you can use your new skills and see if you find that your pace has changed, and I think it is also useful to observe errors OTHER riders make and see what effects those errors have. Turning in early, turning slowly, and poor body position resulting in excess lean angle are some of the more obvious ones you can see - what other errors do you think you could readily observe in other riders?
  22. One of the things that this rider does differently is that his entry position isn't as wide as mine, which is what I meant by doesn't care about straitening the corner. He's doing it consistently in a couple corners not for passing purposes. Sidebar question: Are the TP Xs at the school intentionally placed for learning purposes and perhaps aren't the "ideal" TP but are so placed because they work for the greater majority of students and therefore is determined the best location? It does appear that he has a HP disadvantage as the rider he caught at about the 6:00 mark just walked (more like sprinted) away from him on the front straight.
  23. Wouldn't it be nice if we can attend CSS every weekend until we were perfect at riding? Yes, that would be ideal but not very practical. In between schools, time elapses - sometimes a few weeks and sometimes a few years. Many of the skills can be practiced on every ride but some things are easier, simpler and better worked on in the safety of a closed course and with the help of a knowledgeable coach. It's somewhere between the ranges of tough and impossible to coach oneself, something that self-driven people often don't realize (I'm guilty). In between my CSS times, what are some of the strategies and methods that I can employ to abate the weeds (of old and bad habits) while I work on my garden (of riding skills)? Thanks.
  24. I pickup a few new capabilities and haven't yet had enough time with them to readjust my riding to suit. It's possible that it's fixed, but I'm eager to get back to it to be certain lest old habits come back like weeds in my garden.
  25. I second that, I was there, too and I really enjoyed the track, I liked the chicanes and that long right hand fast sweeper! I also got a lot of practice figuring out how to find a line on an unfamiliar, blind turn where you can't see the exit. Glad to hear you liked the facility. Did you bring your own bike or ride a school bike?
  26. 6-13 School at Buttonwillow was Awesome! Track layout was really, really fun and facility setup was great. TOTALLY worth the little bit of extra distance from the Los Angeles area and getting to Streets. Fantastic day! This is a Selfish Campaign for another day there on the 2018 schedule...
  27. At least two are steering, and the third could be also, since being able to carry more entry speed has a lot to do with being able to steer the bike quickly! You mentioned earlier that you had the idea that you needed to be on the brakes to compress the forks to steer the bike - did (or does) that misconception create the entry speed problem and the mid-corner adjustment problem you are trying to fix? Can you (personally) steer the bike more quickly (and carry more entry speed) if you are not also trying to brake hard enough to compress the forks? It is certainly less to worry about, easier to gauge entry speed, and easier to control the steering action, if you are not trying to brake hard at the same time. To be clear, compressing the forks CAN tighten up the steering by compressing the forks (this steepening the steering angle) but it can also make the bike harder to steer (more effort) and I have been in at least one back-and-forth debate with Cobie about which is the greater effect. Personally I almost never use the front brake for the sole purpose of compressing the front end - if I don't need the brakes to slow down, I don't use them. One exception that I can think of is a VERY fast chicane where I have difficulty getting the bike steered fast enough (only at my max pace), and I am driving going into the chicane. In that one case I do SOMETIMES us the front brake a little to help me get the quick direction change, because otherwise the forks are extended coming into it, because I am accelerating coming into it, and the combination of speed, momentum, and fork extension makes the direction change difficult in that tight chicane. A touch on the brakes helps to get it flicked over from one side to the other, but it is a bit tricky to do and I need a lot of free attention to get it right.
  28. Well, I wish that I could enter faster (we've talked about that) and I wish that I could change lines mid-corner better (really helpful for double apexes) and I wish I could steer faster. Is that 2 wishes or 3?
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