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Showing content with the highest reputation since 06/18/2018 in all areas

  1. 2 points
    I went to Thunderhill West this past weekend with my dad. I was doing level 4 for Saturday and Sunday. Saturday felt great, I learned the track, I felt fast, and left feeling like I could get through the track comfortably. Sunday came and for some reason it was a different story. I went off track three times and would let my SR's take over in Turn 1. I could not figure it out. I felt like I was only adding 10-15 mph down the straight just to up my pace. Why was this such a big deal?! First of all, after consulting with Johnny, adding that much speed is too much. I needed to add it gradually, 1 mph at a time even. Gerry was my coach for Sunday. We found that my vision was hindering me. By adding that much speed, I had to PLAN for my turn point earlier. I just kept focusing on the turn point itself and by the time I hit it, I was already beyond it and therefore turning in late with a new sense of speed....I would panic and become stiff on the bars. Gerry coached me to look WAYYY ahead. Go at my normal pace, and look wayyyyy ahead at Turn 1. I did and suddenly the track felt slower. I felt like I was scooting along on a pedal bicycle down the straight and going into Turn 1. I got my lap times recorded for Sunday. My fastest lap time of a 1:40 was during my second session, when I was still affected by my vision. Surrounding that time was a bunch of 1:50's or even 2:00 +. Crazy variance..... After listening to Gerry and using my vision to slow things down for the last session, my lap times were consistently 1:43 1:44 and staying in that range. I know it is slower, but the consistency is important. This shows me that if I can stay consistent, I can begin to work on my speed. I was doing the same thing every single lap and talking to myself in my helmet, "2 step, no greys." This meant use the two step and look way ahead. No greys meant to not hit the gray curbing at all and to look 4-inches to the side of the curbing so I could place my front wheel there. I wanted to thank Gerry and Big Andy for their coaching on both days as well as Johnny for his consulting between sessions both days. We came up with a plan every time and after execution, the results were showing in timed laps as well as overall confidence on the track. Gerry also taught me how to use my peripheral vision to sense movement. This would help with passing others and my goodness it made such a difference to my whole experience!!! I was passing other riders safely and with enough space and speed. It really changed things. I cannot wait to implement this at my next track day/ race. I will take time today to write down my plan for my home tracks and how to approach different corners. I really like that once you leave a track with CSS and go to your home track, you can apply what you learned to your home track. You did not have to sit there and say, "okay I learned the track with them...why don't them come here so I can learn my track with them?" It is more like, "OH! This turn is JUST LIKE turn 2 at Thunderhill! I know how to do this!" Thank you all for the great weekend and learning. We will be back and my dad wants to do Level II! The photo below is of my dad and I. I caught up with him for the photo op to look like a doofus (I am on 21 and he's on 22).
  2. 2 points
    Bottom line up front: the bike is extraordinary, awesome, phenomenal. Why: It is build bottom up as a track-specific bike. Different from a World Superbike that started out as a street bike, this was built as a track bike from the bottom up. Somehow it was incredibly user-friendly. Any intermediate level and up rider will love it. Handling: Zero changes on the suspension, the bike would not only hold a line, it went anywhere you wanted it to go. Very easy to set it on a line. Rough pavement (at Willow Springs) was no problem. At our race school I was able to make passes over a bumpy outside section where other riders would avoid. Power: Super linear. Never really hit hard suddenly. The mapping it came with is very manageable and a perfect balance of outright power and user-friendly delivery. 3rd and 4th gear power wheelies are easy and very progressive--not sudden. It definitely is far more powerful than a stock S1000RR. Gearbox: This was something that surprised me. Super-smooth and positive shifts. The stock gearbox is just fine but this one was even better with a very positive feel and great travel. Electronics: The traction control is audible; you can hear it coming in with a fluttering sound which is very helpful to get the immediate feedback on what the bike is doing on that. The dash is a race dash with a very simple interface and easy to control and change settings. Launch control: just like the GP bikes! So cool. Used it today at our Race School. Took off like a scalded cat. Finish: Every thing is so tidy under the seat where the battery and datalogger are. Nothing missing, nothing extra. Most bolts are drilled titanium. Wiring harness is custom with nothing xtra, but there are jacks for additional sensors like brake pressure and suspension travel. Brakes: Zero fade. Excellent feel. Some travel but not too much, very linear. Weight: Holy sheet. It's 6lbs lighter than a 300 Ninja when it's fully wet. Wow so easy to transition. I have video of two women lifting the bike completely off the ground. HP4R Price: $78,000. Engine replacement at 3,100 miles. Yoshimura superbike: $300,000. Engine rebuild at 700 miles. Graves Superbike: +/- $150,000 estimated. Engine rebuild at 1,200 +/-. BMW World Superbike: $120,000. Engine rebuild/replacement at 1,000 +/- Privateer MotoAmerica Yamaha Superbike: $60,000. Engine rebuild/replacement at 1,000 +/- and lots of bugs to fix and iron out, lower spec brakes and components. Any true superbike price is very hard to nail down because the development is the real cost. The parts are reflected above, but double, triple, quadruple is spent in development and testing at the track. Just one weekend testing is serious dollars. What you get with the HP4R is significantly more that you could ever get if you started with a stock S1000RR and tried to build a superbike from there. It's really a totally dialed in and balanced package. I had the owner of a local performance shop ride the bike from Motorsports Exotica, who said after getting off the bike: "I've ridden bikes with twice the money into them that don't even come close to this bike."
  3. 1 point
    I have never been to the California Superbike School but I have read and watched Twist Of The Wrist 2 so many times it is engrained in my brain. Keith Code's instruction on the 2 Step Vision Technique is by far what has improved my riding the most. Everything has slowed down for me in my mind resulting in the bike going faster. I live in Banff National Park (Canada) and there is a one way mountain road which is very track like. I have ridden this hundreds of times not worrying about oncoming traffic. I use this road to work on body position, trail braking, flick rates, throttle control and of course VISION. Yesterday I ran off the road at a good speed. I do wear all the gear including an Air Bag vest which worked very well. Just like a Moto GP rider I was more mad at myself than hurt and was worried about my bikes condition. I have been going over the incident in my head all night and all day today trying to figure out what I did wrong. I now know what it was. On this particular corner I did not 2 step properly (look ahead into the turn early enough) and all my survival reactions took over. I panicked because of my speed and hit the brakes bringing the bike up. I then target fixated on the side of the road and I froze on the bars. Nothing could help me now as I flipped the bike in the ditch. This could make someone not want to ride for a while but when you can identify why things went wrong it makes it much better. I owe this confidence to Keith Code and his teachings. It is important to note that even after doing something hundreds if not thousands of times we can still fall victim to our survival reactions. They can creep in any time but as long as you know what the causes are you can deal with them and learn. I must confess that I really don't feel like riding right now at all but hope that changes soon. Thanks Keith and to the female truck driver who helped me pick my bike up. Don Dagg
  4. 1 point
    How's the suspension on this bike? I imagine the ohlins feels great. What changes have you had to make from going from one track to another across the country? Did you even bother setting sag? The HP4Race is much lighter, is the chassis size the same? Or does the adjustable seat height, rear sets, clip-ons make it feel different in comfort from an s1000rr? Do you notice a significant difference in drive for the different tracks at different elevations? I heard the world superbikes are really sensitive to this. How have you adjusted your riding for this lighter, easier steering, deeper braking bike? Are you hanging off differently? Are you carrying more brakes into the corners because you feel more stable? Since it can handle higher corner speeds than a regular 1000cc, are you prioritizing going around corners faster like a 600cc or are you riding it just like the school teaches with focus on exit drive? Or perhaps just a mix of both?
  5. 1 point
    Do you know how that pressure was determined? Was the goal best grip or was there a trade off for better tire life? No wrong answer here and I wouldn't at all fault for trying to get a bit more life out of them for the school. And, I know at that pressure my tires perform really well but just wondering what the method was of determining that pressure?
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