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Showing content with the highest reputation since 09/16/2019 in all areas

  1. 3 points
    Let's touch on one thing: bike doesn't turn as well when the throttle is on, even just maintenance throttle. When off throttle, bike weight is forward, more on the front, steering angle is steeper, wheelbase is shorter--the bike turns better. Does anyone know a single turn where braking is done, then gas on, then bike turned,? As mentioned earlier by trueblue550 (Streets of Willow Springs) there are series of turns where the throttle is stopped for a moment to complete the steering (T 4-5), or where rolling it on puts the rider too wide for the next turn in point (T5-T6). These are situations where there is a series of turns, the following one dictating the exit of the previous turn.
  2. 2 points
    Figured I might as well introduce myself, even after doing over 60 schools if my count is right. I'm Yakaru, though lots of people at the track call me Violet since it's easier to remember and pronounce. I'm a video game developer currently based out of the Seattle area and motorcycle track addict. I have a bunch of bikes (highlights are my Ninja 300, S1000RR, and HP4Race) and I've been getting more serious about my riding this year and made some notable gains thanks to my coaches at California Superbike. I've got a few "regular" coaches, including Misti and Lyle as well as the Australians Chook and Stef.
  3. 2 points
    2013 willow 2014 ridge 2015 3 days ridge 2016 3 ridge 2 Vegas 2017 4 days ridge 3 days cota 2018 5 days ridge 2 laguna 4 jersey 4 vir 3 laguna 2019 2 willow 4 vir 2 corvette 5 barber 2 thunder hill 6 ridge 2 ridge 2 thunder hill 5 streets the included pic is maybe half?
  4. 2 points
    Jaybird, The skills build one on the other, with quite a thoroughly researched progression, and relationship. That being said, working on one skill at a time is the proven approach. Let's say a rider works on his Throttle Control, but has no clear idea of line. In the next class for Level 1, we discuss lines, and the components of them (one of which is good Throttle Control). So when we set out the Turn Points (to help create good lines) the rider often finds out he had a line that didn't allow for good Throttle Control. We do realize this is a lot to master, all the skills of each level. The coaches are trained in how to deal with this, and adjust the "drinking from a firehose". There is more to this, of course, but there's a mini-view. CF
  5. 2 points
    Being honest with oneself, a bit of a skill. Honest, yet not beat up on oneself, also a skill. Big part is just being able to observe. Keith is frickin' amazing at being able to observe.
  6. 2 points
    For sure this is difficult to judge, for anyone. Laptimes are a measurement, and being able to achieve very CONSISTENT laptimes is a good indicator that a rider is well in control of their lines and speed and that the error rate is low, all of which indicates good riding skills. Seeing one's own laptimes come down on a given day at a given track is a good indicator that the rider is figuring out the track and making improvements. Being able to stay relaxed and ride without errors and without exhaustion is a great improvement, and something the rider can observe relatively easily for themselves. However - trying to compare laptimes to other riders may not be very meaningful unless you are racing . At track days and especially at schools, riders ARE, by definition, working on making changes and sorting things out so their laptimes can vary considerably from actual go-for-it race pace times. At CSS riders are asked to ride at around 75% pace so that they have enough free attention to make observations and changes in their riding, plus there are formats and drills and sometimes different track configurations (compared to how other organizations run their day) so a school day laptime may not mean much when compared to a race laptime, or even open track day times. So if you are looking at a CSS laptime and trying to decide if you could race at that track, it may not really translate. Going out and doing a new racer's school at that track (unless you already have a race license?) would allow you to get a sense of whether you can be competitive, and most of them do a mock race at the end of the day, which is fun and instructive, and most schools will be able to tell you if your laptime is acceptable for you to race there. Racing creates a whole new set of challenges - the track pace is fast and that will immediately push you to find places where you can go faster, and likely make you push yourself enough to reveal next areas of improvement in your riding. I think most of all you will need to decide your personal priorities for improvement, THEN figure out how to measure. What are your goals as a rider? Are you interested in being calmer on the track? Safer? More accurate? More consistent? More comfortable? Do you want to be able to learn new tracks faster? Do you want quicker laptimes? Do you want to ride in A group at your local track? Do you want to start club racing? Once you have your own goals set, finding ways to measure that should be easier. Interesting question about whether it changes based on the track... I guess my answer would be that there are certain skills that identify a skilled rider. Consistent entry speeds, good control of the bike (accurate, effective steering with steering rate appropriate to the turn), secure, locked-on body position, relaxed upper body, and good visual skills come to mind. One can watch a skilled rider on a new track, and they may be riding slow and figuring out lines but you can see the skills are there and know that once they get the lines figured out they will be able to ride consistently and quickly. You can also go to an open track day and see someone getting good laptimes (by pushing really hard) but leaning the bike over too far on the gas, exiting corners at the ragged edge of the track, making steering corrections, stabbing the brake, hanging off too far and steering ineffectively, making rough downshifts, etc. and see that they may be going pretty fast but they are lacking some really important basics and although they know the track well, they are hitting some big barriers that will hold them back and/or cause them to crash if they try to go any quicker.
  7. 2 points
    It would be a rare 180 degree turn where you could roll on the gas as soon as you have your lean angle set (at the beginning of the turn) and be able to roll on continuously for the whole rest of the turn. If the turn was large, and U shaped (as an example) you would most often have to roll off (or at least go flat) on the gas in the middle of the turn, more or less treating it as TWO turns, the first part with one turn point and apex and the second part with its own turn point and apex. Depending on the shape of the turn, you may or may not need to make another steering input to change your lean angle at the second turn point (ie if the turn tightens up in the second part, you will likely have to make a steering input to change the lean angle for the second part of the turn). Alternatively, you could consider that your "real" turn point is somewhere in the middle of the 180 degree turn, a turn point that will line you up for the apex and exit you want. Everything before that would really just be pre-positioning to get to that turn point and you might very well be slowing down (off the gas and trail braking) ALL the way to the turn point which could be located near the middle of the 180 degree turn, or even later if it tightens up a lot at the end. You could try working backwards from the exit (if exit speed is the priority) to find the exit line you want, then find the apex and turn point (in the second half of the turn) that will line you up for that without any additional change in lean angle . That will be your "second turn point" (or real turn point if you are thinking of it as one turn) then work backwards from THERE to find an entry line from the first part of the turn that will get you top that second turn point. Does that make sense? If the turn is at the end of a fast straight and whatever comes after the 180 degree turn is slower, you may want to prioritize carrying the straightaway speed as long as possible and in that case you might choose a line that allows maximum trail braking as long and late as possible before you reach the second turn point, potentially sacrificing some speed in the latter part of the turn with a less optimum exit but a wide fast entry.
  8. 2 points
    Braking, with the front brake, while leaned over in a turn, can definitely cause the bike to stand up noticeably - assuming the braking is hard enough to shift significant weight to the front and NOT so hard that the wheel actually slides, the braking forces cause a friction drag of the contact patch against the pavement that makes the front wheel want to turn to the inside, which creates a countersteering effect and stands the bike up. So when braking while leaned over, the rider has to resist that turn of the front wheel by pushing on the opposite bar to counteract it, to keep the bike on line (i.e., if in a left hand corner the rider would have to push on the left bar to offset the countersteering effect of the braking). This can get tricky to manage, as the rider is restricting movement of the bars, and placing additional load on the front end, so braking TOO hard while leaned over can exceed the limits of traction of the front tire. If braking verrrrry gently the counter steering effect is so slight that the rider may not feel any tendency of the bike to stand up, and the fact that the bike is slowing down will eventually decrease the radius of the turn, so a rider who only brakes very gently while leaned over (or uses just rear brake - which can also be tricky) may not ever notice any tendency of the bike to stand up. But braking harder or more abruptly makes it much more noticeable. Or, a rider who has a lot of experience with using the front brake while leaned over may be so accustomed to automatically pressing on the opposite bar to counteract the countersteering effect may not be aware of the bike's tendency to stand up, and a rider like that would have to go out and consciously try to relax the arms and observe what happens if he or she ADDS front brake in a corner while leaned over.
  9. 2 points
    There is good info on this in TOTWII, Chapter 25, Traction, there is a section about "traction riders" and if you read that whole chapter it gives a nice description of how different riders use and perceive traction, and the pros and cons of these different approaches, I think both you and Faffi will find it very interesting.
  10. 2 points
    Good point, and I made great use of that while racing this weekend. My bike was geared a little too high for a particular corners so my drive out of the corner was suffering, so I tried changing my line to stay leaned over a bit longer - somewhat counter intuitive for getting a good drive, but it worked. Before, I was riding a more squared off line and standing the bike up but then my RPM was too low; leaving it leaned over a bit longer put me about 500 rpm higher and the bike did not lug on the exit. (To be clear, I wasn't ADDING lean angle - I was just maintaining my lean angle longer instead of doing an earlier pick-up.) On my low horsepower bike it made a difference, and I was very happy I knew how to apply that information!
  11. 2 points
    Another factor I haven't seen mentioned is that as you lean over, the final drive ratio changes. the difference between upright and fully leaned is the equivalent of half a downshift. This puts the engine in a different part of the powerband and can alter the effect a given amount of roll-on has, seeming to amplify the torque as the lean angle increases.
  12. 2 points
    It's a big subject at the schools these days, we see it a lot. One point that comes up as the cause is....too low turn entry speed. But...that has to be brought up gradually, or one gets into the minus is too much entry speed, a challenge to juggle. If it were easy, likely wouldn't be so much fun when you get it right :).
  13. 2 points
    The very first thing I learned from Keith was from that classroom scene in the TOTW II video: "Once the throttle is cracked open, it is rolled on evenly, smoothly and constantly throughout remainder of turn." In my opinion, when I feel I need maintenance throttle it is because my entry speed was too low. I can't imagine getting on the gas before turn in. In some sections like turns 4/5/6 at SOW, I may not ever close the throttle all the way but just stop rolling on while turning.
  14. 1 point
    Good riding with you in Vegas. Catch your act at Willow Springs...
  15. 1 point
    Looking for thought-line suggestions for taking 180 degree turns as I seem to be inconsistent in doing it. I have them at a several tracks I attend. I know that the basic rule is to find a line that allow for application of Throttle Control Rule 1 - Great. But it still doesn't explain why I feel like I'm trying so many different things and getting results that are lackluster and at extremes; I'd like to reduce the variations so I can properly evaluate. I think my entry speeds are ball-park consistent, which retrospectively are lower than I want; I think I can change that next time I go out by improving on my Quick Flick overall. At one track the hairpin is at the end of the longest straight and if done correctly, I can get to the turnpoint for T2. I don't attend this track as often. At the other track it's mid-circuit and what precedes it is a sweeping left. What I feel is amiss, is the exit of the sweeper can become a compromise of getting the right attack angle for the hairpin which exits onto a chicane that can be straightened if using an inside tight line. When I get the hairpin "wrong" on this track, I'm ALWAYS too low in RPM and downshifting on corner entry there is tricky because my line removes the straight, I have been going from the sweeping left to a hard right in a single motion - staying on the left side of the tire too long (hmmm...that's probably a clue?)
  16. 1 point
    Great find, that is a REALLY good perspective on a very late apex turn. It really illustrates how long you have to wait to get on the gas, and how too low and entry speed would BEG you to roll on too early. It's also VERRRY interesting to observe the differences in the accuracy of the throttle timing (and consequently accuracy of the line) of the front runners versus some of the later riders.
  17. 1 point
    The rule I tended to follow was to integrate the drills but to not let a previous one distract from the current one. I mean, throttle control and turn points are obvious in this regard but some more challenging drills (for me) sometimes required I not overwhelm myself by trying to do everything. If hipflick hurts my turn point accuracy (within reason) for the hipflick drill then I note it and let it go but try to clean it up later.
  18. 1 point
    I'm constantly gripping and re-gripping/adjusting my hand. Easy enough to do, if well attached to the bike with the lower body.
  19. 1 point
    Don't want to impede on Hotfoot's wisdom but some thoughts: Not saying it's correct for your situation but there are definitely turns where it feels like you should be back on the throttle simply because it's "been so long" e.g. Turn 6 at Vegas (9 clockwise). It's maybe... 150 degrees? Just the top result I found, so not judging their technique beyond this purpose, but going counter clockwise - https://www.youtube.com/watch?v=swAYYP1rQZ0 -- look at around 55 seconds. There's a solid 3 seconds there the rider is having to be patient; and even then the line never gets down to the apex curbing. Look at the next lap -- probably a hair before 3:00 -- same thing (and getting down to the apex better). Next lap -- 4:53 or so. If it's got more "middle space", a double apex approach with a throttle pause or roll off and maybe releaning can be vital (the Twist II DVD demonstrates double apex as one of two exceptions to Throttle Control Rule #1)
  20. 1 point
    1) Braking, while leaned over, can cause the bike to stand up, see my more detailed answer above. On a properly set up sport bike, accelerating does NOT cause the bike to stand up. Accelerating WILL increase the radius of a circle but WITHOUT changing lean angle. A rider who thinks the bike stands up because of the throttle is unconsciously steering it up with the bars. Note - a bike with a more extreme, non-neutral setup - like a chopper with a stretched out front end, or a bike with a serious suspension problem - may act differently. 2) No. You are adding load to the rear tire in two different ways at once and that can easily overload it and lead to a rear tire slide, without a lot of warning to the rider or time to correct it. Doing one at a time is a much safer approach. 3) Yes, the front forks are more extended which makes it more difficult to steer the bike and there is less weight on the front tire which affects traction - the most extreme example would be accelerating so hard that the front tire is off the ground, obviously at that point there is no traction at all on the front tire. 4) Coming off the throttle makes it easier to lean the bike. It compresses the front end which steepens the steering angle and makes the bike easier to steer. Braking lightly can do the same, however on many bikes braking REALLY HARD can make the bike harder to steer; I'm not sure all of the reasons for that but I think it has to do with overloading the front tire (deforming it) and suspension, not to mention the difficulty for the rider of keeping enough pressure off the bars to steer effectively under hard braking.
  21. 1 point
    If the 2020 track rotation and timing generally mirrors the 2019 schedule then The Ridge could be a great July option for you. This year the Ridge had several single days and the 2-day camp offered over the course of six days. It is a wonderful track, but I'm also a big fan of VIR and Barber however Hotfoot is right ... heat and humidity can get pretty high during the summer months.
  22. 1 point
    If you do a forum search you can find other threads asking this same question and can see a variety of answers. Are you looking for a 2-day camp or two single day schools? Laguna is a great track but not always the easiest, logistically, for travel and lodging, and it can be cool and damp there. Vegas is one that is easy for travel, lots of flight options, and Streets of Willow is a technical track and its a great one for coaches to maximize their time with you, and it rarely rains there. Barber and VIR are both really beautiful but can be hot and humid. Best to look at the schedule to determine what options would work during your preferred time period, then narrow it down a bit from there. All the tracks are great and there are a lot of choices, if you narrow it down to a few it will be easier for forum members to give you some feedback on the tracks.
  23. 1 point
    Hello! My husband (Rob) and I (Linda) attended the SOW class. We are from Victoria BC. We had a blast! We are looking forward to getting our times 🤪 Hoping Coby got over his zombie vampire thing 😁
  24. 1 point
    Pretty funny and I saw a LOT of familiar faces in it!!
  25. 1 point
    Yesterday I was riding a loop of country roads around my home. I know the area well enough to know where I am, but not well enough that I remember every curve and corner yet. I was exulting a little too much in the glory of a sunny day and dry roads, and i ended a straight section with too much speed to make the corner without drastic and dramatic actions. This could have been very bad. Fortunately, I didn't react...I acted. Kept balance, didn't hit the binders, kept my head and body into the necessary line, and rode the tightest corner at speed I have every made in my adult life, without a slip, slap, or shimmy. Came out the other side centered up and in control, and promising myself I would never ever ever do that again (a favorite lie I tell myself). I count this as the first notch for CSS. Specific training at CSS made this possible, whereas prior to taking the course I would at least have been doing some weeding, and at worst been having a yard sale out there in East Snohomish County. Considering taking the 2 day class? Consider what may happen if you choose not to.
  26. 1 point
    I tried it once. Brake-Throttle-Turn. There’s a loop (or used to be) near me called “Harry S” (Truman Drive) a couple of long sweeping right turns, banked a little -a good place on the street to get the knee down. I found it could be a useful technique. I abandoned it when it betrayed me on the final left turn at home that day after many laps on Harry S- I lost the front trailing the brakes off (something slippery? - I felt it go- almost in slow motion) and broke my foot peg and a small foot bone. I found that the technique wasn’t at fault, my timing and application of it was, but it as a trained reaction contributed to the inability to recover after I felt the front bite again when the brakes released and the wheel roll. I needed that tire to press on the pavement and when the throttle was applied there wasn’t enough front traction to keep the rubber side down.
  27. 1 point
    ^THIS!!! Everytime I get my entry speed wrong, everything is off. Before I even reach the apex im already annoyed in my head because I know that I'm off the line, I either came in too slow and now I'm making mid corner adjustments, or I came in too hot and im running wide and making mid corner adjustments. When I get the entry speed right however, like you said, everything else falls in line and it just feels right, feels better, feels amazing!
  28. 1 point
    Don't tell anyone, just continue to act immature (that's my story anyway).
  29. 1 point
    I did! Some silly minor eye infection, and I didn't have time to go to the doc! It was gone a day or so later, but yeah...small children and old people were warned to stay away.
  30. 1 point
    Been universally liked by most for the position, and the handling (I'm riding it more aggressively in the turns than I did my 2018.
  31. 1 point
    I know the video. I know the tuner and have had my bike tuned by him. I've consulted with him on reading my tires. The video confused me too, but only when trying to make it fit into CSS philosophy. He's not the only advocate of this timing method (I did a 2-up ride with such person who runs a long-standing school at an East Coast track). The best I can say about it, is that the goal is to untrain street habits with throttle shyness. However, it can become a potential issue if applied as a "this is how you ride' mantra as it will require the geometry to be setup with a bias to account for this style. Thanks for starting the discussion on it. I wanted to but didn't know a good way to discuss it; I'm glad you did.
  32. 1 point
    Start rolling on the throttle as soon as the steering action is complete and you are on the correct line through the corner. If you charge the turn, or over-cook it, you will be struggling to get on the correct line, or maybe even to stay on the blacktop! If this happens, no doubt your roll-on will be delayed until you get pointed where you need to be. If the road is damp or grip is low, good throttle control is that much more important.
  33. 1 point
    I think back to the nearly unrideable bikes of my youth. The Kawasaki H2 750 leaps to mind. The bike was designed with the track in mind, and top riders at that. Then it was sold to the masses for use on the street. The power band was narrow, and when you hit it it hit very damn hard. 'learning' to ride it was just learning how to not die. The S1000RR on the track was my only experience with a sport bike, and for a machine with such big numbers in power and torque, it seemed like a cinch to ride. I have to assume it's not my native talent, so that would be software correcting for my attempts to push outside the design parameters due to ignorance, supporting what CoffeeFirst posted above. My new ride has ride modes, 4 from the factory and one you can edit at your peril. These are now a necessary part of the modern sport bike, precisely because they are for sale to people like myself that are enthusiasts that are STILL LEARNING. Meaning, of course, that we make a lot of errors. So, to Jaybird180 I would say that the ultimate goal of a rider may well be to learn to ride the bike to the edge of computer intervention. To actually know by experience and feel where the edges are before the nanny functions step in.
  34. 1 point
    Good points Hotfoot. Video can show some excellent things, but can also miss some things. There are also many different angles/camera placements. Interestingly enough, the one used at the school (arm over the shoulder) can be very instructive. Another is a follow camera, but then it helps to have a qualified rider being the cameraman. It actually can be very helpful for coach riding from behind to take the line he would normally, and show the difference between that and the student's line. Video is an excellent aid, but not the whole picture, and as Hotfoot mentions, if the rider isn't well educated on the subject being critiqued, it's going to miss the mark. Best, Cobie
  35. 1 point
    Like most any physically demanding sport, physical fitness (nutrition, hydration, strength, flexibility, etc.) is a factor in your ability to perform, and so are training, understanding, and practice. But, in my opinion, personalized coaching, and willingness to BE coached, are extremely important. I'll give you my perspective: I started riding quite late, in my mid thirties. I was very slow and very nervous and I don't think anyone expected me to have the potential to ride fast, let alone race (least of all me!), but I got really interested in the sport, got lots of coaching, and devoted a lot of time to really understanding the material, and my understanding of the material ABSOLUTELY changed and evolved as I rode faster. Going back and reading Twist II, I found lots of information struck me differently as my pace increased and I found techniques that were a bit vague to me at first became much more important, much more useful to me, because I NEEDED them more. For example, I could get away with slow body transitions at slower speeds but as my laptimes came down, speed of moving across the bike in a chicane became a limiting factor, I couldn't get through a particular section any quicker without moving over faster. Suddenly hip flick, which didn't seem very useful to me before, became a critical skill. That is just one example, but I have had, over the years, a BUNCH of breakthroughs like that, and have found that as I progress in my riding, becoming proficient in certain techniques and riding faster overall, new barriers crop up and as I address each one I get quicker again - and then encounter something else. How do I overcome the barriers? Through coming to school and getting coaching, mostly. Sometimes study of the material helps, sometimes analyzing data (laptimes, braking zones, lines, etc. from my lap timer or data logger) help, but coaching is what always makes the biggest difference - very often what I THOUGHT was my barrier turned out to be something different entirely, and it required the eye of a coach to discover that. Of course, my mindset while being coached is a huge factor in my ability to improve. If, for example, I came to school fiercely determined that I already knew "what my problem was", then I did not get nearly as much benefit from coaching because I was resistant to allowing the coach to help me. After I figured that out, I got even more improvements on my school days. I said physical fitness is important, but I am a lot older than many of the riders I race against, and not as fit as most of them, either, but my CSS training allows me to ride with fewer SR's and a lot less wasted effort so I can go faster and be calmer overall. I thought I had reached my riding peak years ago but I am actively racing this year and I am riding faster than ever before. I still get coaching as often as I can, generally I come to school as a student at least 4 days a year, if not more, and that makes a huge difference for me. It is not because I am in better shape, because I am not. It is because I understand and apply the riding tech better than I could before. I used to think, at the end of any school day as a student, that I was riding as fast as I ever would, because I figured I would just get older and slower.... but I'm not getting slower, I'm getting faster. Every time I come to school I get some new piece of information or tackle a new skill that adds something to my riding, and I get quicker. And what a thrill that is! And it is even better when some twenty year old comes over to your pit to ask you how you do it.
  36. 1 point
    In October of 2017, the year I posted this, I had a race ending accident at The Barber Vintage Festival. Race practice might have been an ominous sign for things to come when I nearly crashed on a team Triumph Thruxton going about 100 mph. I had been putting in some good lap times and needed about a 1/2 a second more to put in the top three. I was approaching turn 9 and 10 knowing I would need to get the bike turned quickly to carry the speed and to keep the bike off the rumble strips on the outside. I was finishing my steering input when the outside clip on snapped against the gas tank. I had no way to control the bike as I headed for the gravel on the outside of the track. I didn't have much time to think about it but the option of bailing didn't seem like a wise move at the time. I went through grass, pavement, gravel and then grass again. I had slowed to about 60 when I noticed the reflection of blue sky in the grass ahead. Any of you that have ridden or raced at Barber know how George likes to keep his landscaping nice and green. There was reflection of the sky in the grass ahead about three inches of water. I hit it and it was like an explosion. People who saw my antics wished the ride had been recorded. I survived it keeping the bike upright and getting it back to the pits. Lesson: when you are riding on someone else's machine double and triple check the levers, clip on's, rear sets etc etc etc. The next day was my Sounds Of Thunder 2 race with 70 riders lined up on the grid. I was racing on my modified SV650. I was on the 9th row. My strategy for the race was to get a good start and try to hang on the leading pack. I wanted to get into the 1:37's which for me on a SV650 was a respectable lap. My previous fastest was a 1:39 in practice. I got a great jump and was headed down into turn one when I saw a blur coming in from my left side taking me out. I remember being launched over the left clip on then nothing but the most extreme pain I have ever felt in my life lasting for no more than a millisecond. I remember holding someone's hand and hearing sirens but not able to make out any faces. I remember telling them not to cut my leathers. I have two close racing buddies, one an orthopedic surgeon and the other a neonatal surgeon. They were both on the track when this happened. One of them, the neonatal surgeon, knew that he would have to keep me close to try and better my lap times so he saw it all. He thought I was dead. He went against race protocol resting his bike against the Armco barrier and ran to me. He said he pulled up my visor to see if I was breathing.The rider who caused the initial accident lost his front coming into turn one ejecting me. The rider who did the damage had no place to go. He basically did a stoppie on my chest then releasing the brake lever rolling off me to have the rear wheel land on my chest. I had what they call a flailed chest with 10 broken ribs, a broken sternum and a punctured lung. I had to wait three days for surgery to install titanium plating to hold my ribs together. I had some issues with pneumonia after the surgery spending 12 days in intensive care. My biggest fear going through this was that I would be an invalid and before the advent of the titanium plating, I would have been. I would have much rather died doing something I love than be a burden. The good news is a never gave up. I am almost good about 85% lung capacity and missing a muscle or two. I'm working out at a local gym and riding a Peloton at home. I also have a mountain bike that I take for long rides communing with nature. I have ended my racing career or should I say my wife has ended it :) I loved racing but not enough to destroy a marriage. For me there were two choices, life or death no in between. I am physically fit enough to ride competitively and if I could talk my wife into it, my goal would be the same, to better my craft every lap, to be the best that I could be. There's nothing like the feeling of beating your previous best lap time and there's nothing like being told "man, you can ride." I am one of those guys now, relegated to telling stories and helping with bike stands and tire warmers as others ride out to the track. Thank you, Cobie and all the rest of those at CSS that coached me a long the way. Great memories.
  37. 1 point
    The only reason there are no female racers in the MotoGP class is that too few enter at the bottom as youth racers. It probably takes between 3,000 and 5,000 youth racers to eventually end up with one who is capable of racing at the highest level. This includes having the family with the means and support and Olympic-level dedication to the child to make it past all the barriers to succeed.
  38. 1 point
    Tires were bought and installed by Cycle Gear. New valves. Rubber, no nuts. Valve wasn't seated correctly, centrifugal forces sucked it into the tire!
  39. 1 point
    I have not re-read that section specifically to answer this, but I am going to have a go anyway based on my understanding of the subject... WHEN exactly should you start your roll-on? When you have completed your turn-in and are satisfied with where the bike is pointed - as soon as possible. How MUCH should you roll on? Enough to transfer the weight to the rear tyre to achieve optimum cornering load on the tyres (40/60) How does good throttle control affect the suspension and traction? Suspension is now in the most usable range (middle third) and traction is optimised by giving each tyre the amount of load determined by the size of contact patch (40/60) Is it possible to roll-on too early? If so, when would be too early and how would that affect your line? It IS possible to roll on too early. Too early would be before you have completed the turn in, and before you have the bike pointed in the right direction. This would make your line widen. What happens if you roll on too LATE? Rolling on too late - hmmm... You would be loading the front for too long in the corner, suspension loaded, tyre loaded, scrub off alot of speed, therefore may get gas greedy to try to make up for it... Also, the bike's tendency is to go wide, and you would have to steer the bike in more and more to keep your line, therefore increasing lean angle unnecessarily... And suspension will be compressed, so possibility of dragging hard parts and lifting a tyre perhaps?? What happens if you roll on too MUCH? Roll on too much will make the bike go wide by extending the front forks too much too quickly. Worst case you can break traction of the rear tyre and SR#1 can kick in (chopping throttle) and turn into a high side... But Throttle Control Rule # 1 would have prevented all of this. Once it is cracked on (as soon as possible after the turn in is completed), it should be rolled on smoothly, evenly and constantly for the remainder of the corner. Even in the case of rear wheel slide, checking the throttle can regain traction gradually, where chopping it obviously creates a violent regaining of traction... So... How'd I do??
  40. 1 point
    Trail braking is a highly useful skill to have for the corners and riding situations where it applies. Decreasing radius entry corners are a perfect example of a kind of corner where anyone might want to trail the brake in. I was told by some car guys that Schumaker's team mate a year ago (don't know his name) who was driving pretty well didn't trail brake at all while Schumaker did all the time so apparently even in cars it is an option based on the pilot. It is also easy to see that MotoGP riders often don't get back to the gas until around the apex of the corner. When you consider that it takes time to finish the release of the brake and move your hand into roll on position you see that the is only very, very slight actual braking going on through the first third of the turn. You can also easily see that even the fastest guys make terminal errors with trail braking so from that perspective it is indeed an "advanced technique" I don't have a quarrel with trail braking except that it can become a crutch for riders who don't have a clue on their turn entry speeds and trailing the brake in becomes a crutch to a rider who doesn't have a good sense of speed. The fact is that trailing the brake is something that should be done on every track braking situation, whether the rider is leaned over or not and this is a huge point for riders when they are trying to "go fast". It's huge because they tend to "charge the turns". THat means they wind up with a lot of brake at their turn in point and that just makes it more difficult to judge the entry speed accurately. Up to the point any riders is still having entry speed problems trail braking won't solve their entry speed judgement errors. In many corenring situations in racing you will get passed if you aren't trailing the brake in. In others, if you can run late turn entries and you have good confidence to get the bike turned quickly you can let someone pass you going in and repass them on the exit because your line will let you drive off the corner harder. On the road, trailbraking is a valuable skill for avoiding obstacles like pot holes or rocks or whatever. As pointed out earlier in this thread, lean angle and braking are porportional. The more lean you have the less brake you can use. If you are overconfident with it you will do a Danny Pedrosa and take out your team mate who is tyring to win a world championship...as an example...or crash on the road. The question then is does trailbraking solve the other basics of corenring like choosing a line, good throttle control, visual skills, rider input errors and so on. I say it doesn't. On the the road to improving speed I believe there are points that build a stronger foundation for the rider than learning to trail leaned over. Keith
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