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Showing content with the highest reputation since 07/23/2019 in all areas

  1. 6 points
    The cost of the 2 day class is pretty close to the cost of new Ohlins for my RnineT. I actually had to make that choice, and since I come from the old school 'ya run what ya brung' way of thinking, I figured that knowledge beats out hardware most days. Boy was I right. What was really marginal, harsh, and unresponsive suspension is now completely smooth, responsive, and supple suspension. As it turns out, putting yourself in the right place AT ALL TIMES and having your awareness focused on what is happening in the relationship between your yourself, your motorcycle, and the road surface....well, that changes everything. Of course, a new set of Q3+ doesn't hurt either. I can't count the number of off-road events I participated in where the cool guys with the best gear got their asses handed to them by some fat kid on a clapped out 20 year old dirt bike. Riding skill is riding skill, and they don't sell it on Revzilla. They do actually sell it at CSS however, and besides being fun as hell, it is hands down the best suspension improvement I have ever made. This is not exactly news to anyone on this forum, but I just had to crow a little. Rob-
  2. 2 points
    Just bump into a few of the kids, push them out in the weeds. OK...I am kidding!
  3. 2 points
    Depending on your tires and tire pressure, leaning over more does not necessarily decrease the size of the contact patch. However, as you lean over more the suspension is less efficient at keeping the tire in contact with the pavement. Decreased suspension efficiency combined with the acceleration forces when you roll on the gas hard can exceed the limits of traction at the rear wheel.
  4. 2 points
    Fresh out of CSS it is only reasonable that I was working on riding skills while commuting to work on my bike. Visual skills in particular, with emphasis in picking turn in points, pre-apex, end points. Thinking 'big picture' and then picking points on the road surface. Great idea, but this was not a track, it was a road. When I was a kid we were taught defensive driving. My instructor would do stuff like slap the rear view mirror out of alignment and then ask you how many cars were behind you, what color? Gaining or falling back? The same questions about who was ahead. Watching for brake lights five cars up. Is the road wet or dry? Are there leaves down? What was last night's weather like? My favorite was being asked to imagine you are a bird 200' above the car. Can you hold a mental image of where you are and what is around you, and who is on the road with you? In the military they train Situational Awareness, or SA. It's similar, but basically requires you to learn to assess and consider what and who is around you at all times. It's not easy to do, but it's surprisingly informative if you work at it. So, there I was on my commute, carving corners and focused on the road surface, and I passed a deer on the shoulder doing around 70. Me, not the deer. And I had to shock myself back to reality. Yes, big picture on turns and lines is important, but out on a domestic roadway, the even bigger picture focus on your local environment is much more likely to keep you upright and healthy. This was, I think, an untended consequence of the CSS experience, and I only post it here for your consideration as a reminder to stay in the 'here and now' of your daily riding. Rob-
  5. 2 points
    Pitts- I thought about your willingness to identify and resolve a training gap and I’m reminded of an online conversation about stress reactions that I think you were a participant of in our POA days. My recollection is that the forum was lopsided in the notion that one could train responses to any emergency situation, after all that’s what the FAA teaches us. Henning was dead set on the notion that SRs were hardwired into a person and that each person may only modify their personal SRs to some degree with training but in the end, there they were - a pessimistic approach, I agree but experience tells us that a morsel of truth is present. Even in my days as a student pilot with Jon, my instructor yelling at me and trying to intentionally induce stress, nothing happens in the cockpit very fast, perceptually; motorcycle - different ballgame. I don’t know why that is but I think what Keith Code describes as Sense of Space may apply. I am of the belief that stress cannot be induced in a laboratory, sans chemicals, and even that is different. In the times before me, the FAA emphasized stall recovery training, then they went to a model of stall awareness and avoidance in effort to curb low altitude Loss Of Control In Flight incidents. I haven’t done a statistical review to say if it is working or not, but I have had the experience of putting my training into real life practice, and I and my passengers are still here and they are none-the-wiser as to how close we came to LOCI on takeoff one hot summer day years ago. Perhaps it may be a worthwhile venture to revamp the HURT report to include a review of the efficacy of training methodologies on single- vehicle accidents. While it may or may not solve your particular malady, I perceive that you are motivated to discover something overlooked to benefit the community at large. Lastly, I also took note of your mention of “The Pace”. I do believe that is a definite gap in training and you may be in a good position to advance this ideology earlier in the training cycle and to also benefit by a review and dissection of it.
  6. 1 point
    We have seen riders adding throttle and lean angle at the same time and it gets to the point it leaves a horrible dark line (getting progressively worse/darker) while the 2 are being added. Then, when the rider stops increasing lean, the dark line turns to a a nice grey line. I think the dark line is the front tire being stressed heavily, a number of the throttle and lean issues have the rider losing the front end, with no warning. There was some great slo-mo footage of Stoner adding a little lean angle, dark line coming off the tires, then he stopped and so did the dark line.
  7. 1 point
    One issue we have seen with a rider preferring one side over the other, is on the "bad" side, they are doing something different. If only doing it on the one side, and the bike is sound other wise, start looking at what they are doing differently on that side...a skilled coach helps here, as it can be 1/2 inch difference on body position can be the difference.
  8. 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
  9. 1 point
    We do occasionally have riders post pictures or videos here and ask for feedback, which we do provide. We also have students who have been to school contact their coaches afterwards for some additional help via email or here on the forum. It is something we would do, on a limited basis, at no charge, for former students... but it is very difficult to do with people who HAVEN'T been to a CSS school because you end up spending loads of time trying to explain WHY something should be changed... info they would already have if they had been to a school. For a student who has already had the training, it can be just a reminder or a clarification, but for someone who hasn't had any of it, it can be a very lengthy process, not to mention potentially out of order - for example, trying to fix someone's suspension settings when they have poor throttle control is a waste of time. Or trying to fix body position for someone with no concept of lines, or who does not know how to steer the bike. It can be difficult sometimes to diagnose things from video alone - having some discussion with the student is more effective, because we can figure out what the student did just BEFORE the visible error on the video, or what (potentially flawed) logic led them to do a certain thing so we can work through it and figure out a better solution. As you say above, just posting a video and asking for feedback can lead to a lot of bad advice, so while we are happy to help on here, I don't know that offering video review as an independent service would ultimately reflect well on the school since the results probably would not be comparable to what students would get from attending a school and getting in-person coaching. But that is just my opinion, maybe Cobie or Dylan will chime in with another viewpoint.
  10. 1 point
    A few thoughts come to mind: 1) check your RIGHT hand - do you inadvertently push on the right side bar when rolling on the gas, and therefore have to push ALSO with the left to prevent the bars from turning? 2) Check the fit of your gloves, are they tight or restrictive? 3) Check your left-side body position (lower body particularly) to see if you are somehow forced into some tension in your left hand (feeling like you are slipping off, or having to hold yourself on), and check to see if you are twisting your body to one side - have someone look at you from behind to look for twisting or tension. 4) Per your other thread, are you tense in general on left hand turns, mentally worried about something? 5) Is there a lot of vibration in the bars? That can cause some mild numbing which can cause you to grip tighter which can lead to the sort of fatigue you mention. Some smaller bikes can transmit a LOT of buzzing in the bars, especially if the bars are lightweight and the grips are thin. The effect could be more prominent on the left hand because you are not moving it or repositioning it as often as the throttle hand.
  11. 1 point
    Wes- I hope you got what you needed from this thread and that it would be okay for me to leverage it to ask for help for my personal SR - at least the one I want to work on 1st (smile)...er this time around. I have a tendency to grip the left bar too tight. No idea why, nor can I see an apparent pattern of when I do it most often. When I notice I’m gripping hard it is when I tell myself to relax because my hand is already tired.
  12. 1 point
    What a GREAT post, I loved reading this and laughed out loud about the "cool guys" getting their asses handed to them, that is totally true. Really pleased to hear you had such excellent results and that you had fun, too.
  13. 1 point
    Accelerating creates a load on the rear tire, as you know. Cornering creates a lateral load on the rear tire, and as the bike is leaned over farther the suspension is much less efficient at keeping the tire in contact with the pavement. That is the primary thing that changes when you lean it over more, your suspension is not able to handle pavement inconsistencies as well and that reduces available traction. If a rider increases acceleration, or increases lean angle, one a time (and not TOO abruptly), assuming tires are warmed up and tractions conditions are generally good, there is some warning when the rider begins the reach the limits of traction. The rear tire begins to slide or squirm, letting the rider know that he/she is nearing the limit. However, when BOTH loads are increased at the same time, it is very easy to blow right past those warnings (AND overwhelm the electronic traction controls on the bike, if you a riding a bike with that technology) and generate a rear tire slide, which can lead to highside which is a nasty way to crash. As you go increasingly faster around corners, the lateral forces are greater and the lean angle is steeper, so there is less available traction for acceleration - thus throttle control must be more precise, and increasing the lean angle even MORE while also applying addition throttle can more easily exceed the traction limit - which could be why you got a sterner talking to on the second day. It is a very common way to crash, especially on higher horsepower bikes that can deliver loads of power to the rear tire. Riders get away with it all the time, sure. Just go to an open track day and watch, lots of riders that are trying to go fast do things like turn in a bit early, end up a bit wide on the exit, and solve that by leaning the bike over more while still rolling on the gas. Modern tires are great and they can take a lot - until they don't, and the rider suddenly has a gnarly crash and can't understand what happened. Does that help clarify?
  14. 1 point
    I would be ecstatic for solid top 5 and an occasional few podiums in my local minimoto race club.
  15. 1 point
    Not an experienced pilot, so I'm missing something here: inverted spins, then instructor said to fly straight and level and call out altitude, and you said 3500 feet...were you higher, lower, something else?
  16. 1 point
    A few month's back we got the tease of one of four 2020 S100rrs in the country...and the drooling began. All the top coaches got a chance to ride it, universally liked, quite a bit. But the real concerted riding will start...Monday! We'll be at Thunderbolt (NJMP), and get a real chance to work 'em over. Hope to see you at a school soon! Best, Cobie
  17. 1 point
    Not using earplugs?! Personally I never ride without them, on the track or street. I find the wind noise far too distracting and I can still hear the engine and the bike perfectly, all they do is dampen the noise and reduce it to a more, ear-friendly level. One of the other things I do to reduce the wind noise is to use a Buff on my neck and stuff it up the sides of my lid a bit to help reduce the wind noise, as well as wind-chill on cooler, UK days! I also carry a visor wipe (called a VSponge) to clear bug splatter off my visor on longer rides. Yes, I know I can look through them and try not get distracted, but it's nice as well to have a clean lens after a lunch stop. Oh, I also repeat Throttle Rule #1 on every bend...!
  18. 1 point
    If you think spins can't induce some brain freeze, let's go do some cross-over spins where we'll go from upright spinning to inverted before recovering. The first time I did those with my acro instructor he told me just to fly straight and level after and say airspeed. As I was just trying to keep the wings level I said, we're at 3500 feet. Yep, I was that confuzzled. But the point is well taken that it'll be difficult to set up a target fixation SR to work on an antidote like the one Hotfoot suggested - when compelled to brake, look in at where I want to go.
  19. 1 point
    When you push on the outside bar, do you feel like you are trying to push the bike up out of its lean, or push your body down lower, or are you offsetting pressure on the inside bar (possibly caused by holding yourself up)? IS there something you are trying to PREVENT from happening, by pushing on that outside handlebar?
  20. 1 point
    Jaybird, man, you stated something that I have been battling with internally for the last two seasons. Granted, I'm what I consider still fairly new to riding. I, like Hotfoot started riding in my opinion, late (early thirties to be exact), and I started doing track days just two seasons ago. I know I'm still relatively inexperienced when it comes to the track even though I've done levels 1 - 3 with CSS and about 3 other track days. I learned early on when I began riding that I LOVE riding, and I started following MotoGP and WSBK as well as MotoAmerica. I never thought I'd be as passionate about it as I am and like you, I have the desire to eventually race, and hopefully one day compete among some of the best. I've been asking myself the same questions. "Am I past that age?", "did I miss my opportunity?", "Whats my limit?", "Can I ever even reach that level?". I wonder if I'll ever have that "ah-ha" breakthrough moment that opens up as you stated "limitless improvement" or if I missed it because I started so late in life. Think about it, most of the "Pros" you see on TV have been on or around bikes probably since the age of 4 and here I am so late to the party. I can relate brother. Hotfoot, your words are a breath of fresh air on this topic to me. It tells me that the only real limit is myself. Don't get me wrong, I'm not suddenly filled with hope that I'll be side by side up against Marc Marquez in the near future, but that I can always improve. I remember three years ago, I was at the motorcycle show at the Javits Center talking to one of the coaches for TPM (Team Pro Motion) and he asked my why I wanted to ride the track. My answer back then was, and still today is to get better. Yes I want to go fast, to be faster, but to go faster you have to get better, you have master your craft. I know I still have a long way to go but reading Hotfoot's comment I realize that there is no definitive window of opportunity that can be missed when it comes to learning and improving, that as long as you're willing to learn and pursue improvement, you WILL improve. I'm no where near as good as I want to be, I'm still chasing that knee drag moment but I know in time it will come, and now I firmly believe that in time I WILL find myself competing on some level eventually. Jay, if its what you truly want to achieve, you can and you will.
  21. 1 point
    Finally was able to get the video to play through. Thanks for posting it.
  22. 1 point
    One question I've gotten on this subject--why do we keep needing more coaches? The biggest reason is we have continued to expand our coach requirements. We started with just a few on-track coaches. they weren't assigned, but got as many as they could. That has expanded to assigned coaches, as many as 8 on track (with 2 students to each coach at a 2-day Camp). The following is an approximate progression of coach requirements: We added an Off-Track Coach for: Steering Drill, Lean Bike, Slide Bike, Brake Bike, etc. Then we added Video Review Coach (at 2-day camps). At Single Day schools, we added another Off-Track coach. Then we added another Briefing Specialist. Then we added a Level 4 Consultant. Then with so many making it to L4, we had to add another L-4 Consultant. The coach requirement has gone from 2 -3 on track coaches (and one Briefing Specialist) to 12 trained coaches needed at most schools, plus 2 Briefing Specialists. Some coaches are very highly trained (takes years of hard work). We are proud of the boys and girls, they work hard to become coaches and enjoy working with students! Best, Cobie
  23. 1 point
    I just finished my two day camp on the 25th & 26th at Streets. My first time on the s1000rr and a racetrack. By no means was I fast, I enjoyed the idea that I had to work on each step and complete it and then get the feed back from my coach and move on to the next lesson. I had the time of my life! I didn't think I could lean at all and pictures are worth a thousand words and I wouldn't believe anyone until I actually saw the pictures. This school did wonders for me and helped me understand the whole aspect of the ride verses just doing the actions. I'm looking forward to getting my own s1000rr and looking forward to doing level III at Barber in June. I am glad that I was consistent and smooth and with that will come the speed or so I'm told. I'll again believe that when I see it. I am just concerned with the safety of it all and knowing that I'll be a better rider. I am still on CLOUD 9 and damn glad I went. I was very nervous at the beginning and faced it and moved on. I'm so very glad I did. The instructors are just awesome. You couldn't ask for a better environment for learning how to control yourself and a facinating machine. Thank you for my opportunity and yep I'm hooked and can't wait to come back for more learning.
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