Jump to content

Jaybird180

Members
  • Content Count

    1,646
  • Joined

  • Last visited

  • Days Won

    54

Everything posted by Jaybird180

  1. Brake-Throttle-Turn implies, as a sequence of actions a passage of time. With the passage of time there also means that there is an interval between each successive action. We can agree that for any rider, bike, weight, lean angle, etc (add specifics) there is a maximum speed at which a turn could be negotiated successfully without running wide off or off track. It is more erratic to reduce speed only to add back what you have scrubbed off. From this viewpoint this technique has limited benefits for a track day rider. But I believe that in a race could serve a strategic or tactical purpose. For example: inside block-passing or as a tight group of 3 vying for position.
  2. 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.
  3. Cobie you bring up a good point. Unfortunately when the throttle is on, two things are happening that impacts turn radius: geometry and gyroscopic effect. We can account for geometry by creating a chassis setup to accommodate the style. I think it would be harder (but measurable) to account to gyroscopic forces. I don’t know if more bar pressure can overcome the penalty.
  4. Ergonomic changes are often influenced by marketing strategies. Manufacturer target marketing data is considered Top Secret in most any industry and rightly so, when you have a manufacturer competing on an international scale. For someone considering a BMW, unless you follow the brand and model development you wouldn't know that they made an ergonomic change from 2019 > 2020 and may think simply to buy the latest model your pockets can handle. I'll keep this in mind when I'm ready to buy.
  5. 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.
  6. When I attended the school last year and rode the BMW, I was surprised how quickly I hit the limits of the wet mode. Prior to that I was timid with the throttle and the fact that it was a new to me bike and not mine was on my mind. I think you're suggesting that perhaps riders can approach the limits from the standpoint of starting with too much, allow the electronics to save them and learn how to come back inside the limits of the electronic nanny; interesting concept that I wonder has appeal to most riders in practical terms. I would HOPE that SRs help us in the beneficial sense of the desire to survive, because an electronic bike can certainly be crashed and it will still hurt.
  7. TOTWII has a chapter called “Steer for the Rear”
  8. I’m sure I read something about “greedy with the throttle”. Does that point you in the right direction?
  9. For my sportbikes I typically add crash protection early in the lifecycle. I often take advantage of a crash to upgrade other parts and have learned the value of hardened engine cases. I’d say that in my experience the Best Bang for Buck performance upgrade has been steel braided brake lines and brake fluid (to include more regular fluid flushes). Having good and reliable brakes pays dividends in confidence and certainty on street or track. Along with this, I’ve found that levers can be an ergonomic as well as performance upgrade, but stay away from the cheap stuff. I Frankensteined a set of el-cheapos with name brand parts for my CBR1000RR to get the necessary functionality and the aesthetics I was going after when I did my makeover. I’m an advocate of suspension upgrades and I find that none of my street-only friends can relate; they don’t see the value but will invest in slip-on exhausts, which I also like - the sound helps make the experience “real”. A windscreen can be a good upgrade to provide better wind penetration as well as being more aesthetically pleasing. I prefer a tinted shield for street looks but a clear or clear enough shield for the track. I often fit rearsets on my bikes because it enables me to go GP-Shift, a must for me and I use it street and track; one style to eliminate confusion when the pressure is on. It’s not fun backshifting midcorner while defending your position, (BTDT on the MiniMoto). Rearsets also help me lock my knee and thigh into the tank a little better and in some cases prevent scraping the stock pegs. I changed gearing on my CBR600F4i for street use (-1, +2); never ran it on track like that and felt it provided some of the oomph I wanted but there was a cost so YMMV (no pun intended). Smaller chain size was customary there and often saved a few dollars on the switch without longevity or safety compromise. I always use StompGrips but there have been a few times when I didn’t have them and I don’t like the loss in lock-on. A tank pad also protects the paint from belt/zipper scratches. I think that’s about it. Anything else gets replaced as needed. I have a love/hate relationship with mirrors. I wait until I break them.
  10. Wow! What bike has a rear brake in contact with the exhaust?
  11. Well I’ll be...and after all these years! I had a coach years before before I attended my 1st CSS advocate taking the slack out of the chain as the first throttle action. Who’d a thunk it was the same idea with different language!
  12. After riding a couple dry days back to back on the CBR1000RR and then the CB-750 Nighthawk, I came away with a bright idea that caused me to think about this thread. Why did I pay good money for my bike to feel horrible (like a bowling ball) and disconnected on the street? Ans: Because I was being reluctantly stubborn against changing the suspension settings from the "track" setup I had previously installed. There's little reason I can't make the Fireblade feel as plush, comfy and planted as that classic (27 year old) Nighthawk, even if I have to sacrifice the high speed stability the current settings provide- afterall, I don't street-ride like a hooligan anymore (never really have). And I know how do document my track baseline so that I can go back to it when at the track. Duh! Why didn't I think of that before!
  13. I might know a guy who knows a guy who has experienced this (sarcasm).
  14. I would do this if I could find a service or combination that has MotoGP, WSBK and MotoAmerica. Then I'd cut my CableTV subscription.
  15. I upgraded an entire motorcycle in attempt to solve an ergonomic issue. Earlier this week, I sent the check for the Yamaha TT-R125 I ordered to be built so that I can migrate from my Honda XR-100 for Minimoto racing. I'm hoping it solves my problem; it's finally ready and I pick it up this Saturday at the track. Not much can be done to it in the stock class to further customize it, but the springs and valving have been changed, a tall seat installed and a doohickey installed to make it GP-Shift. I'll probably change the throttle tube to the R6 to get a quick-turn throttle to make it easier on my wrist. I've got a custom sticker set in the works just to make all the bikes look more similar, a team theme.
  16. ...and since I'd already dug up this old thread in search of nuggets of truth, I figured I'd post this here to help with my (and possibly someone else's) clarification Cobie Fair said: Can the definition of "cracked on" in the context of TC#1 be further clarified meaning 0% > 5% > then roll on or 0%, 1%, 2%, 3%, 4%, 5% > then roll on? *Note: 5% is an arbitrary number to indicate the point where it is considered to have been cracked on
  17. Can you specify what page they're saying this? The first few pages aren't available for viewing but when I get beyond that it talks about the front tire digging into the sand in supercross whoops.
  18. Question for the forum: Are there any corner types where "as soon as possible" is at, right before, or right after the apex?
  19. That’s the question I’ve been trying to answer for myself also.
  20. Here’s a question for thought and discussion: do we need to do something to keep the machine in its operating envelope or should the machine be designed for the intended use case?
  21. What do you mean by “let the suspension heal”?
  22. Based on my observations in Billiards, women have more accuracy in hand-eye coordination and planning of angles. Also women have an advantage with Wide-View. Furthermore, I believe that CoG and weight distribution may help contribute to better cornering clearance when hanging off. What do you think @Hotfoot?
  23. Not that I had hopes, but my daughter decided that she wanted to put her attention on something other than racing this year. As a result and a cumulative effect, my son didn’t race much this year either and it looks like some of his peers have advanced beyond where they were last year.
×
×
  • Create New...