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Jaybird180

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Everything posted by Jaybird180

  1. I’ve come to accept that with the passage of time, my chances of becoming MotoGP Champion declines. I should know this by the fact that I spend 8hrs a day, 40hrs a week honing a craft that involves driving a desk and that I’ve been doing it nearly 2 decades. But as I think about the investment I’ve made in my riding skill and make an honest assessment in the return on that investment, I begin to ask: what is a realistic goal for my riding accomplishments? I’m a multi-time Level 4 student and because I love it so much, I will very likely return to CSS for more L4, but now with a different mindset, and a question. I’ve previously thought there was that ONE THING that once unburdened in my riding, would open the door to limitless improvement. My interpretation and reading of TOTWII indicates that as a message. But what if I’ve already peaked? What if my “plateau” isn’t really a plateau but instead my zenith? How in the world can I figure this out? I know that I certainly have counterproductive habits and tendencies and as I ride more they come to my attention. When my awareness comes up, those tendencies reduce, at least until the next ride. I also know that I have fears and as I ride more they become articulable. I know that I sometimes make errors because I have a base of information gleaned from years of study of Keith’s and others’ material and my comparison of my error in judgement becomes apparent as I reflect on a previous session. I DO know that I still enjoy it. And I also know that I don’t do it often enough for my learning style. I think...I’m just looking for MY breakthrough. Writing this post has been therapeutic. Now I hope to get some valuable feedback from other students, forum posters and especially coaches on how riding breakthroughs actually happen. I’ve heard about them. Now I’m ready to experience my own.
  2. I USUALLY wear earplugs for street or track. I also believe that having well fitted gear with no lanyards or hanging bits is part of the equation. Except... I used to have a pair of washable earplugs that has softened over the years, you guys might not believe me if I said how long I’ve had them. But I kept them in a little plastic box that was tied to the zipper of my suit. Keith asked me 2 years ago if it was distracting. Do you know THAT day was when I lost one or both plugs and grieved a bit then threw it all away. I found that box light enough and the lanyard short enough that it didn’t bother. Now, I often forget to grab a set of disposables from the drawer before I go out. I don’t find engine noise distracting but wind noise, certainly. For minimoto racing I can get away with not wearing them. I think top speed on my XR100 is maybe 47MPH and that’s IF it can haul my weight up to that speed in the short distances we use on kart tracks. Good bike and rider ergonomics often get overlooked. Once you find what works the bike becomes invisible. This goes for proper bike setup too.
  3. Keith told me he will train a rider WITH DOCUMENTABLE RACING EXPERIENCE as young as ______ (I cannot recall the number). Certain tracks have age restrictions but CSS has the most freedom at their home track.
  4. I vote this as best answer. Rereading the question, I must have heard Family Fued music playing in my head when I answered. 😂
  5. 4-1-3-2-5 in that order, though I Place 4/1 similarly related. I might even be inclined to swap them but didn’t because I’d place reflexes as senior to quick steering.
  6. I’m running GP Suspensions kit up front and Penske triple adjustable in the rear. I am not sure if I put the 50 (OE) or the CBR forum recommended 55 series tire on rear, likely the latter. I’d have to verify. The tires have maybe 2-300 miles on them.
  7. 2006 CBR1000RR. Dunlop Q3+. DC area.
  8. I ran 32/32 the other day on street and it was okay...not great and not bad. I think I may go back to Michelin- I don’t feel connected to the road, but also I don’t get to ride this bike often AND the streets here have gotten just awful. I'm definitely in need of some suspension tuning. The bike is all over the place- can’t blame it too much though, streets are wicked. But it did seem to improve at higher speeds (sigh...)
  9. Higher wet pressure seems counterintuitive but makes sense when pondering. Just can’t wait to see someone’s face when I say this to them- LoL. It would them make sense to open the rebound and compression circuits. Did the Dunlop guy say anything about Q3+ street pressures?
  10. A motorcycle is a series of gyroscopes. Gyroscopes resist changes in planes of motion and exert forces at 90degrees the plane of rotation. These gyroscopes are what keeps the bike in balance and it is the interaction of the forces along with the subtleties abovementioned that make what you observe. It’s why a rider cannot “muscle” a bike to do his/her bidding; it must be asked according to laws of kinematics.
  11. Great question! To negotiate a bend (corner) we want to turn the bike. That’s our goal, objective or purpose. To accomplish this, one of the things we do as a prerequisite (thing we do beforehand) is we lean the bike. The countersteer and relax of input at the handlebars establishes the lean angle. To make the bike turn, the wheel turns slightly into the direction of the corner. Depending upon many things (speed, road surface and type, tire size differential, throttle application, etc) the amount the front wheel turns gives us the turn radius that gets us through the corner. The art and skill of the rider in applying known inputs a predictable amount will determine if we get through the corner effectively or not as effectively.
  12. IIRC there was a video of Rossi describing the techniques. Personally, I didn’t find the particular video credible as I believed Rossi was practicing his art of chicanery. YCRS instructors have been known to advocate the technique and they even have a drill where it makes it a proficiency goal. In theory it sounds reasonable...then you get to the practicality of it. With current engine management technology it is easier to make the transition smoother so as to keep a stable chassis- that is the goal, right? Isn’t this something we all practice in our riding, even when not specifically focusing on it?
  13. Of course, it’s an option. But then I’d be forced to confront other realities about my time commitments and I’m not quite ready to do that yet (LoL).
  14. The tires aren’t getting hot. I mitigate this by not street riding below 60F, which I violated in the above. I’ve read discussions on other boards about using a touring tire and I’m rethinking it but I don’t have a dedicated sport bike - double duty of track and street. Racing season (we do mini-moto) starts soon and at both ends of the season it’s cold enough to rethink the weekend...but we need the seat time and last year my son needed the points at the last event and it was coooooold. I worry about tire temps more than he does. A couple folks had suspected cold tire crashes but they were only the adults. The kids rode fine.
  15. I'm just getting back to running Dunlops, but these are close to the pressures I used to run on D208s on the street. Yes, they feel stiff but I've also got quality suspension underneath me. I know the conventional wisdom is to reduce pressure for more contact patch, but I like to make changes only after establishing a known baseline. Good seeing you online again Apollo. Now that you're over there in the land of year-round riding.
  16. One of the final things to-do from my bike build is the ECU tuning. Although my bike is "pretty old" its amazing what can be done with just ECU tuning. From the ECU, I'll have launch control, Quick Shifting, fuel and ignition curve mapping and to adjust engine braking I will be able to tune "fuel cut on decel", all of this on an "analog" bike. I've often felt that engine braking was masking my throttle control errors. My single-cylinder racebike makes them apparent again.
  17. Cobie, Here's a post that I was working on but decided not to publish it...that is until you asked (minor edits made). Hotfoot- Sorry for the short response above. I'd intended to PM you about it later and just forgot. I didn't want to go too much into an answer at the time because I still want to maintain a modicum of online privacy & anonymity and I was still raw about the embarrassment. Confession being "good for the soul" and all that jazz. I hope you understand the fountainhead of my tepidity. A lesson (story) and question on confidence This Friday morning I learned that 50F is still too cold to ride. I saw that we would have a break in the cold weather, I decided to commute to work. I had been watching the forecast a couple days and Thursday was warmer than forecast so I reasoned I could relax my 60F minimum. Data indicated that at 6a it was 50 at a local weather station and the forecast high for the day was 60F. Preparing for the day, I went online last week and renewed the registration sticker and verified my insurance policy’s coverage status: FULL COVERAGE. I’ve got a lot going on with 9 motorcycles and 4 riders in my household - it’s too much to keep it all in my head. Life and maintenance was simpler with one bike and one rider. Knowing that I purposely over-inflated the tires while garaged, I pressurized the pump and readjusted the tire pressures on the Q3+ to 34F/36R Thursday night. I hadn’t ridden my CBR1000RR in 2018 but about 100 miles or so, spending all year racing my stock XR100. And besides, just because I’d entered it into Bike of the Month doesn’t mean it’s a garage/trailer queen. It’s meant to be ridden, right? Right! Well, I didn’t make it off my street when the rear tire broke loose in the right turn about 15MPH. Too much lean angle and not enough Joules (heat) and I witnessed it sliding and rotating away from me in the intersection of my subdivision, coming to rest on the footpeg and frame slider. The distance of my trip was approximately 200 feet from my driveway. My post-accident review Sunday Morning revealed the effect of the rising slope of the adjoining street on the right side was adding lean angle. Plus, I also know that I began to crack the throttle a tad too early on the rev-happy I-4 engine. We have the kind of pavement that looks like pressed rocks with deeply visible gaps where water, sand, or what may have been present...salt granules like to hide. My heart sank. And I could feel my back already begin to tense up. I didn’t even feel like picking it up for fear that I would be in horrible back pain later and the horror of the damage to my baby. I mustered the courage to find that the crash protection on the bike did its job. <$50 and she’ll be good to go! However, I still needed to get to work. I went back home and changed my pants (LoL). I made the foolish decision to not wear my riding jeans and tore a hole in my corduroys and skinned my knee. So I bandaged my knee, changed into my riding jeans and back out I went. But it wasn’t the same. Something happened to my mojo... This isn’t my first experience putting a bike down. But it’s a different experience with this bike because it’s my favorite. I think it’s because I put a lot of time, energy and money into customizing it to make it uniquely mine. I have wanted this bike for years before I bought it- even denying that I wanted it, until when it was offered to me preowned at a price I couldn’t refuse. My commute to work was tentative. And I don’t like the way I felt about it. My ride home was at 10p was uneventful and it felt like I had good traction. I wanted to put the crash behind me more than I was able to at the moment. I'll address that later...
  18. I’ve done CornerSpeed. I’ve wanted to do Cornerspin as a family, just been challenging logistically.
  19. Cobie- did you jinx me or did I fail to heed the warning? Since I don’t believe in jinx there must be another explanation for my getoff this morning. LoL Now, just to regather my mojo (confidence).
  20. Who has done them? What do you think of them? Do it again and why? I’ll start: I did a trackride as passenger on the track about 2 years ago. My pilot was very experienced with it and from my vantage point may have forgotten the sheer terror that can be inflicted upon the passenger. We took off and immediately stood on a power wheelie down track entrance. Retrospectively, its entirely possible that he honestly believed that he was showing me a good time. When we got on track it was amazing how much I could feel what the tires were doing, after I accepted the very real possibility of eating asphalt and grass. We twisted and turned, and I felt G-Forces that I never knew were possible. He was on the brakes in places that I was trying to get more roll speed through. And the braking for T1 nearly caused my arms to give out under the stress of holding me from pushing into him using the provided handholds on the tank. Suffice to say: my brain and body was overwhelmed with sensations that I’d not felt before mainly because I knew I ASKED FOR THIS and I had surrendered all control. Did I learn something: you bet! What did I learn that I can apply to my own riding? The capability of the motorcycle is further than I thought. How do I apply it? Not sure. I’m having cognitive dissonance over the many approbations to “be smooth” vs what I experienced. I choose to mentally assign smooth as my ideal. Lastly, I’ve given many 2-up rides on the street. I strive to make it a good experience. The only passenger who’s ever declined a second ride is my mother who tells tall tales of swooping between cars at extra-legal speeds.
  21. Great option for someone who doesn’t own the DVD.
  22. The specific corner I had in mind is at NJMP Thinderbolt; T9/10 I believe is the number. Some riders break it into 2 turns, some 3. This right turn then leads into a DR and then a slower left at the end Dylan and I spoke about how Tony Elias negotiates this section; I wanted to see if I can try and replicate. From the TV vantage point, Tony takes this T9/10/-DR as a single turn; doesn’t change lean angle or body position and...I’m not sure if he uses the brakes to get into the DR! Dylan’s response is that Tony can do some amazing things that’s unique to him; and that was the end of that discussion. Part of my plan for improvement here is to increase my revs and get into the speed range I want, so my line selection becomes more important as a product of that speed shaped by the primary metric or consideration of TC1. My next time there, I plan to explore the left edge of that turn to improve my sense of space. When I left the school there my win that I posted about was feeling that I’d finally put the elements together in T8, which IMO has to happen to be able to get into the speed range for T9...I’m almost there. At least I know I can now put my literbike’s needle at or above the 12’ o’clock positon in 4th gear there. To be succinct: I have an idea of where I should be with respect to the track edges to setup for the DR and the preceding turn is negotiated with considerations for the DR’s apex and exit. I am obviously open to, and do try small changes. Last time there I still got drastically different results despite what I thought were small or in some cases, no changes there.
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