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Bullet

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About Bullet

  • Rank
    CSS UK coaching staff
  • Birthday 04/12/1972

Profile Information

  • Gender
    Male
  • Location
    Manchester, UK
  • Interests
    Erm, motorbikes, cars, triathlons, food, pies, food and cheesecake.

Previous Fields

  • Have you attended a California Superbike School school?
    Yes
  1. sweet move mate. they were both luck that the guy following the camera bike the Suzuki didn't take them both off. Nicely setup though mate, really nice. Bullet
  2. god that's terrible to watch, really, really saddening to see. I'd say either a stuck throttle, or brake failure. a rider at that level wouldn't get it that wrong, and so must have been a mechanical of some form. Bullet
  3. It's hard to tell of what the rider was actually doing on the bike with bar input, but you can tell what he's doing with the gas, so as Hotfoot said, what did you hear? With rebound, that looked to me like not enough rebound damping. The rebound damping controls the return of the compressed spring. if it's too much it keeps the forks/shock too deep in it's stroke, gradually winding down the bike lower and lower (at it's worst). With too little damping as we have here, you get the spring just ping back quickly and you can get chatter. it effectively can induce this resonance to the bike (though tyres can do this a bit too). A spring in it's natural state as you'll probably be aware, will contract and expand and bounces either end of it's travel, gradually reducing the energy put into it. The dampers job is to control the rate of this action, you ideally want just enough to control the spring, but not too much. It can also be further confused by low and high speed damping, which many shocks have, (i.e. small little shocks or big ones). That help? Bullet
  4. god that wasn't pretty was it. Hotfoots covered a lot of what's going on above, definitely rebound damping needs improving a lot, but it could also be the camera is mounted somwhere which is exagerating the motion. Unquestionably when he crashed though, the chatter was worse and could be improved by technique. Bullet
  5. you my friend, are a legend. Big thumbs up for that report. Bullet
  6. Hi mate, Welcome to the forum. Your English is great, don't worry about that at all. Don't worry about going to the states, come to the UK instead. Our weather is much more like you have in Sweden, so you won't be overwhelmed with all that sun. What bike do you ride? Bullet
  7. Too early for turning in, that's what an overloaded/locked front tyre does if you don't release the brake pressure quickly enough. Come and have a go of the brake rig, feel and experience it for yourself Bullet
  8. great job guys, you got it. You'll have heard slow in, fast out before no doubt. In actual fact, you want fast in, fast out, but if you have to trade one over the other, you'll always compromise in/mid turn to ensure you get that fast out for exactly what the reasons we've discussed in the thread. Bullet
  9. which do you think is most important? Fastest in the middle of the turn? Or fastest at the end of the next straight? thinking about these points, is it possible to define? Bullet I would think more speed through the turn is most important, you can always brake a little deeper at the end of the next straight instead of relying on how much ground to make up pinning the throttle on the drive out of the corner? I think the other factor would be the layout of the track, if you have really tight turns you can only carry so much speed before running wide or off track so that would make you want to be faster at the end of the next straight. so, if you've a bike at huge lean angles, (I.e carrying maximum speed possible), how much hard gas can you roll on? Given speed carried off a turn is multiplied down the straight, would it be possible exit of a turn is more key for great laptimes than rushing into the turn as hard as possible? What do you think given this information? Given the compromise, which would you trade Bullet
  10. They do get their bodies off, you just don't see the riders pushing to 100% of mid corner speed, (margin for error and all that), and they also have to race for a long, long time. these guys that do this are exceptional riders, and it's incerdibly difficult to be that good, and that fast for so long. it is however, a different skill to short course racing, and just as short course racing takes years to develop, it's incredibly competitive now and these guys focus on being amazing road racers. Dave Jefferies was a great short course and TT Racer too. Bullet
  11. some bikes are a little more succeptable to side winds than others, you'll also discover certain circuits are worse than others too. The problem is also magnified by speed too. I don't believe there is a magic fix to be relaxed with respect to this problem, but I'd certainly suggest building up your speed down the straights gradually if you know it's a very windy day. the gradual increase in performance will aid the minds ability to feel more relaxed, rather than trying to go as fast as possible straight away. Beyond that, all the usual drills we apply to being relaxed apply still. think about how you're supporting yourself, could you do more to remove that grip on the bars? Are you checking to see if you really are elaxed? are you breathing properly (you'd be amazed how a bit of anxiety can cause havoc with this problem). Hope this helps, Bullet
  12. hi mate, (nice to see you here). I'm with Neil, i think that bike would be terrible on a track, and I think you'd find it incerdibly hard to get witin 20 seconds of a MotoGP bike. Bullet
  13. which do you think is most important? Fastest in the middle of the turn? Or fastest at the end of the next straight? thinking about these points, is it possible to define? Bullet
  14. Hi Guys, Glad you enjoyed the Black Flag, heard it went well indeed. I'll pass on your comments to the powers that be, and I'm sure they'll be happy to run another. I believe there was already an intent to run another off track skills day anyway in the New Year, but I'm sure this positive feedback will most definitely help make up their minds. Bullet
  15. Hi mate, Thanks for the update, sounds very promising indeed. I race a Ducati, it has about 195bhp, (which has had quite a bit of engine tuning work and racing gearbox, suspension, etc). We don't run a PCV on her, she has the Ducati racing ECU reflashed, as this allows us a lot more options (though of course it's more complicated and expensive route than a PCV). I do understand, (not having had mine fitted yet), it will cause some issues with dash lights (due to control of coils), but we can resolve that if I also get the nemesis ecu (which is available for Ducatis). We're going to have her updated and installed over the winter, and I will update you on what I find, (which incidentally), we'll be endurance racing on Dunlop slicks and wets (not sure what you're using). Thanks for the note, Bullet
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