bradvanhorn

Welcome back For my part, I just recently completed a really good 2-day camp at NOLA. Last year I still was struggling with head/neck problems from my 2010 crash. Thanks to some quality rehabilitation, which took far too long to get, I now feel like a completely different person on (and off) the track.

This really is a challenging question as there is no uniform answer (entry speed = X + Y, or whatever). I suggest you measure your speed by your own survival reactions, or the lack thereof. If it doesn't light up an SR then you can add a little more speed next time. Once the SR's start appearing then you drop back a notch to where SR's are not present and you have your best entry speed. It's interesting your example suggests judging a braking point is somehow different. If you change your speed would that not change your braking point?

I will suggest Held USA (http://stores.heldnorthamerica.com/StoreFront.bok). I have not worn them, but have seen/heard nothing but good comments about them. I did look at/try on the Titan last year at the Held booth at Barber and it is very impressive.

Is this 2-step visual technique used in actual racing or track days? I ask because, in Florida track days, I have seen a lot of "riding around the inside edge of the corner", especially in turns close to 180 degrees. Yes the 2-step visual technique is used in actual racing and track days. I think obviously it is not used by everyone. I'll generalize it this way: those who know the 2-step use it; those who don't know the 2-step, well they don't know what they don't know. Riding the inside edge also can be a method to protect your line so you don't get passed on the inside, although I suspect this is not the scenario most frequently seen at track days.

Yes. Pivot steering is about increasing steering efficiency. If you're sliding the rear then I think that would be an excellent time to have more efficient steering.

I heard Will mention to another student last week that the school currently is using GPA's instead of Q2's because Dunlop apparently can't produce and distribute Q2's fast enough...

Our AMOS/ARTD road course has a decreasing radius at "turn 1". Nearly everyone does what you just described the first few times around - some students struggle with it the whole day, even after they get a tech brief on how to adjust.

This type of situation is included in the tech briefings CSS provides to our AMOS students, since our programs are oriented to street riding. Usually Dylan does the tech briefings and he uses a lot of white board/dry erase examples, and I probably can't give his explanation the justice it deserves - other coaches also have briefed this and the message is consistent. My paraphrased version of the solution is: pick a turn point based on what you can see of the turn, adjust your entry speed, look into the turn to see what's going on, turn the bike relative to what you can see, go easy on the roll-on until the turn reveals where it's going, eventually you can identify a [late] apex, and then you can begin to roll-on in earnest; you can make appropriate adjustments if necessary for the conditions of the turn - pause or slight roll-off, re-point the bike, get back on the gas. Hopefully that makes sense...

The 2-step is about where you want to turn and where you want to go afterwards, before you have done them. I suspect we all will agree "somewhere" definitely is insufficient regarding the 2-step. However, from my perspective, based on what you described as your method for managing unknown corners, it appears you are doing just what the 2-step intends. You pick a place in the road (as opposed to a more precise X on the track) where you want to turn and then you look into the corner to see where to go next. It seems to me you are suggesting the lack of precision on the street (compared to higher degrees of precision on the track) invalidates calling this a 2-step. That is essentially how CSS has setup their video bike. I've ridden the video bike before; and, you definitely will see whether you turned your head before you turned. The video bike is based on an S1000RR and the riding position is too uncomfortable for my damaged neck so these days I won't ride it; however, last week at the 2-day camp at NOLA a coach followed me a couple times and he video'd me using a GoPro. It still is very easy to see if you look before you turn.

Hmmm, I'm not sure I ever did it quite this way but I think I will give this a try next time I get to NOLA (probably Oct 20/21 with NESBA). My coach followed me with the GoPro so I'll take another look and see but I'm pretty sure I (and those I recall following) apexed a bit earlier and closer to the curb and took a more cautious approach to entry of 4. I hear ya. The esses were even more fun for me once I got my visuals in order. I was going pretty slow but I enjoyed turning at turn 8 at ~90 mph (something I really am not used to doing), slowing a bit for turn 9, and then picking up some speed through 10 and 11. The fast guys really must be screaming through there.

I suspect you won't find a better approach (but you never know), since this method is how CSS teaches to handle a quick series of turns.

I'll make a few assumptions about how you do each of the things you've described, but with that in mind, yes this is exactly a 2-step. This is very similar to how we explain the concept to our Marines in our ARTD and AMOS programs.

If you are braking that hard then you have nearly/fully 100% of your weight on your front tire contact patch and your forks heavily compressed - that is not a good time to ask the front tire and forks to take on cornering force as well.

Wow, the "Steering with the Rear" video was very cool. Given the title, I'm not sure why they focused on Nicky's elbow nearly dragging, but it was fun to watch.

You only mention your lower body. Perhaps most important, what is your upper body doing? Are you locking-in on the tank with your leg(s)? Are your private parts bumping up against the tank? If you can post a few pictures, that I think would be very useful so we can better see your position.

I absolutely love this bike. It performs like a sportbike but without the torture of racer ergos. Throttle response is very smooth and linear, and power is available almost everywhere in the band. The suspension very stable and predictable and handling is quick and light without feeling nervous. At lower speeds you can sense the extra weight and taller center of gravity but I do not find this distracting. It also takes a little extra muscle to turn compared to a 600-type sportbike but really it does not feel like you're doing any extra work. I like to refer to the bike as "playful", but I think the common nickname of "hooligan" fits too. I haven't done a wheelie in years but last month I was turning out into traffic and gave the bike a little extra gas (traffic was moving about 50-55 mph) and the front wheel just nonchalantly rolled up into the air. I'm hoping to do my first track day with it in another month or so and then I'll have a better idea of the bikes manners on the track - with me on board at least.

Well let's look at the options, it seems to me that there are only two: 1. You choose your turn point. 2. You don't choose your turn point. If you don't choose your turn point, where is that going to leave you? It will just leave the door wide open for alot of SR's. Correct? Or if you leave it to your subconscious, you can't be sure that you're not reacting to SR's either. You say that you leave your turn point as late as possible, so it seems like you already have an idea of where you want to turn - but would it be possible to have an even better outcome if you had a more accurate idea of your turn point? The main point is to direct your vision towards the turn. In a series of very close turns I can see how one may not even have time to spot a turn point, but they would already be looking into the turn, so they have the information about the next corner (or two). In that case you have got your information about the turn and will know your entry speed etc. You do need to be looking into the turn to be able to find your entry speed, turn rate etc. I would say that using the Two Step is (one of?) the most reliable method to do so. I like how you've presented your point. In my recent 2-day camp I spent 9 of 14 sessions working visual skills (2-step, 3-step, wide-view) and it made a tremendous improvement in my riding. My entry and exit speed went up, my lines were tighter to the apex and more consistent, and I never felt I was out of time or space to act. An additional thought on close turns (esses): your next turn point may well be your exit point so the 2-step still works just fine. This became quite apparent for me in the fast esses at NOLA; once I started looking at the exit as also my next turn point, then things started flowing much better.

Hmmm, good question. I like the variety of cornering conditions on the course. I spent 9 of 14 sessions working on visual skills (2-step, 3-step, wide-view). It took a while for my brain to recognize/realize the different visual challenges, but good coaching helped lead me to the right conclusions and proper adjustments. Turns 3 & 4 gave me a rough time visually; I improved quite a bit but I never felt I really nailed those two. Turns 1, 5, & 13 had me a bit unsettled early on but in the end they were my favorite turns and I was extremely pleased with my improvements. Shifting topics slightly, I rode the F800ST for both days at NOLA and that made a world of difference for me. I still have neck problems from my crash in 2010, and riding the S1000RR (or any bike with low clip-ons) simply is too problematic. I rode the S1000RR for two days at Streets of Willow last Oct and ended up in the hospital for the next four days. Riding the F800ST didn't compromise my neck and really allowed me to enjoy two days on the track. The comfort level alone gave me a huge boost in confidence - something I still was generally lacking since the 2010 crash.

When I see moves that some (including me) might call overly aggressive, I keep thinking there should be a rule for such situations. My vision for a rule would be: you can be as aggressive as you like, but if your move results in another rider going down, then you can finish no better than they. I think a similar rule should apply to car racing too: bump and trade paint with guys all you want, but if you cause them to crash then you're out of the race too, so choose carefully.

Wow, I wish I'd known you were there so I could've introduced myself and said hello. I arrived about two hours before the trucks and was wandering around the paddock and garages talking with folks. If you're going to be at NOLA once in a while then I'll probably be seeing you. We'll should chat more once I get relocated in September. I'm really excited - I'll be only minutes away from a big track for a change

Wow! NOLA is an awesome track It will be nice to see the facility when it is fully complete. Even in the partially complete state it's in now it still is very nice. Thankfully we were able to setup a classroom in the one area with A/C because it was very hot and humid Monday. I'm moving here in September and can't wait to start doing regular track days

Wow, this is a good reminder to not forget all the tools at our disposal. I just finished the CSS 2-day camp at NOLA, and honestly I never thought of the rear brake even one time over the two days. The rear brake may not be our most preferred braking option but that's no good reason to discard it altogether.

You absolutely should attend a CSS event if you are able. I just finished my second 2-day camp, so I've now done a total of two 2-days camps and four 1-day camps, and I'm already planning to attend another 1-day later this year. From day one I think you will discover a whole new world of riding will open to you. It really has been amazing working with the CSS coaches and learning how to better co-exist with the motorcycle. I will warn you though, you may become addicted to the track Also, the advice to get the Twist 2 book and DVD is spot-on. I've had both for just over two years and I re-read portions of the book at least once or twice every week, and sometimes more often. I also like re-reading parts of The Soft Science of Road Racing Motorcycles but I think you first should know Twist 2 pretty well.

Sorry to hear about the crash. I too would like to hear more about your throttle control trouble. Vision easily is my most important factor these days. I can track almost all my mistakes back to visual errors. I never realized just how important visual skills were.

Hi Craig, I'll be in New Orleans also so we'll see each other at some point. I'm not sure what you mean by "all the machines", but I think the answer regardless is: yes. They have all their equipment packed into two 18-wheelers that go everywhere with them, so they'll have it all. It is the first time CSS has been to that track, but as always they'll have just about everything/anything you may need. Show up with a good attitude and something to wear under your leathers (I assumed you plan to use school gear) and all will be well Best wishes, Brad