Spaghetti
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Posts posted by Spaghetti
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I use Racerender with AIM SoloDL data and gopro cameras. You can start with a simpler cell phone data logger like trackaddict if you don't need 10Hz GPS sampling and gear/RPMs data.
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Sometimes I wonder whether it's better to enter corners at higher speed than lower. For novice riders lower speed is the obvious choice but for advanced riders and racers low entry speed can hide this type of trap. High speed on the other hand can be corrected by trail braking with less risk.
Not obvious to fix habit and instinct in this case.
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We used to have a wheelie school, sold that many years ago.
Was the reason for selling too many crashes/too much liability, or just not enough customer interest?
I'm thinking extreme bike handling could help a lot in roadracing.
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Race bikes usually have a shorter throttle run than street setups: throttle input tends to open the butterflies slower at the beginning and then progressively faster as we reach the end of the run. Motion-Pro is one company that produces this kind of modified throttle cables. When I installed one on my bike it changed the engine feeling completely without compromising traction control at lower speeds (entering corners and at max lean angle).
So in the end traction control and smoothness are critical in some parts of the track, but when racing you need to be aggressive on the throttle on the exits, as allowed by the tire grip.
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I'm interested in a stunt school. Things like wheelies, front tire stoppers, tires sliding at moderate speed etc. I can't find much online other than a wheelie school in California yet there is a strong movement in the US. Any info?
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Thank you all, these were very valuable information for me.
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Looking at the video I noticed that the side wall temperature increases only marginally when riding the straights at high speed. For some reason I thought hard acceleration and braking was going to warm up the full tire.
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I've seen a few infrared onboard sensors online. Has anyone installed them on their bike?
Since tires temperature is so critical to riding why hasn't the technology evolved more quickly? Priority-wise, I would compare these sensors to tire warmers or traction control.
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Interesting question. The fastest riders are not always great coaches, in facts my experience is that most of them are not.
I think to be a great coach you have to be a great observer. Some people are just very good at recognizing patterns by watching riders. They usually have very good visual skills. But I think you also have to be a caring person and have good human skills. You must care about others.
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If the turn point changes... Depends, if the speed is lower then you can hit the same apex even using a different line?
Assuming speed is the same the arc will be wider, potentially much wider, so the apex will have to move farther ahead. But it depends: you can turn later, with the same speed, hit a slight late apex, then slow down on the exit to compensate the too high corner speed.
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My experience is hydration is more important than the kind of food I consume at the track. I had episodes of dizziness and fatigue after I forgot to drink water after each session. pH 9.5 water and potassium pills (you will have to eat a lot of bananas to intake the same quantity of potassium than some of those pills) have the best impact on my performances.
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I've learnt the hard way that there are different helmet shapes (from narrow to rounded) and that there are different helmet shapes for the same brand.
The worst is that you won't know whether an helmet has the right shape for your head until you ride for at least 30 minutes at higher speed. At that point you should be able to feel pressure points if the helmet shape is wrong. More infos here: http://www.webbikeworld.com/motorcycle-helmets/motorcycle-helmet-shapes.htm
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Go slow to go faster!
Either I work on my lines or time. I can't do both, and the hardest is the first.
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One thing for sure though, the millions spent on MotoGP prototypes don't seem to translate to a much better machine than a $300k superbike.
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Always start with a late apex. Then as you see there is more track available on the exit you can anticipate the apex.
Most riders instinct is to go for an early apex, because it's easier to see the inside curb than the end of the turn.
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I have the SBS dual carbon and I did notice some loss of grip over time. They last for very long.
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Will there be a Vegas school in February next year? Will the sliding bike be available?
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I'm wearing 1-day CooperVision lenses (had the Acuvue 1-day before). It does seem to happen when my eyes are dryer but I'm not sure. I feel like it's when I'm driving above my comfort zone and thus I keep my eyes wide open longer, with less blinking? Also it's not the high speed in the straights that's causing it but rather leaning and looking upwards towards the apex, as I get some light airflow from the top of the helmet into the eyes.
I will try the 2-weeks lenses and more hydration. I have a Skorpion helmets with all front air intakes closed, but the same thing happened with a Shoei last year.
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Also for some very high degree of camber, like the Daytona banks, the camber benefit might be offset by the weight of the bike on a much higher lean angle. In other words, traction improves significantly for small degrees of positive camber but only up to a certain lean angle.
You sure? Think about the silidromes and wall of death. With enough speed, you can ride a completely vertical wall with zero risk of losing traction. All of the force from the tires goes directly into the surface so there's no force trying to slide the tire across the surface.
Not sure, was trying to add one more observation on camber riding. I agree high speed can glue the bike to the surface.
Another thing I've noticed is that elevation changes alters the braking distance significantly. Uphill is easier to manage, but slightly downhill end of straights have a surprising effect on braking power.
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One year later I can only confirm what rchase and khp wrote. I've seen too many "explainable" crashes on negative camber and now feel like even the smallest positive camber brings stability to my corner lines. This may be one of the most overlooked subjects in advanced riding skills as far as I could gather in three years of track days.
It's hard to tell how much each little degree of camber improves the bike stability. There could be something with the bike weight displacement or the projection of the track plane on the wheel base that improves grip more than expected. Or maybe subtle camber changes are the result of fast riders carving the correct line on the track? Would love to understand more this subject.
Also for some very high degree of camber, like the Daytona banks, the camber benefit might be offset by the weight of the bike on a much higher lean angle. In other words, traction improves significantly for small degrees of positive camber but only up to a certain lean angle.
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I've been wearing contact lenses for a decade and never had problems wearing them while riding. Lately though, ever since increasing my pace on track (amateur racing level) I keep losing them. It's become such a problem that I'm considering undergoing lasik surgery. I make sure to close all the helmet intakes, it seems like above a certain speed it's easier for the lenses to fly off.
What's been your experience?
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The picture is misleading, they got him right before leaning into the turn. I can tell from the position of the inside leg opening up (left leg) and the rear tire lifting, which only happens at maximum brake effort at the end of the straight. At that point the G-force moment pushing the body forward is nowhere close to the beginning of the braking area (the speed differential is much lower).
At any rate, the tank pads are visible on the side of the tank behind his arm. Even the motogp pros use them
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But in theory the time needed to slide over in the seat and stick your knee out is pretty short - it could happen right before turn in.
Yes, but then the risk is to upset the suspensions in the turn. All pro racers I've seen preload the side well before the turn. I remember seeing an onboard video of Baubier at my local track braking surprisingly soon at the end of the straight.
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I mainly use my legs against the tank, rise my body higher for extra braking force and sometimes use my insight leg heel against the foot peg. My hands and arms are busy on the brake lever and the clutch for downshifting so even if I wanted to I don't see how much pressure I could put on the handle bars.
Video & Data
in School Questions/General Discussion
Posted
Push looks interesting. There is a similar product called SpeedAngle. All these systems were released in the last 2 years, maybe a sign that the track days business is growing.
Data download and displaying is fast and can be done in the garage after each session, but video synchronization from an action camera still takes a long time (I know AIM has a proprietary integrated camera solution that might be faster to use but it's more expensive).