Spaghetti

ok, but so does an error with throttle control on a negative camber turn. Aren't most high sides due to throttle + handle bars pressure? We can do equally or worse damage with other controls than the dreaded rear brake. Yes, but the rear brake can be applied before the rear lifts.

I agree in a panic situation the rear brake is one of the easiest control to overdo. YellowDuc comments on learning front brake use are spot on. But I don't understand the rear brake aversion when riding on track. Even at the end of the straight, rear brake gives me an extra 10% braking power, no matter how much power goes to the front. Is it only fractions of a second in the end? Perhaps, but the gain in braking distance and bike stability improves my confidence. Yes, you have to learn how to use the rear brake and not overdo, like many other things riding a sport bike. As for the ABS, same thing. It's a question of measure. The problem is that most standard ABS controls are tuned for street riding. If you're on track you must be able to define the point of engagement of the electronics (relative to rotors, brake pads, asphalt quality, etc...). At the extreme, when the front wheel is about to lock why not to have an electronic support? It's like saying, I'm not riding with stock suspensions because they're terrible on track.

So what this would imply is that today, with modern sport bike and entry-level performance tires (like Michelin Pilot or Dunlop Q3), we can reach a 60 degree lean with moderate acceleration/braking? I'm a bit skeptic because when I look at superbike races they visibly use less lean angle than motogp, I would say around 50/55 degrees maximum.

The portion of the body with more weight is upper and head (plus helmet), not legs and butt. In this sense Ruggia weight positioning is not the most efficient (compare with Marquez upper body). What is impressive to me is how Ruggia was able to reach that kind of lean angle with tires, suspensions and frames of 20 years earlier.

The Fairfield inn Vineland is pretty good. It's less than a 10 minutes drive to the track.

Thanks xpyrion it's very clear. It sounds like a good upgrade for the price, if using PCV. I wonder why the two products are not marketed together more often or sold together at a special price. A few more questions: - is the dyno still important? Let's say I change my exhaust, would the autotuner and a base map change be sufficient? - I heard a few cracks in my engine here and there, I imagine the autotuner could help improving combustion? - what should I tell my mechanic the target air/fuel ratio is? 13:1? - A smoother engine, a few more ponies, better combustion. What else did I miss?

So I'm planning to install an autotuner with my current PCV. Just to clear any doubt, I was talking with somebody at the last track day who was claiming the autotuner needs a laptop at the end of the session to load some acquired data into the PCV? My understanding is that the autotuner is a sort of real-time dyno that adjusts the PCV mapping automatically while I'm riding. Timmer can you please confirm?

I'm interested in a more sophisticated lap timer to improve my riding. I've been using Harry's laptimer on my iPhone for a couple of track days and it is quite good in showing track section speed, acceleration and breaking. I wonder what Speedangle and Moto-D GPS Next can do better for $500, other than the > 10Hz accuracy of course. - I like to check my riding after each session. Harry's laptimer makes it very easy since it's just an iphone app. Unless I bring a laptop to the track I don't think I can use Speedangle or GPS Next until I go back home. At which point I will hardly remember what happened during each session. - I would like to compare my riding with an expert rider data. So overlay my recording and the expert throttle/break/angle data to show where I'm losing time exactly. - Any other coach-like use I can make it of these lap timers or other devices please let me know. http://www.speedangle.com/ http://www.motodracing.com/motorcycle-gps-lap-timer-start-next

Dylan great explanation. Also if you're in need to increase speed while leaning further (that is before the apex), it means rolling speed was too low.

Yes but if it's only talent and hard work, how do you explain the dominance of Spanish riders in Motogp? It can't be that talent and hard workers only grow in Spain.

Lots of daydreaming the track...

I ordered a saddleman gel race seat, hoping it will improve comfort on gt races (more than 10 laps). I think the benefit of a custom seat shows on longer sessions, when the tights are put under more stress.

I'm debating whether to install rear sets on my 600cc, but I hear very different opinions on models and benefits. Prices varies wildly from $300 for Vortex to $600++ for Driven. I like the idea of the Sato racing concave foot pegs, designed to collapse in case of crash, a bit like R&G sliders. I hear the main benefit is to rise the height of foot pegs and avoid dragging on leaning? What's your experience? http://stores.sportbiketrackgear.com/Detail.bok?no=14799 http://www.satoracing.com/rearsetstop.htm http://www.revzilla.com/motorcycle/driven-racing-d-axis-rearsets

I still thinks there is something about lowering the weight. It is obvious to me when lowering both my feet and dangling the legs while shifting my upper body forward. The bike feels more stable.

I've seen a number of crashes happening on patched pavement corners (specifically first turn of the chicane 3 and turn 10 at NJMP), more so than other turns. In one case during an expert race I heard talking about a rider low siding on patched pavement. If you can't chose a different line, how do you approach patched pavement? Reduced lean angle? Lower speed?

Laura I think you won with a very low crash record. What do you think makes it for competitive safe riding? Driving at 90% of one abilities? Focus on technique? Discipline?

I think they are doing it to move weight down and to the same side of the corner, when breaking hard at the end of the straight where you don't want any steering input. It adds preload, in addition to the butt weight shift.

Are these mixed men/women club championships? Amateur or Expert level?

I think he's talking about anticipating the body position shift on a chicane or other tight series of corners. He doesn't do a good job of explaining how to use the handle bars in that scenario, which I think is critical, but I can see the body moving before working the handle bars on the corner change.

Soon it will be easier to coach on video than on track.

Bouncy before that left apex. So acceleration + leaning + all those cracks might have make it. Did you want to increase the lean angle at that point to straight up the next right corner? Nice flip at the end, I hate cones too

Agree with fieryrobot, on a 1000cc on street tires you can lose the rear by leaning and rolling gas at the same time. Lots of cars videos on this track. Grip is probably not as good as a dedicated motorcycles track. I can't locate turn 10, can you check this video and give us the minute/second showing the turn?

Can you give the track name and corner number so we can look at the kind of turn on youtube perhaps?

At 1:32 in the video you can see Marquez front tire smoking right before the loss of grip and crash (go to 1:31, change the replay speed to 0.25, then quickly double click on the play button to advance one still image at the time). That looks more like a blocked front wheel than a tire problem. Bradl crashed into another bike. Crutchlow, at 1:25 in the still images you can see the rear tire almost lifting off the track, plus that odd leg position with the body upright while turing into the right corner (this guy should register at CSS and get his body position checked ). I think this was too much asking to the asymmetric tire on an extremely fast track, reason why some riders decided to go for the soft and slow down through the race. Those crashes don't look like bikes going at a slower pace to me.

Some infos for Q3 here, they recommend to start at 32/32 cold for track use: http://dunlopracing.com/technical-info/#TP And tire warmers here: http://www.dunlopracing.com/Warmers.pdf