ducatmh
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Posts posted by ducatmh
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On 11/3/2018 at 9:09 PM, Jaybird180 said:
Most people put on a few lbs in the off season. If you’re the exception then a lighter spring may be in your future. Keep the OE set and as your ability goes up again, you might go back to them.
LOL.. somehow, I manage to avoid the issue of weight gain and maintain my girlish figure year round.
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Don't forget to throw the 2019 RSV4 in the mix. Claimed 214HP (1,100cc) 199kg fully fueled. It's a big year for the Europeans and their bikes. I'll be shocked if you can get the new new V4R with the race package for under $70KUSD.
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On 8/22/2018 at 5:19 PM, Dylan Code said:
No we are going to be sticking with the Q3+ on the fleet bikes due to its all around versatility, durability, etc.
Bummer! Perhaps you guys can provide them as an option for the Code RACE? I typically opt for the slicks on those days, but would be nice to have an option for something stickier than the Q3+ that will heat up a little faster than the slicks.
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Reporting back after a full day on track. Wow! Maybe it's all in my head (the power of suggestion) but by making a few of the adjustments, I found that braking later felt noticeably smoother, more controlled, and less distracting than before. I also found that the bike did in fact hold the line better on faster exits. Confidence levels were high!
The only issue I have found in trying to set up the suspension so far is that I can't quite get in the ideal "Rider Sag Range" with the OE springs. It's still off by about -4mm up front with the preload backed out. It clearly handled well regardless so I will have to decide if I want to make the swap in the off season or leave it as is.
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14 hours ago, Cobie Fair said:
I'll be interested to hear too...
I'll let you know for sure. Thanks for getting me in touch with Johnny on this!
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Hey Adam. IMO it all starts with the rider. If you haven't done CSS, get your butt out there.
Regarding the original post; At the time of that posting, I hadn't made any changes. I was still trying to recall information from a conversation I had with one of the instructors a couple years back. Secondly, as the bike has changed a little over the years, I wasn't even sure that those changes were necessary anymore. I got a hold of Johnny at the school and was able to get the following clarification:
"The 2018 is very nimble, more so than previous models, the changes we make actually 'flatten' out the bike to improve braking stability, particularly when trailing, and line holding on heavy gas turn exits. This does slow down the steering a touch though, but my bike has been adjusted to the max and I have no issues with steering rate.
You are correct, we flip the eccentric and pull the forks down through the forks a few mm.
I would recommend doing just one change at a time and asses the difference. A couple of the coaches left their bikes with just the forks adjusted and are happy with them.
The eccentric only has 2 positions, no gradient of adjustment, but the forks can be adjusted any amount you choose until the cap is flush with the top yoke. Typically there are 2 preferred positions though; flush or cap showing. From the factory they have a couple of mm of fork stanchion showing above the yoke.
I would also recommend a little pre-load both ends - maybe 1 ring on the front and 5 mm on the rear (10 full turns) be sure to have the ignition on if you adjust the rear.
Again, try one thing at a time and see if you like it."
My first day back on track is Labor Day so I will have the opportunity to test out the eccentric shock adjustment. Adjusting the fork height is a lot easier to do trackside so I will probably mess around with that throughout the day. Hope that's helpful.
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I'm excited to give the Q4 a spin. Are you guys going to start using them on the school bikes?
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First, I'm sorry if this is a repeat question.
I am in the process of picking up a used 2018 S1000RR (premium pkg)and will be immediately converting to a track bike. Not my first track build, just my first BMW track build. So aside from the universal changes, are there any bike specific settings that I should consider changing? ex. the eccentric shock mount IIRC, the turn in and ability to hold a tighter line in some of the older models benefited significantly from such changes. Not sure if that holds true for 2018.
I've been riding with CSS about twice a year since 2011 so I'm no stranger to the bike and honestly have been pretty happy with the characteristics of the student bikes but would be interested in anything that would enhance the experience.
Many thanks!
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7 hours ago, Hotfoot said:
Couple of questions:
1) To clarify, when you say you had "zero feedback" do you mean there was no warning, nothing felt different about that corner in that lap versus the others? Or do you mean the front end felt vague or disconnected right from the beginning during that corner on that lap?
- the first one
I didn’t feel like there was any “warning”. I’ve pushed the front end before so I’m familiar with that sensation but nothing like that this time.
2) You mentioned high temperatures and a fast pace, did you look at the tire after the crash, or have a tire guy look at it? I'm wondering if there is any chance it had gotten really hot, melted on the edge and you leaned it over farther and got onto some melted rubber?
- I did not have anyone on hand to take a look. It looked pretty regular to me considering my somewhat limited experience. Since the re-pave, this track does not wear tires like any other I’ve been on. My tires hardly build up any of those little rubber balls. I digress... LOL
3) You mentioned dehydration and HOT temperatures, any chance there was some tension on the bar due to fatigue?
- absolutely possible. The first two laps that session I was fighting a little cramp in my left calf.
4) It sounds like you went faster and felt better on the softer tire, which would support using that compound again.... but will you have attention on the tire, worrying about grip or feedback? Would you feel more confident on the previous compound?
- the new compound and traction definitely helped my confidence. As far as grabbing my attention on future rides, I honestly don’t know if it will haunt me.
I’ve posted on our local page to see if anyone has footage showing the location of my skid marks in the turn. Too bad the guy behind me through the turn wasn’t running a GoPro. He stopped by my garage to chat. He stated that he was surprised to see me go down in front of him. He also followed me off the track. LOL #targetfixation
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It’s a fast (60-70mph), relatively open, left hand turn with No perceivable camber change. The crash occurred before the apex. I’m 99% certain I was entirely off the brakes. I was more “thinking” out loud as I typed. If there was any brake pressure, it had to minuscule at that point. As far as the steering input, I’m not even certain that’s a fact, however it’s the only thing that I can think of that would have put me down so fast so I’m making somewhat of an assumption. I suffered a symptomatic concussion and not sure if that’s why my memory of what actually happened is so broken or if it’s merely the adrenaline. I also don’t want to be that guy that blames an error solely on my tire choice.... LOL
I had a less experienced, fast rider in my paddock suggest that my skid marks looked a little “inside” of his line. Which is what led me to think that maybe I realized this and for some reason added a little lean to maintain my apex vs letting the “ideal” apex go and just riding it out as I set it up.
Dunno if all that rambling is useful!
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I was at the track over the memorial day weekend and ended up in a low side. This is my second low side, but the first that was due to an error on my part. (The first time was at COTA when another rider took me out). So let me start by setting the tone for the day. First, the surface of the track is only one season old and lacked grip up until the end of last season and even then, I struggled with more sliding than I prefer. It was a hot/humid start with temps already in the mid 80's at 8 am. I rode the first session on my R3 and then switched to my RSV4 for the second. The RSV4 had brand new Dunlop N-Techs (Soft front and rear) I had chosen the softer compound to see if it helped with a bit more traction on this new-ish surface. I was throwing down really good times, especially considering it was my first time back at this track since last season and I was already running the same times I was running at the end of last year. At the end of that session, I was pumped at how great the bike was feeling with the tires. I was however, already feeling some of the effects of some dehydration so I upped my fluids/salts. Went out for the 3rd session.It was now 91 degrees (not counting heat index) and I was running a full second off from the previous session. Came around to T10 on my 4th hot lap, this is a corner I had been progressively taking a bit faster. I entered the corner and the next thing I knew the front end tucked and I was sliding off the track. I had zero feedback from the front end before/when this happened.
Did I trail brake too much? Did I make a mid corner correction while already near/at max lean? Did the choice of a soft front compromise my front end traction? Was it a combo of 2 or more of these?
I truly think it was a subtle mid-corner correction, whose impact was greater due to the increased speeds and lean. Which brings me to what is probably my actual question... can anyone help me rule out the soft compound having had any effect on my traction considering the conditions? Would the super smooth surface of the track and high temps possibly lower the threshold that led to the low side? I'm now a bit apprehensive to keep the soft up front and thinking about sticking with soft in the rear and going medium up front for the next 3-4 days that I will have at that track this season.
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Yeah, I had spent like 20 minutes outlining the "issues" with how I was attacking various areas on track and exactly what I was going to change, but decided it was way too much info to digest. So I deleted what I had typed and went with the very simple info above.
Here's a few laps from Pridmore a few years back so you can get a first person perspective. The track was completely repaved at the beginning of the season after being shutdown for 2 years, so our surface is much smoother now... too smooth!
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Great question and I feel like I've put a lot of thought into it and honestly I think the most useful tool was not my lap timer or my onboard camera... it was actually footage from my friend's bike who followed me for a few laps.
I attached an image of the track to help in visualizing the turns. Unfortunately, the map doesn't show elevation changes (yes there are a few hills in Kansas LOL). The only notable elevation changes occur on the front straight up to T0 (uphill with zero visibility of what's ahead, you crest the hill about the same time you hit T0 and then downhill into T1), the very short straight section between T5 & T6 (slight downhill) and then again T7 to T8 (slightly back uphill).
The most time could be made up T14 onto the straight, T3 (T3 reminds me of the bowl at the Streets of Willow but with less banking), T7 and T9. I won't bore you with the details of how exactly I will address these areas but I will tell you that depending on the turn or turns leading up it's over braking, position on track at entry, late roll on and/or not pinning the throttle soon enough. I'm sure we could tie a handful of these to needing better RP's.
5 hours ago, Hotfoot said:Glad to hear you are comfortable with what the bike is doing and have a better understanding of it, especially since you were able to use the freed-up attention to improve your focus on the drive out of the corner, that is a great win.
So, what is it about those three corners that would get you 4-5 seconds off your lap time? Are they turns leading onto straights, or very long, fast turns...? Since you have data and GPS I'm curious.
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Reviewing on-board video footage helped me guesstimate. I can extract GPS data from my lap timer to get more accurate sector times, but that would be overkill for my needs at present.
Just setting goals for next season.
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Nothing terribly exciting to report after the last track day. It certainly seems that it is related to the front wheel lifting on the drive out before the bike is perpendicular to the track. Allowed me to focus more on getting down the track knowing that it was "normal". Overall it was a great day though I was still .5 off my PB but found at least 3 turns that need some attention that should yield me 4-5 seconds once I get them sorted. Next season!
Hopefully I'll see the CSS crew again in Feb @ LVMS or Code RACE in March 2018
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1 hour ago, Hotfoot said:
Have a look at Twist of the Wrist II, Chapter 13 "Steer for the Rear". The fourth paragraph, in particular, may shed some light on the situation.
Awesome! Thanks... so it looks like my frame of thinking was on the right track. Assuming no extraneous inputs from me, this is "normal". I'll still put a bit of attention on it this weekend to see if I come up with any other observations or questions. Forecast is 64 degrees, sunny with 10% chance of rain. Doubt I'll set any PB's with the cooler track surface.
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LOL... Probably the "nut"!
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I flew into Houston to take delivery of the bike at the end of last year. The engine was torn down and rebuilt and the tune was also dumbed down a bit from what they ran in the races prior to the purchase. We (Bobby, one of his techs and I) spent the day at MSR (local track there) adjusting the bike to my needs so hopefully that's not an issue in this scenario. It was only one day of tweaking a "new bike" on a "new-to-me" track so I can appreciate the limitations of the adjustments made. That said, overall the bike handles like a dream, is more compliant and confidence inspiring than my Ducati's ever were, the mid-range stomps the Ducati's as well (to be expected since that's one of the Panigale's many shortcomings) and best of all, my lap times dropped by a couple seconds within a few laps.
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HOTFOOT where are you?!? Hoping you would chime in!!
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Thanks for the ideas. The bike is mechanically sound so I am fairly certain it's not the bike, it's the operator... me LOL. I'm an avid "pick up" artist on track so the bike is typically picked up before I'm back in line with the saddle. Just trying to determine if it's "normal" in certain scenarios. i.e. this bike is tuned to 215 HP, it's a former professional race bike (MotoAmerica) so has gobs of mid-range power compared to the stock setup.... the front wheel gets light coming on the straight (Surprise!!). Is it possible/likely that with the front end lifting a little before upright, the gyroscopic effects cause this sensation I'm getting? Does that even make sense? OR is it me hanging on for dear life and putting unwanted input into the controls?
I definitely have some research to do on track this weekend. Hopefully the weather cooperates!
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5 hours ago, DLHamblin said:
Any chance you can get someone to video you? Video can be a powerful tool in these type cases.
I'll see what i can do. I can add that it doesn't do it on my little bike. (R3) LOL
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It does. It’s the only track that it does this to me. I’ll be there again this coming Sunday so I will be putting more attention on what, if any, inputs I may be giving the bike. It has been about 4 months since... so perhaps my recollection of some of the details of the scenario have been lost as well. For example... after posting last night I laid there and was wondering if maybe the bike was actually leaning to the right vs left. BTW... when I say “lean” I really mean that the bike is just off its vertical axis.
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I've been riding on track for about 4 years now and have done CSS Level 4 umpteen times by now so I'm not a noob by most standards. However, this season I have experienced something on my home track that I haven't in the past at any track. Coming out of the final corner onto the straight, I have found my RSV4 not standing straight up for a good portion of the straight as I power on. I'm trying to figure out what might be causing that to happen. Is this a typical occurrence or am I unknowingly giving the bike input causing it get a slight lean? I ALMOST feel like I'm fighting it which really makes me think I must be doing something it doesn't like.
*The last corner is a tight slow left and the bike wants to stay leaned ever so slightly to the left.
*The only thing to change between the seasons is my speed and the RSV4 is new to me. (1199S & 1198S prior years)
Open to thoughts and happy to clarify if I am able.
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Try this link and click on the tracks you are interested. It should state which are typically available at that track.
http://superbikeschool.com/the-curriculum/track-specific-data/
Regarding the original post; At the time of that posting, I hadn't made any changes. I was still trying to recall information from a conversation I had with one of the instructors a couple years back. Secondly, as the bike has changed a little over the years, I wasn't even sure that those changes were necessary anymore. I got a hold of Johnny at the school and was able to get the following clarification:
Exciting times...
in School Questions/General Discussion
Posted
39K Euro would be much better. I was thinking its pricing would be more like the Super Leggera. It is beautiful!