4erramses
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Posts posted by 4erramses
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Awesome Stuff! Thanks!
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In my Country it's snowing so I am Training every week on a Inside Kart Track riding, racing, drifting Supermotos
https://www.youtube.com/watch?v=IpyJx3bqehM
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Hi Everyone!
Need to answer some of my unanswered questions about setting up my Suspension for Race Season 2017.
Having some unanswered Questions about Race Suspension Set up for my Race S1000RR 2015.
I got replaced my Front Fork to a CLosed Cartrige System from White Power and a Rear Shock from WhitePower as Well.
How much Static SAG am I looking for?
How much Rider SAG am I looking for?
How much Sag am I looking for compared to how much I stick the front fork through the triple clamp? (lowering the front)
If I stick the front fork through the triple clamp the bike becomes more unstable, in which parts does the bike become more unstable?
Thank you in advance.
Best Regards
Roland from Austria.
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My Opinions:
Marquez will fight for the World Chmapionship and in my opinion will do it again this year.
Lorenzo will make the Duc work and fight for the World Championship title. He also have Stoner and Biaggi as partners helping him to do so. Lorenzo is a good rain rider we have seen in previous years before the michelin tire time. So if he can figure out how to race with the michelin tires in the rain, he will be ahead of the game, because we have seen the ducati s do extremely well in the rain. In the tests he was already pretty close to the top times.
Iaonne will be bad ass competitor on his suzuki and fight for wins, but I am not sure if he can produce it consistently, he is a guy who is racing, winning and crushing his bike….
Rossi will fight for the World Championship title, but I think he won't catch the title this year. Competition Level is extremely High and Consistent.
Vinales will fight for the top as well, but won't have the consistency.
Cheers
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Awesome.
I'm wondering if California Superbike School is offering CODE Race in Europe as well?
Best Regards
Roland
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Thanks for the great Replays so far.
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I am traveling from Austria to Willow Springs to Attend CSS and Code Race and have some issues about traveling because I haven't been to California before.
I Will travel to LAX Airpot.
How do you travel from the Airport to the Hotel/Motel near the racetrack?
Which Motel/Hotel do you spend your night?
How much would the fee be for the travel (Airport - Racetrack)?
Do i have anything else to consider?
Maybe someone is traveling from near LAX to CSS who can share that ride?
Thanks for the sharing of your opinions
Roland
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I am interested at how much lean angle ° you start to drag knee on the streets.
Think I am having some Trouble with the positioning of my inside leg positioning on the foot pegs. At the Moment I start knee dragging at about 48-50° Lean Angle on my S1000RR.
My Questions:
How much ° Lean angle do you have when start dragging knee?
How do you Position your inside leg on the inside foot peg?
How do you adjust your foot on the inside foot peg when starting knee draging?
Do you have some weight on the inside foot peg or is your weight on the tank from the hang off?
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There is no difference between the protector leaver and the handlebar weight. It's a common production thing that the BMW S1000RR is leaning bit to one side.
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Thx rchase, make sense. I am more interested in the feelings you get while riding and testing traction.
How you read it? Are there some practices to test it in a safe way?
How can I educate my feelings on traction in a safe way?
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Have tested it now, I feel like the bike is very very slightly pulling to the right side (leaning to the right side) when leaving the handlebars alone and going with the cruise control or letting the bike roll. Didn't notice it without the Lever guard. Will test the difference putting back the original handlebar weight.
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I am interested how you guys are sensing/reading Traction? Are there some specific practices you do to check traction?
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Will let you know when I tested it. Thanks so far.
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I got a new Braking Lever Protector on my S1000RR and it has a different weight than the original handlebar weight on the left handlebar now. Needs the handlebar weight be replaced with the same weight or does it make a difference in riding the bike? Balance?
something like this: http://s1161.photobucket.com/user/Ry6rr/media/P1040002_zps7d49a574.jpg.html
Thanks for Information
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You mentioned trail braking "eating up the front tire." Certainly that can happen; is that something you are running into?
Last Year on Track it happened a lot of time when I pushed for good lap times or racing.
My guess:
- Not Setting Entry Speed right, entering Corner with too much Speed and drifting off the overspeed with the front tyre.
- Which causes a lot of unwanted Forces not turning the throttle on early.
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Whew! That is a lot of questions and might be more info than can easily be communicated here, but I'll take a shot at it and maybe you can ask follow up questions as needed.
Trail braking (as you describe it above, meaning carrying some braking through your turn-in and towards the apex) does have the effects you describe above and is most appropriately used when carrying speed INTO the turn is more important than maximizing speed on the EXIT, such as: a wide-entry and/or decreasing radius corner at the end of a fast straight, OR a situation where you want a pass another rider on the entry, or you want to enter a turn on the inside to "close the door" to prevent another rider from passing YOU on entry.
Conversely, what you describe as "finish braking on straight" is very useful where EXIT speed is most important, such as the last turn before coming onto a straight, or possibly in a qualifying situation where you want to achieve a best-possible laptime by getting on the gas as quickly as possible in every turn; generally it is easier to 'make up time' on the throttle with more acceleration than it is to try to lower laptimes via harder and later braking. Plus it is a much safer approach, since it can be relatively easy to crash when trying to trail brake up to the limits of traction; for one thing, it fires off a lot of SRs that can result in errors that can lead to a crash (tightening up on the bars, using a little too much brake pressure, etc.)
These are, of course, broad generalizations; there are many variations in corner situations (shape of turn, what turns are connected before and after, banking, available traction, etc.), and rider skillset, and quality of equipment (tires, suspension, etc.) that can affect a rider's decisions on what technique to use.
As far as what the school teaches, the "finish braking on the straight" technique you describe would be taught so that ideally, you are tapering off the brake right as you are turning in the bike, so that the front forks stay partially compressed as cornering forces take over for braking forces. That avoids the situation where the brakes are released, allowing the forks to extend, then the bike is turned, compressing them again. We want to time the brake release to 'keep the front down' as the cornering forces come into play.
The steering rule from Twist II is "Steer as quickly as possible in every turn" and directly underneath there is a description of what is meant by "as quickly as possible" and how that is tailored to the turn. Reference Chapter 16 "Steering" for more info.
On a modern sport bike with properly set up suspension in normal working condition and good tires it is unlikely that a rider would turn the bike so hard that it would flex the forks enough to create a see-saw effect, or bottom out the suspension - but Keith does mention in Twist II that it would not be desirable to attempt a quick turn over the top of a big bump, as that could overload the suspension and cause a loss of traction. However, on a very old, heavy bike or one not made for spirited cornering, flexing the forks or even the chassis can happen and it can be an unnerving sensation.
Sliding the front tire in a quick-turn could be possible in low traction conditions like ice, wet pavement, or gravel, if the bike is leaned over too far for the conditions. (I can't think why the wheel would actually LOCK unless you were on the brakes, though.) An aggressive quick turn would not be appropriate in low traction conditions or on a bike with bad tires or suspension problems.
Does that help?
Thank you Hotfoot and Cobie for that great Input helps me to understand better and make better Quality decisions when riding. You Mentioned very important and interesting Points.
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What is the difference on the Suspension when using Trail Braking vs. Finish Braking on the straight and then start to Corner?
What is the ideal Speed of Counter steering, referring to the steering rule of Keith: "Always steer as fast as possible"?
When do you stop to Counter steer with trail braking? "1 Steering Input per Turn"
Having some issues here on the 2 different styles of braking.
Trail Braking:
- Braking in Lean angle makes the bike to stand up
- Braking in Lean angle causes the bike to overload the front tyre or eats the front tyre up
- You cannot have such late turning Point because you Need more time to lean the bike over? (Good for Race Line, because you Close the door to overtaking?)
- The Forks create a "nose dive" which allows you to create a smoother turn in for your Suspension
- "Nose Dive" shortens the wheel base which makes the bike to turn faster
Finish Braking on the Straight and then turn the bike into the Corner:
- When you finish braking before turning the bike, the forks are on normal Position.
- When you steer the bike very fast, can you create to much cornering Forces that the fork will bottom and lock the front wheel or create a see-saw movement?
Did I get something wrong here?
My Real Question is: When to use which Braking Style for which Purpose? What are the effects on the Bike using those 2 different approaches?
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Not everyone is doing it but i observed a lot of them doing it.
When those guys are riding on the track they look little left or right over their shoulders (like looking in the mirror on street riding before they start overtaking).
Meaning: They want or start their overtaking now.
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Thanks for great points guys.
What do you think about Eliminating the ABS System?
There is a plug and play tool to eliminate the abs module? Also when eliminating the ABS you need a direct line of the braking lines?
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Bodywork:
- Race Fairing
Brake System:
- Brembo Caliper GP4-RX 100mm for OEM
- Brembo radial master cylinder 19x18 CNC
- Front brake line set 3-piece Brembo/WSBK
Chasis:
- Carbon Dash Fairing Holder
- Alpha Racing Foot Pegs
- Racing Subframe Light
- Fast Throttle Kit
- Chain adjuster Lighttech
Cooling System:
- Hose Coolant Kit Racing BMW S1000RR, silicone
Electronics:
- Race ECU
- Race Calibration Kit 3
- Keys for ECU and RCK3
- Plug Set that eliminates errors (side stand, lights…)
- Conversion kit on/off switch
- Racing battery 900g
- HP Datalogger
- 2D GPS Laptimer for OEM Dashboard
Engine
- Carbon Engine Protectors
Exhaust System:
Arrow Competition Titan 71140CKZ (3,9kg)
Final Drive:
- 520 Racing Chain
- Front Sprockets (15/16)
- Rear Sprockets (43/42/41)
Fuel Tank Management:
- Fuel Cap Quick Action
Special Parts:
- Stomp Grip
Suspension:
- Öhlins Steering Damper
This are the Main things I will change on my BMW, maybe some adjustments, but main concept.
What do you think about it? Critics? Opinions?
Let me know.
Best Regards
Roland
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Hi Everyone, as I promised earlier, I am creating a Topic here how I build up my BMW S1000RR for Racing Purpose to Win & Dominate the BMW S1000RR Cup in Europe 2016 with limited resources.
What I have done so far:
Signed the Contract to buy a New BMW S1000RR 2015, will be delivered Until March2016.
The Extras of my BMW:
Forged HP Wheels
Dynamic Package
Race Package
A lot of Rational Planning of what Items to buy for which purpose.
Opinions and critic are welcome.
I will post if there is something new I have to share. I post also pictures as soon as possible.
Best Regards
Roland from Austria
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Awesome. I'm curious, is andy ibbott still teaching?
The Days at CSS U.S. also get released today?
Thank you
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Moto 2 few weeks ago in spain. I can't remember exactly but the rider in front realized that the one behind him is faster and wants to pass to make a good lap. (Qualifying). On the Straight he gave him a Signal by putting both knees out on the straight so the wind is Little bit slowing him down so the one behind him can pass him without loosing to much of his lap time.
"Hey, I know you are faster than me, pass me, so you can get your Lap Time" "Thank You" -
welcome. There are no limits to an open mind.
How Many Countries On The Forum?
in New Members Area
Posted
Austria