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DucPati last won the day on February 12

DucPati had the most liked content!

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13 Good

About DucPati

  • Rank
    Cornering Apprentice
  • Birthday 11/14/1972

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  • Interests
    Road bikes, track bikes, dirt bikes

Previous Fields

  • Have you attended a California Superbike School school?
    Levels 1-3
  1. DucPati

    Limitations of CSS techniques?

    So I went and paid for a one month subscription to see all of the MotoVudu videos available on the website. There's a lot, over 100 videos. Some are quite short, only a minute or two, others are longer. It's basically a bunch of videos of Simon giving tips about riding (and other things related to riding). I'd love to read his book but it's not available electronically and I'd prefer to download it and read it on my iPad while on a plane. So my feedback is based purely on the videos and the public stuff on his website. A lot of it is good information and will definitely help riders improve. One of things that jumps out at me about the quoted article above by Simon: "In all my years instructing on circuit I am yet to come across a very fast rider using strictly what CSS teaches". My first response to this is that very fast riders don't need Simon's coaching so that's probably why he's never come across one (it's not hard to find a list of very fast riders trained by CSS) The very first comment at the bottom of that article is by someone who had been "using CSS technique of getting balancing throttle applied straight after turn in" - that's not what I remember CSS teaching - we all know the throttle control rule, and it's not about "balancing" throttle. So as Dylan pointed out, the former students that Simon has been coaching aren't even practicing what they've been taught at CSS. He teaches pushing yourself up against the tank so that the tank can hold you under braking forces, BUT he also says to lock your arms on the bars under braking. Once the braking is done you're supposed to relax the arms and lean your upper body forward and on the inside of the bike. Then in another video he talks about how to many people have too much input on the bars. Well guess why that is? It's because riders at the level he seems to be coaching, can't go from fully locked arms to leaning forward with relaxed arms quick enough so the arms still locked or partially locked while they are trying to steer the bike. He also talks about letting the rear move around under braking, which IMO is a result of what he's teaching, not a something you should be aiming to do. It's not my intention to ridicule Simon's coaching, because as I said at the start there's a lot of good stuff there. There's a really good, balanced, review of the MotoVudu DVD (the content of which is available with the one month subscription on the website) here: https://lifeatlean.com/motovudu-dark-art-of-performance-dvd-review/ and I agree with everything in that review. The only negative comments I've seen of CSS are from people who clearly haven't understood the drills they were supposed to be practicing. One guy complained that a CSS coach told him he would go faster without getting his knee down. The drill he was practicing before being told this was Rider Input - he was trying so much to get the knee down that he was white knuckling the bars. Knee down doesn't make you fast (though fast riders can get the knee down whenever required/desired). I have video of me getting the knee down in a carpark doing figure 8's in 1st gear at not much more than walking pace. As for which methods are the best/fastest, it takes a lot more than learning riding techniques at a few riding schools to be very fast. A lot of riders suffer way too much from paralysis by analysis, when what they need to do is get more track time and practice!
  2. Just for a laugh, here’s how the amateurs (like me) do it. Five days later on New Year’s Day I over jumped a table top (on the same track), bottomed the rear suspension (I think the frame may have even hit the ground) and fractured my ankle, so am in a moon boot for another week or so. I did ride it out though, so it doesn’t count as a crash
  3. MX tracks have much tighter turns than a racetrack, at much lower speeds. Due to the lack of traction, you often steer by sliding the rear. It is easiest to control those slides with all your weight over the front - if your weight is over the rear, that’s a lot of extra momentum being thrown sideways. With your weight over the front the rear can slide around all it like without you worrying about a high side. So the standard riding position is: if standing, chest is literally directly over the handlebars (there are some exceptions, like soft sand, where your weight is as far back as possible); if sitting (usually only while cornering), sitting as far forward as possible, even on the tank, again with the chest over or nearly over the bars. How do you propose to hang off the inside of the bike for corners like this photo with deep ruts? Watch this and see if you can find any point where hanging off the inside of the bike would be beneficial:
  4. Riding on the road is all about recognising and anticipating hazards, and managing those hazards. You can measure improvement by your ability to navigate those hazards faster, with less panic, or a combination of both. The vast majority of riding skills are applicable to both road and track. On the road you are just using them for hazard management. On the track primarily you measure improvement by your lap times. Not just fastest lap, but consistency in your lap times. Also good lap times while getting through traffic - being able to get past slower riders without being held up is not just an improvement in your riding, it allows you more track time to focus on improving more since your aren’t stuck at someone else’s pace for an extended period of time.
  5. DucPati

    Steer for the Rear - Ch13 of TOTWII

    Has stomp grip on the tank, apparently doesn't know what it's there for - his outside foot wasn't even on the peg, and that was before he went off road. After watching a few more times, looks like the slip off the peg is what caused him to go off road. May have been preceded by target fixation on the sign, but hard to tell for sure from that video. Anyone also notice that he put the front brake on, and kept it on until he was thrown in the air, and then back on again when he came down onto the bike again? Either he has a very light touch (it was only one finger on the brake by the looks of it), or ABS saved his butt. Regarding Ducatis and locking on - because they are narrower around the tank it can be difficult to get a good lock on the way it's taught in lvl3 (in my experience on my 1098S anyway). Different rearsets would probably help. I have had my outside foot come off the peg in a left hander at ~200-220kmh while knee down, but I had a pretty solid grip with my leg/knee and it didn't upset me at all or seem to make any difference to the laptime.
  6. DucPati

    Steer for the Rear - Ch13 of TOTWII

    Yeah he was definitely backing it in on purpose. That could also have been from engine braking rather than rear brake.
  7. DucPati

    Steer for the Rear - Ch13 of TOTWII

    That's what I meant when I said you weren't going fast enough
  8. DucPati

    Steer for the Rear - Ch13 of TOTWII

    You weren't going fast enough then
  9. DucPati

    Steer for the Rear - Ch13 of TOTWII

    35-40 degrees is nowhere near max lean angle. MM93 is getting 67 degrees of lean angle - I find it very difficult to believe you could wheelie under power at that lean angle as most of the power is being applied laterally. If you tried you would be at high risk for a highside IMO
  10. DucPati

    Steer for the Rear - Ch13 of TOTWII

    It sure does - I can scrape the pegs doing a full lock U-turn or circles in first gear. You cannot do a full lock turn at 200kmh, and certainly not around a traffic cone like I can in a carpark. "A better result"? Does that mean lower lap times?
  11. DucPati

    Steer for the Rear - Ch13 of TOTWII

    Remember that the 60% is not exact, the ideal weight distribution depends on the bike and also the tyres. I don't know the answer for sure, but logic suggests that if the front wheel is not lifting all the power is going into forward motion (minus power train losses, and anything wasted by rear suspension movement). So even if the front is off the ground, but is not lifting or dropping, all the power is going into forward motion. My observations while at the track seem to support this - an RSV4 had overtaken me before the chicane going onto the start/finish straight and just after that chicane is a crest which most bikes will wheelie over. I had tucked in behind the RSV4 on my 1098 and he wheelied while I didn't, which allowed me to pull alongside. Not sure whether this was rider skill or wheelie control but the front wheel of the RSV4 then hovered at a consistent height and the RSV4 was able to pull away. Of course it has a lot more power than my 1098 anyway so that's a factor too (he may have been wasting power and still have enough to pull away). But that particular rider is a nutcase so there's that factor too
  12. DucPati

    Steer for the Rear - Ch13 of TOTWII

    When you start wheelying some of your power is lifting the front wheel, instead of being translated into forward motion (speed). So if you are interested in lap times, you want all of the power you are requesting with the throttle to go into forward motion when exiting a corner rather than lifting the front wheel. If you are also interested in enjoying yourself you don't mind the wheelies coz they are great fun The most obvious demonstration of this wasted power is race starts where a rider who wheelies immediately loses tenths to those who are not. From my own experience, the time lost when doing some wheelies on corner exit is negligible and you can ride it out with the front wheel at a consistent height off the ground until the next gear change, which often puts the front wheel back down. One thing to note is that it's easy to have the front wheel turned when it touches down again if you wheelie while leaned over. There are few things more satisfying than wheelying out of a corner while leaned over, touching down with the front wheel turned slightly, but keeping it pinned, relaxing your arms on the bars and riding it out without having a massive tank slapper. On the dirt bike you can even do this while the rear wheel is spinning and roosting the rider behind you. Especially if that rider is your mate with whom you've been having a roosting war for years
  13. Article not required, I think we’ve all watched that video 100 times lol I think it was either Rainey or Schwantz who was interviewed way back and said they save a crash with their knee about twice a lap. So not a new use for knee sliders, but Marc Marquez’ saves are spectacular and on another level!
  14. Does sliding tyres mean you are at max lean angle, or max lean angle for the speed you are doing? I would consider the exhaust a hard part and you can certainly risk crashing if you keep leaning over when it touches down. So I would say your max lean angle is when that exhaust touches down. If you think it would be a distraction then sure, don’t do it. It’s just a tool and it’s your choice to use it or not. Many riders think knee down itself is a goal (and that’s ok), but it doesn’t mean you are fast or an awesome rider. I have video of me getting knee down in a car park doing figure 8’s in first gear I did that to demonstrate that getting the knee down doesn’t mean you are fast It’s great that you are happy with your progress, I can definitely relate to that! You’re not missing out. I’ve never saved a crash using my sliders but I do think that’s a good use for them if you ever need it and can pull it off.
  15. You also mentioned maximum lean angle in your post. How do you know when you are at maximum lean angle? I use the knee as a lean angle sensor, but also the peg/toe sliders. I don't have adjustable rearsets so my max lean angle is when the pegs touch down. Any further and I'm at risk of crashing. So I use the knee to gauge when I'm getting close to touching down the pegs. Currently I don't need to use max lean angle much as there are more gains for me in other areas, but I touch the knee down often and when I do I'm not digging it in like many riders I've seen who go through a lot of sliders. You obviously ride at Lakeside with the times you've mentioned. I mostly go to Morgan Park and am sitting at 1:23 where the fastest in group 1 are doing ~1:20, sometimes down to 1:18.