BikeSpeedman

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BikeSpeedman last won the day on August 22

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About BikeSpeedman

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  • Have you attended a California Superbike School school?
    When? Today? Some, not a lot.

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  1. RE Car tire widths... The movement of a car tire when turning is split between the wheel and the tire. The steps involved are: Turn steering wheel the wheels turn while the tires remain in original position the tires then let go of the road surface and twist to get back in line with the position of the wheel This repeats in little steps over and over throughout the turn. It happens for rear tires too but it's the attitude of the car which turns the rear wheels. In both cases, the tires lag behind the wheel, let go of the road, and catch up with the wheel as long as the direction is being changed. The way a tire performs this sideways deflection (twist) is a product of sidewall height and tire width. This is one of the main reasons race cars have low profiles and more width. It should be noted that there's a practical limit for how low you can go with profile before losing too much suspension effect from the tire. It's far more desirable to add width as much as possible without hitting suspension components or fenders. Also, you want to increase the wheels along with increases in tire because even though you can often add +5 or +10 mm for a given wheel size, it will allow the tire to twist more than if this relationship is controlled. If the article says that more width does not give more grip (in cars), then it is wrong. I spent a lot of time a while back autocrossing and time trialing. I've been to racing schools and read dozens of books about car setup and performance. Classes are tightly controlled about all aspects of the tire including width. Getting a tire that is too wide for your current class bumps you into a different class and your lap times drop. It's easily verified. Anyone involved in racing (bikes or cars) will tell you being able to consistently run laps with little variation is important both for safety and to reliably improve the car's setup. It's not "in your head". It's a real effect. I can't speak to bike tire widths.
  2. I got a Pista GP when they first came out (~2 years ago) and love it. It's crazy expensive but Revzilla has a few colors listed for about $1k now.
  3. He did quite well in the wet FP1 as well. Briefly as high as 4th and ultimately finishing in 14. At first it seems odd for a SoCal boy to be so much better in the wet than the dry but he moved to England when he was 13 or 14 as a home base for his European racing career so it kinda makes sense. Hopefully he gets a bit better in the dry.
  4. Oh no. I just saw this. It's a 675R. 1st: full track day (4 or 5 sessions) 2nd: I was sick so I did 2 half-sessions and 1 full session and went home. 3rd: It was the 2nd session of the day when I started having the problems. Commuting distance covered about 500 miles. I thought the "street" tires like the Q3s would endure more heat cycles than that. Are you guys swapping out tires every other day at the schools? Yikes.
  5. I watched the same video James is talking about and I remembered it differently. I thought he said the problem was that CSS teaches people not to trail brake. I wanted to comment that I took CSS 1-3 and it's not true. They do teach trail braking. But perhaps I got it backwards. I don't know. But I do know that CSS and YCRS both advocate for trail braking and most racers do it as well. I think some do it more than others but nearly all do it to some degree. I know Simon is an ex GP racer but as others have said, everything I've learned at CSS has been explained well enough that I have no doubt it's at least one of the correct ways to do it. While I've augmented some of my technique with outside sources, I'll be pretty surprised if I ever disregard my CSS lessons. Proud Knower and Practicer of CSS Techniques.
  6. I've been doing some introspection and I realize I actually do prefer right turns. There's some pre-turn stress probably linked to the fact my body doesn't bend that way as easily. So why am I faster in lefts? Possibly bc Thunderhill is almost entirely lefts and I get to practice them a lot more. There are 10 lefts and 5 rights by the official count. However, 2 of the rights are kinda straights so you don't lean much at all and another 2 are off camber so you're naturally going to lean less on those. There's only one level right turn where you're not straight-lining it and that one is a very late apex where you're trying to stand the bike up asap bc it essentially leads on to the front straight (you're pretty straight through the next corner). It'd be interesting to look at the data on a track with some fast right hand sweepers.
  7. To be honest it varies. Sometimes I locked on to the back of the tank with my thigh and others I'm farther back with knee into the side of the tank. I can say that I can do either position in right turns without any trouble. I've been working on stretching off the bike and practicing on the road. One thing I've noticed is that I've had different mechanics with my inside foot R/L. I'm now trying to focus on replicating every detail of my right turns on my left turns. I hope it's sorted by the time I come back to CSS so I can spend my time working on fun stuff.
  8. AIM data logger.
  9. I keep forgetting to check my notes. Yeah, he dialed one softer by 4 or 5 clicks and 1 stiffer by 1. I'm sure he did it the correct direction bc he seemed really knowledgeable. Since having the squirmy feeling on the way to work that one day, I decided to run 34/34 on the street. Some mornings are shockingly cold and might cause my pressure to be lower than expected. They feel better. I also put my shock back to my old settings bc I know I've had good results on the track with those settings. The only known variable between 11 good sessions (2 total track days plus 1st session of the 3rd - which included my PB) and the bad sessions was tire pressure. When I go back to the track, if I keep my pressures where I trust them and still feel squirmy (or see craters) then I'll go back to Dave Moss's settings.
  10. Thanks. Yeah, ironically it's the opposite for me. Judging by Gs and lean angle, I'm way more confident in lefts. 1.14g left to .98g right (peak for each). And 43 degrees peak left to 38 peak to the right. This pattern plays out session after session, day after day. It's not a one-off. The reason I say it's opposite is that left is the side I have trouble hanging off correctly. I tend to get over way less to the side that I'm significantly faster on. When I work really hard at flicking over and actually do get over "enough", I feel tightness in my hips and back making me far less comfortable getting down and pointed in the right direction. I can still keep my elbows bent, inside elbow down, hands light on the bars, and not crossed up. But there's so much tension throughout my back and hips that I just notice that I have physical imbalances to work on.
  11. Apologies in advance for not keeping this brief. Switched from Supercorsas to Q3s a couple of months ago. They felt awful at first. I've ridden brand new Supercorsas 3 times and never felt this but I recalled feeling good on Q3s at CSS so I kept the faith and scrubbed them in. 30 miles on the road and then 3 sessions on the track and they started to feel great. An AFM racer looked at them at the end of the day and commented that my suspension was setup well bc they looked great. Went back a few weeks later and they still felt good. Went back Tuesday and set a PB in my first session. 3 laps into my 2nd session, leaned over and on maintenance throttle before the apex of turn 8 (Thunderhill), the rear started to walk around on me. It felt like the tire was low so I backed off the pace and came in to look. It was 30 psi. That was fresh off the track where it would normally be higher than that. I went looking for the Dunlop trailer (which wasn't there) and talked to a tuning guy. He said the tire was covered with craters and my pressure was fine so it must be the shock was too stiff. He backed it off 2 clicks and went back out. I was nervous and slower this time but I felt it again in turn 6. He backed it off another 1 or 2 clicks. I found a guy who was there in place of the normal Dunlop guys and asked him about it. He said I should drop it down to 23 psi. That's the recommendation for the D211s, not Q3s. Having gotten Q3 recommendations from Cobie and "the real Dunlop" guy before, I knew he was wrong and ignored him. After lunch, I borrowed an air tank and got them up to 30r/32f. Went back out and felt good again. Went back to the tuning guy and he said they looked good too. I think I went wrong earlier in the day because I started at 29/31 and then immediately after my session, I bled them down to 30/32. That was my process on the 2 previous track days but today was kinda cool outside and I think they ended up too low. Then I suffered by talking to too many people who know a lot about Dunlop race tires but not so much about Q3s. I almost didn't bother posting about this because I sorta felt like it was all worked out. But then this morning on the way to work, the rear felt really squishy and unstable. I checked and reset my pressures when I got home. I've been riding at 30/32 on the street too bc my commute is pretty severe canyon carving. Today was the first day they felt squishy and unstable at that pressure. I'll try adding a bit of air tonight but I thought I'd throw this out there and see if anyone else feels this way about Q3s and if it's something I should worry about or just ignore.
  12. I'm another 20 seconds off a good time which is fine. But I'd really like to perfect my form even if I never have the courage to flirt with great lap times. Currently, I cannot get my butt as far left as I can to the right. I mean I don't get as far over with my flick. With a more clumsy effort, I can force my way off and then I feel a lot of tightness in my hips and back getting into the correct form. For the life of me I cannot figure out where the tightness is coming from and what kind of stretches would fix this. When I'm in a corner, I am limited by how low I can get my head by visibility through the visor. Here's a pic which shows how limited I am - this is as low as I can go. Note the nerd-like refusal to quit covering the brake. In this pic I'm actually doing a decent job of hanging off but it required so much more effort than going to the right and I felt tightness in my back getting into that position which I never feel to the right. I think I'd have more good pix if Thunderhill had more rights.
  13. Hi Cobie, I was there for L2/3 last summer and left without getting my lap times. Any way I could still get them? I had paid for them. BTW, I'm glad I read this post as I'm coming back for L4 in Sep and didn't know we could ask to focus on lap tiimes but I definitely want to do that. On that note, I know you guys do not go to Thunderhill East but I really really want you to in the future so this is just me being a pest about it. Please start doing Thunderhill East. Would love to get some CSS help around this track.
  14. Closest I've come to riding any of them is the 2016 S1000RR from CSS. I thought it was great but IMO a superbike is an opportunity to go all out on a true dream machine and the Bimmer doesn't stir me at all. They're all really amazing machines and you could probably just buy whichever one set your heart a flutter the most and never regret it. The Panigale will roast your nuts. That's a deal breaker for me. The Kawi and Suzuki just look chincy IMO. The R1 is amazing to look at and has slide control and is the only machine to knock the RSV4 from the top spot of nearly all SBOTY tests but the brakes are weak and lack feel and the throttle is snatchy. I suspect that would bother me. The new Blade looks fantastic but it seems to be having teething problems with reliability to the point of making it dangerous. The new RSV4 finally got a TFT dash and auto blip downshifts. IMO it's the best looking by far (at least in the black RR model. Can't stand silver so the RF is out for me). Everyone says it's the best sounding but I like the old F1 V10esque scream of the Blade more. Still, despite a look that is great but mostly unchanged since 2009 and not being my absolute favorite sound, the RSV4 has it all and is the very top of my wishlist.
  15. I wasn't being a wiseguy btw. I thought Keith literally said "as soon as you can." I remember feeling like he could elaborate a little more but maybe I missed the detail. It was a busy day. If you roll on too soon, you run wide. So if I understand you correctly, by waiting until the right moment, the front tire isn't too busy to deal with the weight transfer.