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James Pickard

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About James Pickard

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  • Have you attended a California Superbike School school?
  1. Thanks for the responses. I guess from a purely geometry sense, I just can't see how using the rear brake on an antisquat designed motorcycles (read: pretty much all of them, certainly all track bikes and up) results in any assistance in cornering. It certainly helps in reducing speed. But then so does the front brake, to a MUCH higher level. And it also generates better steering geometry. If you setup a bike to steer it's absolute best while on the rear brakes, then it will be very nervous under front brakes and also on the power out of the turns. You setup a bike for 1/4 of the the corner compromising 3/4's of it. That can't be the fastest? This applies for a Moto3 bike or a MotoGP bike. Perhaps you can use some rear brake AS WELL as front to assist in slowing, but then, at maximum braking, the rear wheel will come off the ground so it's of no use. Maybe there's a middle ground while trailing off the brake you should get on the rear brake? Just doesn't make any sense to me.
  2. Thanks everyone for their input. Appreciated it. I'll put it a different way now. To be the fastest on a track, which method is faster: Simon Crafar's "close throttle corner entry" technique by using engine braking and rear brake (after the majority of the speed reduction has been done with the front brake) towards the apex of the corner. Standing the bike as upright as possible and then getting to full gas as soon as possible out of the corner. Or trailing the front brake as far into the corner as possible allowing for the latest braking possible into the corner using none or very little rear brake. I guess I compare the likes of Lorenzo at Yamaha and Mick doohan. Neither used rear brake, ever, except in Mick's case to control the power delivery of a peaking 500 two stroke. Lorenzo is now learning to use the rear brake on the Ducati. I wonder if Simon's techniques reflect more modern sports bikes with higher engine braking compared to the CSS that were developed longer ago with less engine braking? Personally? I have mulled this over for many weeks having first seen Simon's teachings. I can't see from a scientific, engineering, biomechanical or any other way that his technique can the faster than using trailing braking to the fullest. I've not seen a single MotoGP rider do this with the possible exception of the Ducati's. Dovizioso runs a thumb rear brake and this I think changes a LOT. Being able to setup body position and foot position going into a turn and not having to move your right foot for a right hander makes a big difference. I also think Simon's "close throttle corner entry" is simplistic, either by design or otherwise. It may allow some or a lot of riders to ride fast, but I don't think it's the fastest. It's probably safer than teaching trail braking as the worst that will happen is the bike will run wide. But for the absolute top and peak of rider technique, I don't agree with it.
  3. I've always held the Californian Superbike School teachings and techniques in highest regard; I haven't found anything that's much better and never heard anyone say anything negative about it. Recently, a blog post by Simon Crafar of Motovudu caught my attention where he singled out CSS for causing him a lot of problems in his coaching and limiting riders with how far they can proceed. http://www.motovudu.com/different-strokes-for-different-folks/ So I investigated further and found one of the biggest things appears to be his views on corner entry when compared to CSS. It is also different to my, and others, understanding of it. Simon advocates for a "closed throttle corner entry" whereby the front brake is released earlier using maximum engine braking and even combined with rear brake on entry to get the bike to turn it's maximum. My understanding is most top riders want to reduce their "dwell time" between brake and throttle, preferably to none. Some even overlap slightly picking up the throttle with the front brake still on slightly. My understanding of this is that it maintains a steeper steering geometry which assist with cornering the bike. What are others take on this?
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