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CHRISTOS

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About CHRISTOS

  • Birthday 10/06/1963

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    Athens, Greece

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  1. I post a copy from other related topic: The cluchless downshift moved my mind and efford closer to the braking purpose: slow down to "target" entry speed with the brakes. Not the engine! At the "scrub off with the brakes", in lower revs, without having the engine spinning at the noisy redline or near it, it is much easier to perform an accurate cluchless dounshift. Hope that helps.
  2. Let's see some on-board! http://vimeo.com/1378972 Trail braking to the knee, no blips... Is there some auto-blip downshift system there? Ever heard of that?
  3. First, I want to see one of Rosssi's on-board camera full qualifiying lap, just to see the difference from the fastest way around Vs strategic-minded & competitive-aggresive/defenting driving with only one goal in mind: To be the first at the finish line, to win all other riders. I have started to use some trail braking recently on track days. Not in all corners, not always. At first I descovered that less front reboud damping is usefull. Next, I could pass some more easily at the entry bacause I mooved my braking markers a little deeper. But, most of the time, it seems that it will take all of my efforts and attention, so I think-for now-that I have to concentrate on other things for dropping those lap times.
  4. Hello guys, I think that the best overall was Throttle Control. It was the one that pushed me the most to "delete" the bad old "cornering" habits, plus gave me more time to think ON the bike than OFF the bike, bounching up and down my suspensions and "feel" the "correct" settings! Discovery on it's huge benefit of correct application was on my second Level 4 in the RAIN! Wow! All these astonishing bikes/frames/tyres/suspensions, let us make huge mistakes we can get away with, most of the time. (I ride a Ducati 998s). Then, it becomes our "style" for many-many years. And finally, here comes CSS! Ctrl+Alt+Delete-press Restart! After restart, some times, i feel very lucky that i have survived some serious "heroisms" back on the old days. Thank you!
  5. Christos--is that snow in the picture, or just large rain drops? CF My second Level 4, Serres, Greece, rainning! BRRRRRRR!!!! See some more from the same day. (Throttle Control, late and Quick Turn were THE ONLY survivor actions! Think some mystery resolved! Greece is the most slippery coundry of all, even on dry roads!) PS. The last foto is from a recent TD. Strong rain again, just for an hour. Was the perfect time to walk the track with one of my friends!
  6. Hello to everybody. Pictures tell all the story! Great time, every time!
  7. After many years of driving motorcycles and finally being lucky enough to organize and observe my thoughts and actions before, at and after riding, thanks to Keith"s "Soft Science" concept, reading his books (starting from 1996 and still reading), being at his school (All Levels, Greece) and seeing his VHS and DVDs for many times, i need to share a new perspective issue about riding a motorcycle. What is the hardware we use? Suggestions: Engine (accelerate, retain constant speed, deceleration, power distribution) Brakes (srubb-off speed, stopping, weight distributing/balancing) Gearbox, Clutch and Drive Line (spin, up/down shift, acceleration/deceleration, final drive) Frame (ergonomics, geometry, flex, weight) Controls (throttle, steering, frond brake and clutch lever, back brake lever, gear lever) Suspensions/linkage, front/back (up/down) Wheels (spin, brake/tyre support) Tyres (spin, maintain/loosing traction, contact to Mother Earth) Driver (as a hardware device, affecting all above) Learning and understanding how all above hardware parts perform and collaborate to each other every time in any external conditions (road/track), helps us to add the fine tuning to the software (our brain) that turn thoughts into motion. M' i correct Master Keith? OK, there it is: If a motorcycle is a moving-rolling on rubber tyres-machine (including the rider) and driving is a product of motion produced from several software thoughts that operate hardware commands what is the part(s) that receives all of them, outputs and maintains the final motion? Answer: The tyres, correct? So if we are commanding -or better- "driving" the tyres how we gonna use this perspective? Is this point of view going to suggest a more safe, better planned and more effective approach to any turn? Is -at the time-the "feedback" and "feel" which we are in continuous search for and receive from the bike, enough, useful or accurate? From and how can we get more of it, understand it and finally, how and when can we use it for improvement? Knowing exactly how the tyres perform and react every moment an external force tries to disturb their absolute rest, must be a good starting point. If we combine a tyre's action recorded movie, showing on real time other telemetry stuff like tyre's reaction on cornering force, deforming shape change/contact patch, lean angle stability, applied braking force, temperature change, air pressure change, wear, "pushing", sliding, overall traction "scale" etc with a detailed telemetry map of all other hardware actions (bike + rider), maybe we could see the exact effects in every bit of any of our input on the bike.Even timing factors. If we had that data recorded from one lap of the fastest guy on our favorite track and we could combine them with our same track data, could we see the difference from the tyre's data? Could we see how much more braking force can our tyre handle? Could we see and convinced that more quick turning than ours is ok, cracking the throttle on sooner is better, the exact effect of "hook turning", closing the throttle at the middle has nothing to do with holding a tight line, what effect has the "charging the turns" and much-much more...?? So, i suppose that the exact tyre condition reflects and presents every tiny bit of continuous, rapid made (and complex?) thoughts turned into motion. Can we use this recorded motion to feed back our thoughts and learn new things that can be tools for improvement? Is the "use all the hardware/software properly for matching every (combined) riding input to the exact desired and optimum tyre reaction, ability and performance for the next corner" a logical approach, or I'm getting crazy here? I call it "Driving the Tyres" or "Drive for the Tyres" or "Tyre Driving". We all agree that many words don't exist (yet) to describe many thoughts and of course feelings about riding. Keith made a huge contribution to overcome this gigantic barrier on communication, sharing feelings and experiences and we all thank him! I'm not sure that my thoughts and feelings about all these are projected with clarity. At least I hope that they might be an inspiration for someone else. Any thoughts my friends?
  8. Here is something you might try: when you brake, scrub off a bit of speed first, then make the downshifts later--this way you never have to blip it as high. CF The cluchless downshift moved my mind and efford closer to the braking purpose: slow down to "target" entry speed with the brakes. Not the engine! At the "scrub off with the brakes", in lower revs, without having the engine spinning at the noisy redline or near it, it is much easier to perform an accurate cluchless dounshift. Hope that helps.
  9. The greatest EVER aproach to downshifting is..... cluchless, as mentioned on Keith's latest DVD "TOWII". I was very suprised-and pleased- that this particular action i have discovered by accident(!) on the track, was there in the computer screen!!! My discovery is that now i can find more space to see and move to, more time to think, act and sample interesting things, less distraction..."more money to spend buying new stuff or just save for an upcomming emergency!". I practice every day, on any ocasion. Thanks Keith!!
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