Jump to content


  • Content Count

  • Joined

  • Last visited

  • Days Won


Everything posted by Hotfoot

  1. Thanks for all the helmet info. I knew a newer helmet would have better technology, but I never realized that the material in the helmet could get brittle and less protective with age. So you gave me the extra motivation I needed to go get a new one, and I did. Just to add fuel to this fire, check out this really interesting article: http://www.motorcyclistonline.com/gearbox/...view/index.html If you weren't confused before, you will be after reading this - it's part of the reason I was stalled on getting a new helmet. But since you threatened me with death, I figure I better stop researching and start buying - so I went for best fit and got a nice high-end Shoei, which ought to do the job just fine. By the way, what's with all the CHERUBS? Most of the Shoei graphics this year have these little chubby angels on them somewhere. Or butterfly wings, or curlicues. Have skulls and snakes and barbed-wire gone out of style? I sure miss the Troy Lee designs! But I digress...
  2. Hotfoot---2 questions: 1. What is it about earplugs you don't like? Comfort? What kinds have you tried? Foam, custom molded? 2. You had also mentioned your old helmet, just curious if that was a figure of speech, or you really did have an old helmt? How old is it? cobie Cobie, 1. It isn't physical discomfort with the earplugs, it's mental. I feel disconnected and zoned out, like being on cold medicine. Honestly, the noise doesn't bother me, I like it, it's part of the fun of going fast. I know it would be better for my hearing to wear them, and I do wear them about 50% of the time, but I don't like them. 2. My helmet is about 6 years old. I've never had a crash with it, but if you're going to tell me I ought to get a newer one, I agree. I've been looking at new helmets on the web, I just need to make time to go to a big store to try some different models. Regarding your earlier post, I did go back to Soft Science and found some info in the chapter on braking - the discussion of "speed memory" is right on target for what I am struggling with. I'm still working it out, but thanks for the suggestion to look there, it is helping. I have some track time tomorrow, we'll see how it goes!
  3. Actually, all that sounds pretty complex, distracting and confusing... and leaves a BIG chance of leaving yourself out if you end up in the wrong gear by accident. What do you do then? In fact, most racers find the engine noise to be a major distraction and the noise level itself physically/mentally fatiguing and wear ear plugs so they can't hear the engine (as much). The RPM idea comes from one of Keith's books where he discusses approaching a turn a few RPM's higher - the specific example talked about notching up 100 RPMs, if I remember correctly. For me, the engine noise is not a distraction, but my helmet seems to block a lot more noise than others. Excellent point about ending up in the wrong gear, although that issue is always present - I have to pay attention to the number of downshifts anyway, so it shouldn't add much distraction to go down one more. You talked about reference points for braking, which makes sense - I do have braking on and off points, but I am modulating the brakes (trying to brake less aggressively to carry more speed) rather than moving the on/off points, which makes it very hard to measure the amount of change from one lap to the next. I guess I need to work on braking with same intensity every time but move the point where I start or stop braking. This does give me a way to measure it in a much more concrete way, assuming I can achieve consistent braking intensity. I think the main reason I want a better way to measure this very specifically is to give myself the confidence that I am making a change, but not such a big one that I end up in the dirt wondering what happened. Becuase these specific turns are low speed, a realtively small change can make a really big difference.
  4. Riders are running up on me before the turn point. I can usually exit equal or faster. Actually, the idea of adding trailbraking might be helpful to me, I haven't been doing that - it may not be the fastest way but it may help me in judging the speed or making smaller adjustments. Regarding the idea of increasing speed until it feels a little bit too fast - that is what I am trying to do, but having a little trouble judging it, so I make too big a change and blow my line, then on the next lap I am back to my original speed again. In re-reading my OWN post, something jumped out at me - I said I could judge RPM differences better in the higher speed turns, so it occurs to me, maybe I am taking these turns in too high a gear, so the RPM is low. I only have trouble with tight turns that come after a high speed stretch, so I am dropping multiple gears. I haven't had the nifty slipper clutch so I've been a bit careful with downshifts, but I am approaching my first track day on my NEW bike, which does have one. Maybe if I can make the turn at a higher RPM I'll be more able to hear or feel a small difference in RPM, and since my next upshift point will come a lot earlier, I might be able to also use THAT to judge whether I made it through faster - I can find a reference point for when I have to upshift and if I have to keep moving it closer to the turn I'll know I am carrying more speed through. Does that makes sense?
  5. I am looking for some ideas on making small adjustments to entry speeds on sharp corners. I'm a Level 4 student, and I do a good job (I think) of practicing no-brakes drills and doing everything early to avoid being rushed when approaching a turn. Now I'm trying to start creeping up my entry speed but I find that on tight corners, mainly sharp corners after a fast straight, I have trouble judging small differences in entry speed so somewhere in the middle of the turn I realize I just rode it at EXACTLY the same speed as before. On high speed turns I find it much easier because I can hear or feel the difference in engine RPM, plus I can make a larger incremental change withour triggering SRs. Any specific tips on ways to get comfortable with sensing small changes? Obviously looking at the speedo (or even the tach) is not my preferred approach. I do recognize that very little gains in lap times are acheived by working on tight-corner entry speeds, however the reason I am concerned is because it is limiting my speed on the fast straight PRIOR to the turn, which definitely affects my laptimes, and also because in turns of this type I am getting riders running up on me at the end of a fast stretch, which I don't enjoy. Those riders are not riding faster then me elsewhere, ergo SOMETHING is keeping me from riding through these corners up to my own ability. How do YOU do it? What concrete, measurable data helps you tell if you did make a real change in your entry speed? What senses are you using? I am considering adding some pricey electronics to my bike so I can measure this, but I would much rather use my own built-in sensors.
  6. Great feedback, thanks. Being able to reposition the Tech-Specs more easily is a big plus. I guess I'll put them on my Christmas list!
  7. Any input from CSS staff comparing the Stomp versus the Tech-Spec or why they changed from one to the other? I had Stomps on my previous bike but I'm wondering whether to switch to Tech-Spec for the new one.
  • Create New...