Dylan Code
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Posts posted by Dylan Code
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The no brakes exercise is merely there to help the rider sharpen and develop their sense of speed, once the first two sessions are done with no brakes, we WANT the rider to use the brakes in the corners where slowing is necessary. Yes some riders have trouble over-slowing so some options in that instance are: apply less pressure at the braking point, or perhaps move the braking marker further into the turn (which can be scary sometimes). Trailing the brakes gives the rider the luxury of extending the braking zone further into the turn and gives an opportunity to adjust the speed to precisely what the rider was intending. There are other uses for trailing but that's one important aspect.
Some public roads have long series of corners that are all about the same speed, therefore not requiring much braking. But when slowing is needed, go to the brakes even if lightly. You'll have the lever in your hand in case something suddenly appears you need to brake for as well.
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34 minutes ago, JerBear said:
How many heat cycles should a Dunlap q4 have before putting on new ones
Heat cycles don't seem to affect Q4's. Just ride until they wear out. Heat cycles minimally affect any tires per the Dunlop race tech.
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Yes, same as track. As above.
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The best person to ask would be the Dunlop race tire distributor at your track day. Other than that I would start off with 32 PSI front and 30 rear. The Dunlop tire engineer who designed the Q4 said that they are less sensitive to pressure than other tires like slicks. He's the one who gave me those psi figures.
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On 1/29/2021 at 5:35 AM, Jaybird180 said:
What was the previous fleet brand oil? Do you supply engine wear data to the sponsors or bike manufacturers? I suppose from all the years of running Kwaks and now BMW you have tons of engine wear data.
We used Silkolene, a very good brand as well. No we do not provide engine wear data to manufacturers, it's never really an issue. Modern engines are good.
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Indians don't care about being passed. It was never a problem in India where we do schools.
Most people are just not used to having another motorcycle close to them. Many are rattled and with good reason, unless you know the person well, there's little prediction.
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Liqui Moly is now officially our lubricant sponsor. They are the spec brand used in all the Moto2 and Moto3 bikes in the World Championship. We will be running that same oil in our fleet.
The helmet sponsor deal is not finalized, but it is a company many have never heard of that produces the most helmets in the world and manufactures helmets for many other brands you thought made their own.
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We are shooting for Barber, which is May 23-29. It's mostly booked up but there are about 10% seats available.
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Your collection of data and research shows you are barking up the right trees. Here's some more data regarding tires:
Per the Dunlop engineers tires grip in 4 ways:
1) Adhesion--the temporary chemical bond between the tire and surface.
2) Keying--the tire deforming and filling in all the nooks and crannies of the asphalt or squishing into the depressions.
3) Abrasion--the tire tearing from itself or wearing away.
4) Hysteresis--the energy storage and return by the rubber and partial conversion to heat.
The first two can be looked at as static properties and the last two dynamic properties in my opinion. I'm still learning on all this stuff and when talking to the tire engineers, they don't have all the answers either. Heck, aviation engineers still can't all agree on exactly how a plane flies through the air!
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Thanks very much. We have more on the way!
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Yes, the amount of lean and overall speed from wind resistance would matter a lot. Turn-in rate would matter I suppose but not significantly. Wind resistance going straight requires a certain amount of power just to maintain a particular speed. A hypothetical example is here:
30mph=1hp
60mph=8hp
120mph=60hp
180mph=190hp
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The answer to the question is: from turn-in, off throttle, not trailing the brakes, the bike will slow at the rate of between 3mph to 8mph/sec. Lots of variables of course but that's the quick answer.
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I remember this thread from long ago about friction. I've been going into tire grip and the elements affecting it for some time and had this recently pointed out to me: The laws of friction were cited with regard to tires. But there just one problem: those laws only apply to RIGID objects. Because a tire is not rigid, the law would not hold true.
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Coaches find that between sessions if they wait for their student to come around the track that their tires cool down enough to not provide sufficient grip. So in some cases they can lose their temperature within three or four minutes.
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The miles are the same in a day.
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Try this video for warmer questions
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I've ridden many different tire sizes on different bikes and really can't tell much of a difference once I get a few laps on them. I've ridden a 1000 with a 180 rear and it was fine... if you A/B compared you'd feel the difference I'm sure. Slicks last longer than street tires, at least the Dunlops do. Heat cycles are what our coach tires experience all day long every day they are ridden. It may make a 3% difference but nothing anyone could feel easily.
1) Don't sweat the size issue. 200's are fine. The AMA 600 class used to run 200 rear slicks...
2) Get slicks if you want durability (and grip).
3) Use warmers with the slicks to ensure you don't get a cold tire crash.
4) Worry more about tread depth than heat cycles.
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Yes we sell those tires and also Chicken Hawk warmers.
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Slicks will last longer, maybe almost twice as long as the qualifier 4 rear.
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To directly answer your question: more handlebar turn.
Same radius and speed, but less lean angle would be more turn of the handlebar into the turn.
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MotoGP riders are typically trying to dial up as much engine braking as possible. They can also dial it in or out for specific turns by GPS. If you are riding a track that is very "stop and go" with a lot of braking zones, I would dial it up. If it is a flowing track with transitions, I would use less engine braking so the bike does not pitch forward if you feather out of the throttle in a transition.
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Yes like mentioned above TTR125 or CRF150. I also recommend going to a school first that uses those bikes to try before you buy, like Rich Oliver's school or American Supercamp.
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The only reason there are no female racers in the MotoGP class is that too few enter at the bottom as youth racers. It probably takes between 3,000 and 5,000 youth racers to eventually end up with one who is capable of racing at the highest level. This includes having the family with the means and support and Olympic-level dedication to the child to make it past all the barriers to succeed.
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So the only way a motorcycle will even approach something like 2g's would be a very steeply banked turn.
Why become a CSS Coach?
in School Questions/General Discussion
Posted
I like the travel, especially to our foreign branches, the student interaction, lots of tracks and track time, and being part of a team.