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Keith Code

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Keith Code last won the day on April 19

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About Keith Code

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    Cornering Guru

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  • Have you attended a California Superbike School school?

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  1. E C; Thanks for the report, too bad it was wet. Next time 🙂
  2. On to something valuable is good, that's the way its been going since I started coaching way the hell back in 1976 🙂
  3. El Colibri; First off, thanks for trying it out and comparing it with the other technique you'd done before at the school. That gives your observations more credibility for me. Yes please, do come back after your COTA tarck day and let me know but I'm willing to wager that if you can get it to work on the street, it'll that much easier there and the COTA apex 'curbing' is already pretty friendly. Keith
  4. This thread started me thinking. Dangerous, I know. Some riders, very good ones, claim they just know where the tires are and can hit a tight apex. I can't but I'm happy for them. Knee to curb is workable, or, more descriptively, Knee Over Curb. 9 out of 10 students reap substantial improvements with that drill. AS Hofoot said, she can't see the tank on her small bike and if body position is good, with head low and turned in to the corner, it may be similar on a big bike. The more "GP" the body position the less tank you'll see. One other thing just struck me as a possible
  5. Lebedo; I wasn't worried about you stealing my stuff, everything in the books and videos is for riders to improve themselves, if you see better ways to instruct from the books and videos and you see it helping your students, I'm happy about that. The bike should not stand up once pressure is released after the counter-steering pressure is applied. If the rider is crossed up as you illustrate in the photo then it WILL have the tendency to stand up. This is possible. Also, riders often restrain the bars with the opposite hand e.g., press the right bar to turn right but their left
  6. Where and for what rider training organization do you instruct? I'm asking to get an idea of what the purpose of the training is that is offered. Your questions can be answered I just want to get some background on your instructing.
  7. Lots of good data from some of you and especially Hotfoot’s info. Here’s just a bit more on the subject of Pivot Steering. May be repetitive of some data already written but look it over an do the experiment at the end for fun. My statement in Twist II about getting your weight closer to the center of mass or center of gravity by weighting the pegs rather than the seat and any implication that it alters the center of mass (COM) or center of gravity (COG) was, or helps in any way is, for lack of a better words, junk, incorrect, wrong. Weight in the seat or on the pegs does not change
  8. I was so proud of that shot, no one had ever showed how much distortion there was on setting down a wheelie of angle. There's so much going on that we still don't fully understand.
  9. Look again. He rolls it off to get it pointed up the hill to #4 right before and just after the second apex. The uphill magnifies the slight roll off to bring the bike around and minimize lean on the exit and his getting max gas towards #4. If you look closely, the speed at the second apex goes down, only 1 mph, but that's enough to get it pointed. At least for him 🙂 In addition, that slight roll off transfers weight to the front allowing the bike to turn a tighter arc at that point. KC
  10. First off, how do you define "maintenance throttle"? Brake release is, as Hotfoot pointed out, corner specific. What the 2 second brake release is, is an average, some longer, some shorter time. There are a few, but not many, corners where it would take a whole 2 seconds to go from upright to full lean. If you are thinking about then to get back to the gas, that's simple, as soon as the bike is pointed to the apex you intend to hit. If you can get the bike turned, and aimed there, very quickly you now have the opportunity to get back to gas. That could be very early on, well before w
  11. No Vic; The drills are along the lines of getting the best positioning on the bike with what you have to work with, in our case, the S1000RRs. We do also have foot pegs that we designed which are far more comfortable and stable than standard ones on any sport bike. KC
  12. No patent, patents are a PITA. All they really give you is the right to hire a lawyer to defend your patent. Kind of cynical 🙂 It's just an idea I've had for many years. A good coach can help adjust a rider to their bike which mostly means doing the best with what you have and what you can adjust. I spent two days with Joe Roberts last Fall playing around with foot peg positions, one day in the garage and one day at the track. In the end, pretty much everyone has to deal with some degree of compromise. There are some basic drills we've developed to find optimum seating position and peg pl
  13. Thank you. This is an area we are still researching and figuring out. We've developed quite a few body position drills for both on and off track (skid pad) exercises. It still mazes me that something that looks so simple--getting into good body position habits--can have so many points of resistance. I'd love to have a body position bike where every dimension of it could be adjusted: where the seat, tank, pegs, bars could be configured any way you would want them. For example, if the tank could be lengthened, shortened, widened or narrowed, raised and lowered, along with the other components, e
  14. Speed and Direction When riders say they would like to increase their confidence and control, what do they mean? Aside from pleasing the eye and entertaining discussions about them, all motorcycles have the same six controls–throttle, front brake, rear brake, clutch, gear lever and handle bars. Those six controls are how we change or maintain the speed and the direction of the bike. And, that is all they do and it is all you do while riding. Good control amounts to correctly choosing where and how much you change the speed and direction of the bike. Likewise, any and all decisions yo
  15. Rider Improvement What There Is to Learn I’d like to point out some things about riders and rider training. Below is a list of six categories of riders and how they regard the idea of training and rider improvement. The next section covers the results; the kinds of things we look for and you should expect from rider training. The Six Categories of Riders 1. Ones that have tried to improve, failed at it and lost interest. They're basically locked-up on the whole subject of rider improvement–they don't want to know about it. 2. Riders that say there is nothing to lea
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