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Keith Code

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Everything posted by Keith Code

  1. You and Valentino Rossi It's not often we are treated to the kind of excitement that Moto GP racing is providing us with today and we see a huge difference in what he can do compared to the other riders out there on the circuit. With Val Rossi we know that the equipment makes little or no difference, he has won on slower and less developed bikes; he breaks lap records on the last lap when everyone else complains about their tires going off and he has the same rubber as them. He's not noted, like some top racers, to maintain any sort of rigorous physical training regimen. What's up with that? I suppose we'd all like to be able to ride like Valentino Rossi. We admire him and then we ride and can't figure out how a Human could be in such command of so many aspects of riding when we are essentially doing the same thing on the bike as he is. You work the same controls that change the speed and direction of your bike as he does. So if it isn't the bike then it must be the man. And if it is the man it is the mind that guides it. If it is the mind that guides it, then the fuel for the mind is the perceptions of the individual rider himself that rules. When we look over the number of perceptions that we can have it is actually pretty staggering. We perceive, line, lean angle, traction, speed and the timing and degree of control application to put them all in some kind of sensible order for ourselves. There is the difference?what is a sensible order? When you pull on the brakes in a set of esses and someone else is wide open and upshifting you start to get some inkling of the difference between your perceptions. Leading the way on perception is our ability to process visual data. Or, more accurately, our sense of location in space. It is easy to see that location rules when it comes to working the controls. What one rider sees is vastly different than another, even though the things that are available to use as reference points are exactly the same. One rider's line is different than another's. How much different? Well, you might have a track that is 4 DOT lanes wide but the actual usable space for speed and control narrows down quite a bit from there. The amount of that space that you can use is limited, maybe 10 feet of it would be the amount of variance from one rider to another, maybe. That would be a generous estimate, it is probably more like 5 feet. Unless you are Valentino who seems to be able to make any line work. What's all the fuss about lines? Big fuss. When you break it down the only logical explanation is that a rider can choose and run any line that he can see. The corollary (an easily drawn conclusion) to that is, if you can't see the line you can't choose it and you can't run it. I can't count the number of times we've shown a rider a line and then followed him to see how good his "monkey-see-monkey-do" skills were only to find his line varied only slightly from what he had been doing and markedly varied from what we demonstrated. What someone uses for Reference Points (RPs) and how they use them is the key. This was my first real discovery on riding back in 1976. It changed my riding and everyone that I worked with made huge leaps in their own skills by simply becoming aware of this simple fact. What I now know is: there ARE other points that must be cemented in for a rider to have a solid enough foundation to even get to the point they can find and use good RPs with certainty and with confidence. When we take up Reference Points, and the other visual skills, on Level 2 we get to the real core of riding and it isn't that easy to master it. So what about Valentino? Our Australian school director, Steve Brouggy, has a great way of putting it. "If you could record what you see and record what Valentino sees you would have two totally different movies." I agree. As I have seen with lots of top riders, their biggest ongoing breakthroughs come in their ability to use their visual abilities, their perception of location. Why can a rider go through a turn 300 times and all of a sudden have a massive breakthrough and finally "understand" the turn? It happens all the time. I hope it has happened to you. If it hasn't then I know why. Valentino does it on the fly and it seems that he has honed this ability to its finest possible point. You can see it if you look closely. Watch his lines and see not only that he can use any line in a pinch but that the differences in his and the others out there really is different. Have fun watching for this. Truly, if you have difficulty seeing this from the camera's perspective you would have a very difficult time doing it on your own. What I'm saying is this: it's good practice to notice lines, your own and someone else's, it may give you a new idea on how to use your own eyes. Once you become interested in your lines, I hope to see you for Level 2 and sort it out. Keith Code ⓒKeith Code, 2005, all rights reserved.
  2. Wally, I first rode Chimney Rock Park Road in 1961... Keith
  3. Here is my take on this. Changing more than one gear at a time is fine on the street but not for track or other spirited riding. The thing about one dowhshift at a time is simple--you know what gear you are in. If you miss a shift while trying to go down more than one it completley blows the corner because you have to think it through on which way to go, up or down to get it back together. In a car you know where the stick is, that is quite different from a bike. Keith
  4. Jeff, Well done, it will be interesting to see what you do there at the school in August with the Level III tecnhiques under your belt. Keith
  5. The single most important lesson I ever leanred to get perfect starts is to make sure the throttle is wide open the moment before you let out the clutch and leave it there, all adjusment are done with the clutch lever to keep the front end on the ground and get a great launch. Keith Will Eikenberry taught me that.
  6. Get a 600, they are light and you won't outgrow it even when you get fast. Keith
  7. superdave88, Bad advice--take a look at how much Val Rossi or Tommy Hayden rides and how fast they go and how little they crash as your roll model. Forget the "you don't know how fast you can go until you crash" advice, it leads you to the wrong conclusions and doesn't mean squat when it comes to learning how to do it right. Keith
  8. shoj, Physical fitness is relative to a lot of things, age, weight, endurance and strength. If you are fit enough to do an hour of aerobics and are reasonable strong for your weight and age you can race with no problems of any great concern. We know racers who are old and overwieght but strong and have endurance that do really quite well. I've known other racers who didn't look as though they could stay on the bike for 20 minutes who also did well. Once you go to school you'll have a better idea of what it takes. Keith
  9. shoj here is the link to our school in the UK. if racing is what you want then take a look at who is leading the British Supersport class, Leon Camier who is on of our students. http://www.superbikeschool.co.uk/uk/ssl/ Keith
  10. The 600 Supersport in England is every bit as tough as our own series, lots of fast guys racing on really good bikes so here is one guy we helped a bunch and I made a statement to Road Racing World so I thought you all might be interested. California Superbike School student Leon Camier wins British Supersport round at Thruxton Keith Code-- ?Leon is doing great. We had him as a student last year when I was in Spain at Almeria and after that his sponsors decided to send him over for one of our Code R.A.C.E. programs last Fall, that?s when I started working with him one-on-one. He was already pretty quick but like lots of talented riders he wasn?t consistent and that is what we worked on. Leon crashed in the first round two weeks ago at Brands Hatch and wound up fourth in that one but yesterday he won a convincing victory over the field. I?m starting to have some fun again training racers. Our school director in the UK, Andy Ibbott, has been working with a 125 GP rider named Thomas Luthi. He was leading the 125 GP in Jerez by 3 seconds last weekend and had a mechanical with 7 laps to go so we almost had an international podium the same weekend with another of our one-on-one students. To be honest, I think what we teach is effective up to around 175 hp bike and tire combinations. I can see what Rossi and the MotoGP guys are doing and I can appreciate it but I don?t fully understand it like I do 600s, 125s and Superbikes. Maybe I can get a GP ride and find out!?
  11. This interview with me appeared in the April issue of Roadracing World magazine. I thought you might like to see it. John Ulrich was kind enough to give me a PDF version of the interview for you to read. http://superbikeschool.com/files/code-rw-interview.pdf The file is 600K and requires Acrobat Reader 5 or newer to view it.
  12. The funny thing about htis year is that more riders are choosing our new ZX 6Rs than in the years past so those are the spots that are filling up the quickest. I suppose with Tommy's amazing runaway win at Daytona that will only increase. So your chances of getting a spot on your own bike are better than they have been in the years past. I've ridden our new bikes and, just to put in a huge pump for our sponsor, they are really sweet. Last year's 636 was already the best bike I could think of for track training and riding and this year's bike is head and shoulders above even that---I really like them and the reason is that you just don't think about the bike after about two laps, it's always there for you doing what you want it to do. Keith
  13. Many many moosn ago Jack, Thanks and I think you'd be surprised at how much more we focus on what we call basics than we used to. That of course brings up the definition of what basics really are and that ranges from how to let the clutch out to being safe on the street if you ask most people but I don't think that is what they are. Getting the bike to cooperate with you is basics and requires a fairly in depth study and plenty of practice just to get that part of it out of the way. For track riding, learning how to back the bike in isn't going to be the thing that knocks off the next 2 seconds in lap times. Being able to set the bike on a line and learning yourself how to choose a line to me are basics because so many other things will go wrong if you can't do it. That is more of how I see the subject of basics. ciao for now, Keith
  14. In a word? Yes. Beyond his ability to repeat them. You can get caught up in the "flow" for a couple of laps but the glue that held it together for that time wasn't your level of ability at that time. kc
  15. Wally, That is an interesting point you brought up. We used to do a 125cc GP bike school with a companyin Texas who used to import them. It seems when you roll of the gas on a two stroke you have no back pressure slowing you down and it is spooky. What I noticed was the 125cc GP bikes slowed down about the same rate as a bigger, heavier four stroke machine. The 125 bikes weigh about 130 lb and a 600 four stroke about 400 lb. The momentum of the larger heavier bikes was balanced by the back pressuer you feel on a four stroke so it was a false perception to think that the lighter two stroke didn't slow down as well, it did. Keith
  16. xtrmin You've got it. That is one of the many reasons we emphasize the Quick Flick, it is one of the huge components of comfidence and goes hand in hand with turn entry speed becoming a tool instead of a dangerous black hole you don't want to get too close to. Really well done on that, Keith
  17. Exactly and most rider don't see how fundamental their Sense Of Speed is to GREAT cornering, fast or slow. Keith
  18. You have to use the brakes to get fast lap times and not get passed at every turn where there is brkaing. We are talking about improving our sense of speed without the brakes, that is all we are doing. Having said that I'll tell you a story about John Kocinski when I worked with him at Brands Hatch the last year he rode Ducati. He was having a bad time getting Paddock Bend sorted out and he was slow there and knew it. He was actually almost 3/10ths slow in that one short section of the track. I had him do no brakes into it which he did for three laps and then went back to the brakes and immediately was the fastest man in that section of the track. So, if the question is "who or what skill level rider can improve with this approach to improving their sense of speed, that list would have to include guys who have already won world championships. Who knows, maybe the rest of us can improve also...! Keith
  19. Marc, What gears you use isn't that important if you can get your turn entry speed right. It might be a 3rd gear corner that you are doing in 6 th gear, who cares what the drive off the turn is like--if you got the right entry speed you won--know what I mean? The question is: is it harder to twist the throttle on the exit or judge your turn entry speed accurately? If it is the latter then you take the time to bring it under your control and forget about the dirve off the turn until you are confident in yourself on the speeds going in. Keith
  20. The Fine Art of Braking By Keith Code By survey 100% of over 10,000 riders agree on this point: they know that if they possessed the ability and skill to get their turn entry speeds consistently right, their confidence would soar; they would feel more in control; they would be faster and they would be smoother. Here is some information on why you might want to master that ability. Coasting Races In the mid '70's I was introduced to an amazing form of "racing". Four or five of us would get together at the top of one of our favorite southern California canyon descents; turn off the engines; line up across the road; heckle each other; count to three; pick up our feet without pushing off any more than was necessary to get moving and laugh and yell out insults to one another all the way down to the bottom. Most of the runs were a couple of miles long with lots of turns. That's a coasting race. The rider who coasted the farthest and fastest (they were usually the same rider) "won". There weren't any tricks, equipment mattered little, it was all you. Well, I did have one little trick -- pushing the pads back into my front caliper to eliminate the pad drag. The camaraderie was elevated enormously by the fact that, unlike our usual canyon rides we could, for the most part, communicate throughout the descent. It was such a delight. Even when it went wrong and someone crashed (like me) I still have fond memories and get a warm sensation when recalling it. Strategy of Coasting Races On the technical side of things: I was immediately impressed with several aspects of this form of entertainment and a couple of those points were indelibly printed in my memory and became a part of the California Superbike School over 20 years ago. The simple trick to winning a coasting race is the obvious, the rider who could maintain his momentum by using his brakes the least generally would prevail. Doing an entire run down some of the steeper roads with little or no braking took as much or more mental grip than doing it with them, this becoming immediately apparent in the first semi-tight corner you came to. Unwilling to give up the momentum yet afraid of the speed which had accumulated, your focus and interest became laser sharp. Sure your hand would be poised over the lever and sure it took some supreme acts of willpower to keep from using brakes and sure you would make errors and have to use the brakes but you also paid closer attention to the speeds than you normally would. The reduction of distractions like engine noise and gear changes and throttle and charging the corners with hard braking were all eliminated and it allowed you to make much finer estimates of your corner entry speeds and maintain that precious momentum. Low Noise, High Speeds After my first coasting race I realized I never would have gone through those turns with the power on as fast as I had done with no engine running, no charging and, for the most part, no brakes. It made me realize just how distracting those things really were and just how much of my attention they absorbed. One of the things I have noticed when I watch students is how erratic their turn entry speeds often are. That comes from the idea they have to charge the corners and brake hard but they can tend to over-brake and foul up their entry and corner speed momentum. Low Speeds, Quick Times One day, as I was driving up to the Laguna Seca track in northern California to do a school, I realized that if anyone was going to overcome this self generated confusion from over-braking, the quickest route to that was riding no brakes. Once I got to the track I tried it out and rediscovered what I'd already figured out before from the coasting races. I went faster into the turns, my speed sense and judgement became sharper, I worried less about my entry speed and found that getting back to the throttle earlier was significantly easier. I thought it would be worthwhile to have the students try it out. While it is true that some tracks lend themselves to this form of sharpening your riding skills better than others, I did begin to notice a trend at different tracks. The riders who stuck with the no brakes, even after we officially switched back to using them, made more improvement in their speed and confidence than those who were "testing" our brake pad material by charging the turns. Ignore the Instincts It's almost as if riders feel obligated to charge turns. It's the idea that you will go faster because of it and seems such a simple and direct route to that end but rarely works. The instinct to brake late and hard is like clubbing a female to then take her for a wife. That plan isn't going to work. I have observed many truly diligent riders who ignored the instinct and stayed with the No Brakes format knocking off seconds from their lap times. To top it off they were achieving their quicker times with only one or two gears instead of the usual thrashing through the gear box. They might be going 20 mph slower on the straights but one should pay attention to the results (improved lap times and corner speed) not the impulse to go fast on the straights. As I have said a thousand times, the brakes become more of a crutch than a tool for most riders. Someone always whines about the no-brakes riding format at school. Well, crutches are notoriously hard to put down, aren't they? Riders claim it is difficult (of course it is), that they could go faster with them (faster down the straight away, yes); that they "had" to use them (the crutch again) and on and on. What these riders don't realize is how satisfying it is to persevere at the exercise until you really get it, so you really can judge your entry speeds and really know you can do it. Very, very satisfying. Very, very big contribution to your riding confidence. Very! The Basic Idea The logic is flawless. Using or not using the brakes is irrelevant to the intended result of getting into the corner at the exact right speed. One either knows what that right speed is and can achieve it or they are guessing. If they are guessing they are paying more attention to it than they should have to. Guessing brings about inaccurate braking and inaccurate braking brings about rough and uncertain turn entries. Trail Braking (Definition: Action of trailing off or tapering off brake lever pressure and braking force as the rider enters the corner.) Trail braking is a valid and useful tool for any rider at any level of riding. The warning is this: when used too often, or as a crutch to calm the fear brought on by the inability to sense speeds accurately, it not only doesn't solve the source of the problem it makes it worse. As the pilot you must make the decision on when to let off of the brake(s). It is a complicated little piece of work with all of the other usual distractions you encounter at the turn's entry, e.g., setting the lean, getting the line and feeling the traction. Bottom line - if you are trailing the brakes towards a well known, accurately understood speed it is a tool. Otherwise it tends to become a crutch and invites riders to "charge" the turns, low line them, leave the throttle till late and make tricky and sometimes dangerous mid-corner steering corrections all of which could be avoided with accurate turn entry speed sensing and setting. Panic Crutch In contrast to the aforementioned, I see many riders who feel compelled to stab at their brakes in the last moments before entering a corner. While watching them do it, the only conclusion one would come to is that the speed was a big surprise; all of a sudden they become aware of it and it seemed too fast. This is an obvious error. They aren?t using the brake to adjust anything except their fear. In either of the above cases, an accurate sense of speed opens the door to confidence. Results Then and Now The essence and final result of any brake release for cornering remains what I said in 1980 in my first Superbike School lecture and on page 64 of the first ?A Twist of the Wrist? book in 1982: To set the speed of the bike correctly for that place on the track (or road) so that no further changes are necessary. In other words, you get it right. Not too fast, not too slow. Braking itself is an art within the art of cornering. Your sense-of-speed is the underlying resource you have to get it right. As an exercise, no brakes riding will help improve your sense-of-speed. Do no-brakes whenever you have the opportunity and see what happens to your sense of speed and see what happens to your riding. The best part is that once you have combined a good sense of speed with the other twelve basic skills of cornering it all begins to come together. It is truly one of the skills that allows you to discover the ART OF CORNERING. All the best, Keith ----- ⓒ Copyright Keith Code, 2004, all rights reserved
  21. Will, I'll offer my congratulations as well for a terrific season both at the races and your 5 championships and second overall and the great work at the schools keeping our 27 Kawasakis in top working order every day for every student. I hope you are ready for all the new 2005 bikies you have to set up and selling all of our 2003 and 2004 models 636's. If even half the students who wanted to buy them for track bikes call you they'll be gone by the end of Janauary and you can get to working in your race bike for next year! Everyone at the school is proud of Will and his phenomenal record both this year and last. When you consider he is beating bikes often with over 10 horsepower more than he's got and giving up usually around 50 lb to his competition, you start to get the idea of how well he rides. Congratulations, Keith
  22. komodoracing First off you have to look towards the basics before you get into any confusions about your turn entry. My question is: in the types of turn you are talking about (and it would be good if you gave an example like turn one at Willow Springs) do you have an actual turn in point already established or are you just turning in when you feel your speed is OK? Keith
  23. The Forty-eight Parts of Riding Warning: Before you read this article you should know that it will create more questions than it will answer. Consider yourself forewarned. Reality Check For the cornering enthusiast, there are at least 48 different aspects in riding a single corner. Riders observe, record and scrutinize these points, usually without being aware of doing it at all. A while back I started out with a list of 14 things riders monitor in turns. I never imagined it would become so extensive. During its development, I mainly used the list to help racers identify and clarify aspects of their riding skills. Now, we?re starting to use parts of it in our Level IV School sessions. Several interesting things have come to light while quizzing riders using these lists. 1. As expected, each rider relates to the 48 points on the list a little differently. 2. As above, it was discovered that awareness (on many of the points) was low or even subconscious. Many were lumped together with other points of riding and never before isolated as separate and individual aspects of cornering. 3. Once each point was discussed, clarified and understood the riders were then able to grade themselves on how well they felt they executed them. 4. Even professional riders had no names or even slang type racer-expressions for most of the points covered. As it turns out, there is great deal of awareness of a great many things while riding. These can be recalled once the rider?s attention is directed to them. Apparently, each of these points occupy some corner of a rider?s attention?they wouldn?t know what they are otherwise. Even the absence of terms that describe these perceptions is valuable data. That fact brings us closer to understanding why some riders excel at the sport. The better the rider the easier time they have isolating and grasping the points. Their ability to translate them into real world actions showed me they were more aware of the points than other, less skilled riders. I see riders, and you?ve seen it too, struggling with this lack of descriptive terminology all the time. Without the descriptive words what do we do? We use hand gestures and facial expressions when describing different riding situations! The Name Game What I?m saying is that inherent in the problem of rider improvement is the lack of names for these often flimsy and fragile perceptions. If you don?t have a name for a problem it makes it hard to discuss. If it can?t easily be communicated it is difficult to solve. Example, if you can?t easily communicate what the front-end feels like when you lose it (within an acceptable range) how would a rider recognize it when it happens? How would he know whether it meant an impending crash or if it was just good feedback on the traction limits from his front-end? You can say ?I was pushing the front-end in turn_______.?, but where does his imagination take him if he hasn?t done that? Unless you figure out a way for riders to easily experience this or develop the words to describe it, your communication on the subject would go nowhere. No matter how many hand gestures you make. This points directly to the heart of the matter of rider improvement and one of its major pitfalls; communicating what things feel like. Having a name for things helps. Short of having a good descriptive name for something there is the building of fundamental skills that keep the rider out of trouble and in control. That is what we do in our levels at the schools. Now we have another tool. The list of 48 has given us forward motion in helping to bridge the communication and experience gap. Categories and Solutions For 25 years I?ve been evaluating and re-evaluating the school?s curriculum; adding and subtracting things as we see fit. As this list started to shape up I began an inventory of what techniques we coach at CSS to see if the 48 points were covered. Our current arsenal of drills and exercises numbers around 20 so how could we be covering all of these points? At first I was a little deflated. However, as I looked closer it became apparent that the 48 points could be grouped into categories. Examples of the categories are: traction, lean angle, stability, speed, corner entry, corner exits and lines. Looking Deeper From the perspective of an educator you have to design something that communicates and that brings another interesting problem, it?s one of those ?which came first the chicken or the egg? things. Is the rider working the controls from the way the bike feels; making a mental decision before working the controls? Looking (with his eyes) then making a decision and then working the controls? Do we naturally take into account the lag-time between looking then feeling and then initiating control actions? Is the rider ?ahead of himself?; is he riding right in present time or slightly ?behind? himself to make these decisions? Is this all guided by what he did the last time he made this or another turn like it? How often does he flip back and forth from one sequence of seeing and feeling what the bike is doing to another? See what I mean, a lot more questions than answers. Whatever approach you finally use must be based on a keen understanding of what the rider senses, how he uses it and a clear picture of which chain of events he uses leading up to controlling the bike. Try One You could ask, ?Is it really so complicated?? Isn?t there some simple way of going about sorting this out? Sure, once the categories are established, a few of which are listed above, then it does become somewhat simpler but beware, it also brings up more questions. I?ll take point number 27 from the list under the category of LINE so you can see what I mean. 27. Do you have Immediate Certainty on your Line?? This breaks down into several questions of its own: 1. Can you see and understand the exact line you are on right away after getting to your final leaned-over angle? 2. Do you have to wait a while to see if it is right or not? 3. Do you know it?s good sometimes before you even know that you know it is? Refinement Breaking this tiny portion of time down into its mini component parts can be done by referencing: 1. Time, how long does it take you? 2. Distance, what is the distance covered before you know? 3. Your attitude, how does it make you feel when you have to wait? 4. A description of visual data, what were you looking at? 5. The feel you get from the bike, was the bike stable or what? 6. Perception of speed, were you trying to decide if your speed would get you where you wanted or not? 7. Lean angle, could you tell if it needed changed or left alone? and 8. Traction, is your awareness of traction at this point too attention consuming? These are but a few possibilities of additional questions. But wait, there?s even more. The answer to those bring about a whole other column of questions. Super Refinement Which of the above is more important than the others? Can Humans multi task--input and process--this much information? Do we monitor this sequentially or simultaneously? Do all riders do it in the same way? You can see the problems in working this out. But most importantly, the value of this line of questioning is rider improvement. To access this value you have to be able to rate yourself from 1 to 10 on point number 27. Can you do it? Go back and look it over. Tricks or Basics Sure the things that we?ve developed over the past twenty-five years like the Lean and Slide Bike, the Panic Brake Trainer, the Control Trainer and our various video inventions are a big help in solving these areas. When we broke our school days into individual ?drills? in 1983, that was a major breakthrough in rider training all on its own. That was the beginning for me. I knew then that, luckily, there are simple answers. Unfortunately, it isn?t just one technique that covers #27 of the list. It?d be nice but it?s not so. What we have here is a very detailed process built on the true fundamentals of riding: throttle control, visual skills, traction sensitivity, ability to turn the bike accurately, rider input, speed setting and line recognition skills. All of these have to be in place for any rider to rate high on this Certainty of Line aspect of riding, # 27 above. Is anyone likely to get to be a 10 on this in even one corner on one day? Sure, its possible. Could anyone get it right for every corner on a given track in one day? Hmmm, haven?t seen that happen. When mastered is it one of the parts of a rider?s confidence? Think it through?if you could get point 27 on the list really right all the time, how would you feel? See answers below... The Benefits Here is a partial list of what you would have conquered: 1. You could see your line right away. This reduces the tendency to target fix. 2. You wouldn?t be sitting on the bike waiting while you search for the answer to ?where am I going in this turn?. Perhaps the most important question a rider can have. 3. No doubts about when the gas should go back on. Being able to achieve throttle- induced stability earlier in the turn is always a plus. 4. Total certainty on any steering corrections you might have to make. This dramatically improves timing the steering inputs to be most effective. 5. A solid idea of where the bike is going to wind up at apex and the exit. Having good prediction on this always inspires confidence. 6. Huge reduction in rider tension on the bike. You don?t have to be wound-up about steering inputs you imagine you ?might? have to make. How valuable would the above six points be to you? OK, there are 47 more points, let me know when you are ready to start (or continue) working them out; we?ve got over 100 school days in 12 countries in 2005 to handle it. Keith Code ------ ?Keith Code, 2004, all rights reserved.
  24. Take a look at the "rear brakes" thread that just got posted here. keith
  25. Riders, Part of what is happening with this technique of throttle and rear brake is applying to opposing torques to the rear swing arm pivoting in frame which affect the hwole chassis. The throttle-on (of course depending how much is applied) tends to jack the bike up and the rear brake tends to suck it down. This would make the bike feel different promarily because it would dramitically alter the feel you would get from the rear suspension of the bike. Some bikes may feel better with the rear suspension in tension, especially ones that have either too light a spring in the rear or too heavy a spring. Too heavy? Yes, because under braking that too heavy spring can top out the rear shock and make the ride like a buckboard. Sucking the backend of the bike down a little in this case could provide some travel and a potentially smoother ride. By the way, this technique worked out really well on 1970's Kawasaki Z1's which had swingarms and frames that were pitifuly weak and flexible. I raced them I know... Magizine editors always come up with interesting material but it isn't alwasy presented after thorough investigation. I think on one hand that this technique could make up for some bad riding habits we've seen riders have but at the same time it adds complexity to the situations which is unnecesary. Situations mentioned that he suggests it be used for can all be handled by skilled riding without the complexity. Additionally, riders can adopt techniques like this as crutches which can close the door to further understanding of the bike and their riding skills. Keith
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