Cobie Fair
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Posts posted by Cobie Fair
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Hello all,just joined and thought I'd better do a quick intro. Originally from Scotland but have lived and worked here in Japan for 18 years. Been riding constantly for 22 years with the last 6 being mostly track based thrills. Have the good fortune to be within 2 hours drive of Suzuka circuit and about 3 hours drive from TI Aida (now known as Okayama international) circuit. Last three years has seen me concentrating on Suzuka. Most of my Road-race track time has been done using a 2000 model Aprilia RSV Mille with a few sessions this year on a newly acquired '04 R1. Probably somewhere around fast intermediate to slow expert in the race series I participate in and this summer managed to get a ride in and complete the Suzuka 4 hours endurance. Was 8 laps down on the winners but that didn't detract any from the fun and experience. Hoping to expand my knowledge, understanding and practical application on various aspects of riding, over and above what I have read and re-read in TOTW. Oh, and hopefully manage to overcome a few survival instincts that have me entering a couple of corners thinking "Damn, I could have gone in a bit hotter there". Cheers, Dom.
Hi Dom, and Welcome!
Certainly had heard about Suzuka, but not about the other circuit. So, what are track days like in Japan? Are they track days, do they try and also give instruction, what do they cost, how much track time do you get, etc.. Never been to Japan, so just curious about how they run them.
Best,
Cobie
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Hi Teg,
I know Stuman answered, but one point that you bring up is that you feel slightly "lost" for a second.
This is pretty common. What are you going to need to do to sort this out? Will your Level 2 skills help here? Maybe more RP's, 2 step or 3 step?
One thing you might want to know: We've had some really top riders in the last few years, and even at a school in November we had a guy currently racing in 250 GP. He spent most of the 2 days working on visual skills. I wonder if they are the toughest to get really, really good at.
C
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2008 has been a good year, 2009 is shaping up very well. People still need to ride! We are still looking for coaches. Read on, fill out the application and send it to me.
Here is the process:
1. Read the description below the dotted line for what we are looking for.
2. A very good riding skill level is required from our coaches. Some have met the other requirements, but had to work on their riding skill, and eventually became coaches. While riding skill is important, as or more important is ability to learn, ability to communicate and get along well with a wide variety of people, can endure hard conditions (school days are long!), and can attend enough school days in a year.
3. Please review the description and application carefully. This will ensure you won't be wasting both of our time with questions that are already answered.
4. If you fit the description, or think you could meet the requirements soon, fill out the application that is attached and send it to me. In truth, I'd rather have you try out and let us decide if you meet the requirements, than not have you try out at all!
Cobie@superbikeschool.com
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If you can answer yes to all of the questions below then you may be just what we need. If you can't, let me know and we'll go from there.
1. Have you already taken the Superbike School (since 1995, preferably Level 1 and 2)?
2. Have you roadraced?
3. Are you already pretty fast? (don't have to be a track record holder, but can't be slow).
4. Are you friendly and personable--enjoy talking with people?
5. Do you learn new things fairly quickly?
6. Can you devote minimum 10-15 school days per year (not including travel time)?
7. Are you willing to do difficult homework, and have every aspect of your training skills scrutinized?
8. Have you read the Twist of the Wrist books?
9. Would you enjoy helping people learn how to ride better?
We are very selective and everything you say or do in the application process counts. I?m not interested in squids, dopers or short term relationships. I am looking for enthusiastic individuals that want to learn how to become great coaches.
If you think you have the right stuff, download the application and e-mail it to me!
Best,
Cobie Fair
cobie@superbikeschool.com
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Oh, that's just fun.
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Yike! We had a day like that (rained all day, cold 38 or so). But at least it was at Loudon, NH!
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Riding in the rain certainly presents it's own set of challenges. Like Cobie said the surface plays a big part in how far you can lean it over or how how fast you can go or how hard you can brake or how quick you can turn before you loose traction.
I think the thing to remember when searching for the limit of traction (wet or dry) is to approach the limit gradually. You need to slowly and progressively work toward more lean angle or harder acceleration, or ...
If you blow past the limit of traction, the slide you get will be more abrupt and you stand a much better chance of falling down.
If you sneak up on the limit, the slide you get might not be as big and you stand a better chance of controlling it.
Sorry, I know that doesn't really answer your question. I have a hard time putting into words the sensation you get when you're about to loose traction (wet or dry).
I know I've mentioned it elsewhere, but a relevant article is the one on "Bands of Traction" here in the forum.
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Hmm, I'm not sure why the forum would look different from one pc to another. It must be some setting in your browser as I assume you are using the same user name to login on each pc. Your user name on the forum should control all your personal preferences so they should be the same from one pc to the next.
Are you using the same browser?
I would check the browser settings...
I imagine you will but let us know if this sorts it. If not, maybe Jaybird of KK will know what to suggest.
CF
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I do thousands of miles on the street, and find that from learning and practicing the techniques taught at CSS has made a massive improvement to my riding! I dont own a track bike, but use my road bike for only a few trackdays and a trip to the nurburgring every year, I even sacrificed a few trackdays this year to afford my level 1 and will be doing the same next year for levels 2 and 3, The principle is the same whether on road or track, you will find that the CSS here in the UK have been involved with training the police the techniques and we even have insurance companies that will give discounts on your bike insurance if you have attended the school,
I hadn't heard specifically we'd trained UK cops, doesn't surprise me, we've had some come here too.
I found when I just rode on the street, and didn't get any track riding in over a few years, my riding gradually deteriorated.
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For that point, I agree with Willy. Yes, you can accelerate with your foot on the rear brake. Then, since the caliper is fixed on the swingarm (not only through a bearing like with the wheel), the rear caliper try, during braking, to lower the swingarm pivot and then compress the shock, even during a acceleration... You have then a little more rear grip due to the little squat rear weight transfer, but less driving force because the brake application. Then you can change for a moment your geometry with the rear brake application...
What would be the use or application for this (using the rear brake during acceleration)?
CF
I don't do this with my CBR on the track but with my CRF on MX track to give more traction on the rear in certain corners...
OK, I'll bite. What kind of turns/what situation would you use this for? I'm not expert in the dirt, and ride very rarely, but I like it.
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I've noticed the pivot axis is vertically higher the faster the flick. IOW, if flicked quickly it appears the tires move outward at the same time the rider leans in. Lazy turn, the bike moves about the contact patch. It's clearly visible when following.
Seeing evidence of coutersteering?
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I was running Pirelli DOT, Mediums. I bought a set of Dunlops DOT Race,(soft/front & soft-medium/rear) from the Superbike school. I did a track day,(at Thunderhill) last Saturday on the Pirelli's then switched to the Dunlops on Sunday. The tire guy at the track was a Pirelli dealer so he told me my bike would be set up completly wrong for the Dunlop tires and said that hey would over work my suspension. so I took two turns out of the ride height on the rear and increased the rebound damping on both front and rear. The Dunlops felt way better to me. Better holding power coming out of the turns, and the suspension seemed to work better. I'm going to Infenion this Saturday and Sunday, I'll report back what I think on Monday. By the way as soon as I'm finished with this post I'm signing up for level 3 & 4 for Infineon in March!
There are a few guys that have use both tires, and the normal comment is the Pirellie's are much softer, and that requires different suspension settings (as you are finding out).
Not familiar with your ride height adjuster, but for sure it was ride height, not preload?
Maybe Stuman will chime in, pretty sure he has run both tires.
CF
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Hello, my name is Jesús, i´m from Spain (Madrid), and I love the world of the bikes,I have competed during years in Enduro and supermotard, i saw the one video tape of Keith Code and this is the reason that I have arrived up to here, would want to remove the divided maximum from this forum and to learn everything what it is necessary to mount better in my motorcycle, after many motorcycles, I have a Honda for Enduro, and a wonderful Kawasaki Versys,the queen of the manageability,and with that I sally of weekend, I travel and ride in circuit, Ok thats all!
Bye!
Hi Jesus,
Welcome to the forum, glad you are up here. What is the video that you saw?
Best,
Cobie
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Hi Teg,
I've gone ahead and moved the topic.
It sounds like you have done all the school levels, is that correct? You refer to Level 2 and 3 techniques, so I'm assuming so.
I'm not 100% clear on the exact question you have, how to treat 2 turns that run one after the other and flow into 1 turn? Are you wondering if you are handling the turns correctly, are other guys doing better there than you, are you late on the throttle coming out, do you think you should be faster in the middle, do you have a turn point in the middle (is one even needed)? Here are some questions, we can even look at them one at a time, let us know.
Best,
Cobie
ps--we can use the Cadwell turns as a reference, if that helps
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I have heard the same ration regarding hp to weight: 7:1 so I think it is probably right.
One thing to remember though is that weight affects acceleration much more then top speed. Aerodynamics is more a factor in top speed. The guy above would certainly be at a huge disadvantage in both areas. As am I
I'd heard the same numbers.
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Not the Original question, but I've been studying this lately in race footage; MotoGP, AMA, etc. It doesn't look like they turn-in fast at all. Maybe I would see something different if I watched qualifying when they were doing fastest laps versus defensive or racing lines.
Try timing some guys, and in different turns.
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For that point, I agree with Willy. Yes, you can accelerate with your foot on the rear brake. Then, since the caliper is fixed on the swingarm (not only through a bearing like with the wheel), the rear caliper try, during braking, to lower the swingarm pivot and then compress the shock, even during a acceleration... You have then a little more rear grip due to the little squat rear weight transfer, but less driving force because the brake application. Then you can change for a moment your geometry with the rear brake application...
What would be the use or application for this (using the rear brake during acceleration)?
CF
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Haven't done much street riding lately
Track: Full outer gear and back protector. I always wear a full under suit to. If it's warm, a Kushitani one piece vented liner. if cold, 2 piece long underwear, mock turtle neck on top. I comment on this as I find the full length gear better than shorts. Short sleeves or pants bind me up a little bit (particularly at elbows and knees) don't find it as easy or comfortable to move around on the bike.
C
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I agree, these corners would be good candidates for trail braking. In turn three your kinda leaned over going in there and it is closely followed by another corner. Turn nine is closely followed by another corner as well.
I'm not sure if maybe it was mentioned earlier in this thread, but to me any corner that leads into another corner can be a good candidate for trail braking. Mostly because I feel that getting into such corners fast is more important then getting a drive our of them or getting on the gas super early. As always there are exceptions, but it works for me as a rule of thumb.
If a corner is followed by a straight you need to think about your exit speed more. In these corners trail braking probably isn't such a good idea.
Like at Willow Springs, trailing the brake into turn three works OK, but I wouldn't trail brake into turn one.
Very long late apex decreasing radius turns are what comes to mind for single turns.
C
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I've grown accustomed to wearing my back protector. It's a PITA to wear in street gear though, but sometimes I still do.
I'm not sold on chest protectors. They would seem to not offer the freedom of movement I imagine would be required. Perhaps I'll feel different if I actually tried one.
JB--yeah, I haven't worn one either, but our new back protectors are so darn comfortable, supposedly award winning too.
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One skill might be the ability to evaluate information. Prioritizing information too, what are the REALLY key skills, and in what order.
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How about TC #1?
C
TC#1, of course its so obvious, a good line through the turn is a line where TC rule #1 can be used!
Right. And if the rider runs wide...well, how good an idea is it to add more throttle when running wide?
C
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Dear All,
I'm suspending Racer, we don't seem to have the same ideas on how communication should happen, and the manners that are required on this forum. If Racer would like to communicate, he can e-maiil me personally. cobie@superbikeschool.com
We want all to feel they can participate and we really like to know what the members think and also what they want to know. Forums have a great potential for communication and getting information out, and all should feel welcome (at least that's our view!).
I think we have a great forum, would like to make it even better (partly selfish, I learn stuff up here all the time). A thread was just started on protection, hoping that leads to some great info. (OK, I did wonder at first what it was about...not sex related).
So please post away!
Best,
Cobie Fair
Chief Riding Coach
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It seems that this topic doesn't get as much attention as it should. I am just wondering what type of protection does anyone use? Spine, chest, or does the armor in the leather jacket work well enough or if you wear a protective suit under the leathers. Just curious to how far to take it and what works and what doesn't. interested to know what anyone has to offer.
Good question/topic. We recently got some back protectors from Force Field, liked it so much I bought one and use it every time I ride. They also have a chest protector, that I haven't used yet. Let's see what the other guys are using/doing.
CF
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Racer, I'm done. You obviously feel what you recommend is the only "right" way to perform a given technique and don't really want to listen to what others have to say. I stand behind everything I have posted on this thread and am not "backing off" anything that I have posted or implied.
I find your condescending tone insulting and really don't care to continue debating this with you.
Racer--
I have looked at your comments and found them to be as Stuman states. Stuman is one of the top coaches in the world, Class IVA. He coached full time for me for several years, coached for both of our branch schools, (UK and OZ) even was a coach for the wheelie school. Highly qualified is an understatement.
I have privately asked you to be more polite on this forum, 2 times, after recieving PM's on your attitude. I know of 2 more from the recent exchange with Stuman. I don't like being a cop, and mostly people can work out things they want to talk about, if their manners are good. Even if they don't agree. But if you cannot figure out how to let people express their own viewpoints without slamming them for it--making them appear stupid or wrong, I'm going to suspend you. There will be no further warnings.
One aspect of the forum population that we are trying to get involved are the ones that don't post as much, if at all. If they believe that a knowledgeable person like Stuman is going to get ripped up, they just might not want to post and stick their necks out, and that's not the kind of tone we want here. People generally learn better when a lighter tone is used.
Regards,
Cobie Fair
Chief Riding Coach Worldwide
What Is Needed To Make A Rider Better/faster?
in Cornering and Techniques
Posted
We here this pretty often--some find they can practice the techniques, some find it hard. Jaybird mentioned mindsets, so that might be a clue to what he's talking about, and maybe we could seperate that from straight technique.
Ace brought up exact technique, and listed specific ones. Aside from hanging off (where in some places they consider that "exibition of speed") what techniques could NOT be practiced.
What do you guys think on this?
CF