Cobie Fair
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Posts posted by Cobie Fair
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People get pretty passionate about coaching others, and will put up with quite a lot to do it, er...so I've heard
CF
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Hi Nainoa,
Welcome to the forum! Thanks for the pronunciation help, I was stuggling with it until I read the rest of your note. Where does your name come from?
Sounds like you commute, so here's a questions--are there any types of riding situations that make you a little nervous or tense on the bike?
Best,
Cobie
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Shany,
Well, that's about what I figured, but didn't think the costs were that high. Insane that insurance would be so much more too!
Are dirt bike cost that high too--seems like for practicality, a nice dual sport bike might be fun?
CF
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How about Troy Bayliss? 2 years on the Ducs in MotoGP, no real results, back to WSB has done well there for sure, then back on a MotoGP bike for a cameo and wins!
There for sure are different riding styles, and some do well on one and don't adapt as well to another. There have been many that haven't made the transition from one type of bike to another. James Toseland hasn't really excelled this year, despite early promise.
There are going to be a few different aspects to this: the team and technicians one has, the rider and his approach, his personal support, the bike and the tires pacakge, just to name a few (how about just being a teenager or just past and having to travel worldwide for the first time?).
Over the years I've liked reading the interviews with the crew chiefs: Erv Kanemoto, Kel Carruthers, Jeremy Burgess to name a few. One theme I got was they understood their riders very well, and helped them. I remember reading 2 interviews some while back, and these guys both said they would do stuff/approach one aspect of the problem by simply what could they do to make the bike easier for their man to ride.
Contrast that with a rider that comes into a team and is told to use certain settings (as they worked for the guy before), but they didn't work for him! Rumor, but heard that happened on a top WSB team some years ago. The guy improved immediately when he got very insistent on going his own way.
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NY Dude,
Those corners begin with a fast decreasing radius (kinda long at the beginning), and then leads into another decresing radius. The fast guys were braking most of the way through the first turn, maybe cracking it on a little at the end (for sure not rolling) for the 2nd turn. Too much throttle, run wide going into the short straight, no?
CF
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Didn't the Ducs have to get a rise in capacity to 1200?
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Aargh!!! Don't say anymore!
I haven't watched those races yet!
I'm with Jaybird... please post spoiler warnings! LOL!
Wow, I figured the stuff on my DVR was way out of date--OK, OK, I'll warn you next time
C
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Hey guys! My name is Shany, 26 from Israel. I'm new here at the forum, and as well in the motorcycling world. I got my medium level licence (up to 33hp) few months ago and need to wait 1 year before I'll have a permit to drive unlimited bikes (33hp and above), Since my licence permit I haven't rode, because I rather study right insted of my own and get used to huge life threatning mistakes. Utill i'll get my new licence (few months left) I'll read here and learn some basic and advanced material. Since I live in israel, the only way I can participate in this amazing superbike school is via the school that is located in United Kingdom, So once I'll get my permit, I'll be heading my way to study how to ride properly there (courses and 2days camps). Until than, Nice to meet you all. -Shany
Hi Shany, and welcome to the forum!
What kinds of bikes do you have there? Are there many decent curvy roads to ride?
CF
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May I humbly ask dear Sirs, is the technique the same for a rider on a 2008 CBR1000RR versus a 2003 SV650? How about an RS125? On the superbike you want to get it turned, pointed, stood up and on the gas, right? 125: Cornerspeed. Where do they differ?
Why does a rider like Sofuouglu do well on a supersport machine and not so on a superbike? Why does someone like Jonny Rea do well on both? (I hope that we're still on topic)
JB,
Doesn't change when I ride those bikes. In cases like this (this thread) wish we had a track and some bikes!
I think the question on the other riders is good, but also correct for another thread, want to post one?
CF
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Did another track day at NJMP Thunderbolt this past Monday. They ran red (intermediate) and blue (advanced) combined. There were only 11 people in our group. It was great for me to have the blue group to follow. I didn't have a timer, but I felt a lot faster. Coaches pretty much told me to keep doing what I'm doing. Nothing stood out as a problem to them. Out of the 11, I was probably 8th on speed. Not bad seeing that I was in the white (beginner) group last month.
The end of the day we had over 25 in the group. All the coaches came out. They were all killing it out there since it was the last track day of the season for most of them. Great expeience overall for me.
Hi Bpez,
What was the track day provider?
CF
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Track Addix is providing track days there on the Monday's after the local CRA races. $165 if you preregister and they are pretty well run. Lots of fun and lots of track time.
That's about what they go for here, some more, some less.
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If you begin the turn in at....say 60mph off-throttle versus 60mph on throttle, why would it make any difference in the turning arc? After this turn is executed, who would be able to got the WOT sooner?
We see guys running wide at turn entry all the time (really) and then they pay for it in the middle or the end, so, yeah, think it does make a difference and you don't have to be doing even 60. But, try it, see what you notice.
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The front lifts when throttle is rolled on, and lightened. Is this as a good a turning option as with a little weight on it, from off gas, or very slight braking?
C
Again, you're saying throttle rolled on, I'm not. I'm saying constant throttle, ie. not accelerating, AKA Maintenance Throttle. Acceleration is what causes the lift, not drive.
Held steady would be better than rolled on, but it still makes the bike run wide at turn entry (wider than the arc it would take off throttle), and this creates adjusting/adding more lean angle later in the turn. So, the bike is leaned over further than needed, for the same speed. Make sense to you?
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Answer a few questions for me: will the bike turn better with weight on the nose, off throttle, front end compressed a little, steeper steering angle?
Is it pretty busy to try and come into the gas and throttle at the same time, and make that smooth?
Will the bike run wider than it would, if some throttle is on at turn entry, than if the throttle is off?
There is a point of diminishing returns with weight on the front. It's one of the reasons n00bs aren't taught to trail-brake into corners; it's too difficult to balance pressure on the front with the cornering forces without overwhelming the available front tire traction.
Busy, no. Try this: Successively go into a chosen turn, hold a steady rpm while monitoring your rpm as you enter. Increase rpm a few hundred each time through.
I'm sorry to say, but it seems that you are convincing me in the merits of my point, and that disturbs me.
I didn't have the idea of going into the turn on the gas until I started to read/study the CSS methods more carefully. And the more I read it and your responses the more I think you're over-simplifying.
On a practical note, I know for sure off-gas works. I've ridden that way for years. But intellectually, the merits of on-gas seems preferred, nevermind the difficult of skill mastery. Isn't that what we're here for?
Not sure what is being over simplified.
The front lifts when throttle is rolled on, and lightened. Is this as a good a turning option as with a little weight on it, from off gas, or very slight braking?
C
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There is nothing wrong with bringing the idle up to 3 or 4k, it will have an effect (even at higher RPMs). This is covered in Soft Science.
Right. The same effect as not having the throttle closed all the way because, well... it isn't.
It will reduce engine braking and some of the "lash" effect that Jay spoke of and can help to smooth out the transition getting back on the throttle mid-turn I suppose. That said, although it may help to overcome a poorly carburetted or inferior injection system, wouldn't it have the potential to become a crutch and/or possibly prevent a student from developing more finely tuned throttle control skills?
Where is the idle set on CSS school bikes?
PS - I don't have a copy of Soft Science. :shamed:
We keep the student bikes normally set. Some of the coaches ride with their bikes set with a higher idle. We have also used/recommended it at times for students.
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I have an animation of a constant mesh sequential transmission around here somewhere that I will post so everyone can see how a motorcycle tranny works and why it is important to blip before or at least during your shift.
You put it out there, now you MUST show.
Some animation would be a good thing.
Another point: why take a long time to do a downshift? If it can get done quicklly and smoothely (and it can), isn't that better than slow?
Also, it's common to let the clutch out between each shift. I know some just keep banging it down multiple gears with the clutch in the whole time, but what if it doesn't go down a gear, or goes down 2? One wouldn't know where they would be at the end.
Even with a slipper clutch, I believe one can over rev a engine--anyone know for sure on this point?
C
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cheers cobie ,
will post soon , particularly interested in double apex / double lefts and rights turns and throttle aplication in these , will have a trawl of the site first as my questions more than likely already been answered - but theres nearly always something to ask , thanks .
Don't recall something exactly like that, but have a look then let us know
C
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Simoncelli put it a good ride at Valencia, and world champ to boot.
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Just got 4 epiodes a few days ago, didn't know there were 6, cool.
OK, so what's FTW?
CF
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Titus,
Thanks for getting that up there.
CF
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Cobie,
So then the way to keep from high siding when the rear slides is to keep the rear from sliding more, and keep it from regaining traction. Basically you have to control the slide untill you are able to come out of the turn and slowly get the traction back to the tire. Right?
Derek,
Don't want to quite Keith's whole book but check out page 15 in Twist 2.
CF
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Just as I thought I was done mucking with my new bling rearsets, I realize that I can't cut the rod on the master cylinder short enough to put the brake pedal in a position closer to where my stock pedal was.
I usually ride with my pegs under the balls of my feet. This new pedal isn't in the way, per se. On those rare occasions when I'd need to use the rear brake, the pedal is so far up that it looks nearly parallel with the peg. In order to use the pedal, I would only need to slide my foot forward.
My question is: Where do you guys usually put your brake pedal? And do I need to engineer a solution to get my pedal height nearer my stock setup.
that does sound pretty high, now way to adjust it lower?
CF
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It's quite possible. I definitely wasn't standing the bike up.
This is something we watch and work on quite a bit. I even had a former coach contact me the other day, and he'd had a problem, we talked it over, sounded like he was doing the same thing (he was going really well up to that point too).
CF
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If the clutch doesn't come out (between each shift) does it really for sure drop down the gear? I've had it not, and think I can recall it going 2 years once, but not sure--anyone else on that point?
C
Thoughts And Pics...2 Day Nov 2,3 Lvr
in School Questions/General Discussion
Posted
Steve--thanks for posting that up there!
Best,
CF