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About botte

  • Rank
    Cornering Apprentice
  • Birthday 07/19/1952

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  • Have you attended a California Superbike School school?

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    St. Louis
  1. The replies to this thread have pushed in a number of directions. Discussing whether Cal Rayborne or Valentino Rossi was the greater rider because of the difference in the capabilities of their equipment probably requires more beer than sense to pursue at great length, so I'll let that thread go. I'm in the camp that agrees with the thesis that the sophisticated tires, suspension systems and traction management systems on today's bikes allow bad riding habits and bad track strategies to go unpunished. Darwin teaches us that that's bad for the species (homo motorcyclus), allowing surviva
  2. Greg: By "feather", I took the instruction to mean a very slight roll-off. We were talking about achieving a quick transition between turns 4 and 5 at VIR, and neither Cobie nor Tim wanted a big roll-off that would do any radical unsettling of the bike. Interesting-- on the school's 600's I didn't feel a need to roll off the throttle at all in the kink in the long straight near the start/finish line. Seemed like a WFO situation, but I think we had a ~10MPH headwind on the straight those days. Bet it's more entertaining on an open bike! Cobie: I'm interpreting your response b
  3. At the last VIR sessions, both Cobie and Tim coached me to feather the throttle just before initiating a turn. Part of their explanation was that this would steepen the front forks a bit, thereby reducing the trail and increasing the "quickness" of the steering, making it easier to "quick-turn". I buy this part of their explanation. If I understood them correctly, they also said that this puts more weight on the front tire, giving it more "bite" for the turn in. I'm having trouble with this part of their explanation, and would like some discussion/help here. The second part of the
  4. Keith: This is one of your most beautifully written articles. Thank you. I have often wondered how a track rider could best go about learning the character of a track. After quite a few sessions at Streets of Willow, I am beginning to understand how to put turns together there. However, it has not been an efficient process for me. I would be highly interested in a Superbike School Level V course offering, covering aspects of learning the character of tracks. By this, I do not mean having a coach show students the "correct" line around a track, but rather a classroom/track curri
  5. Simple question, but with some not-so-simple considerations. The obvious part of the answer is that increased speed increases the apparent "centrifugal force". ("Centrifugal force" is a misnomer that physicists will challenge, but it works fine for this discussion.) In a "balanced turn" the lean angle and speed are such that the centrifugal force acting to tip the bike upright is exactly balanced by the gravity force trying to tip the bike over onto its side. At a fixed lean angle, if speed is increased the tipping force due to centrifugal force becomes stronger than the tipping force due
  6. ITABruto: Choosing between the two day camps and single day schools depends a lot on your finances. You get more attention in the two day camps, and a bit more track time. However, you need to be in decent physical shape, and really good mental shape, to get the most out of the two day camps. And they are more expensive. (But I'm signed up for a second 2-day camp this spring, so I'd have to say that I believe in their value!) Either way you go, you will be getting exposure to a LOT of new riding stuff, and you will also be dealing with a lot of new non-riding impressions. Among th
  7. There you are, trying to decide whether or not to spend what is, for most of us, a lot of money on a session at the Superbike School. “What am I, nuts?” you might be asking yourself. “Don’t I already know how to ride?” “This is going to cost me half of that new exhaust system I’ve been saving up for.” Yes, it will. And if you do it right, it will give you much more speed on all bikes than that aftermarket exhaust will on your bike alone. It will make you safer and more confident on all bikes. I think the question you might ask is, “Do I want to invest in me, or in my bike?” That’
  8. I'm confused about jrfuisz' reply. As I understand it, if one starts to lose traction in the front when leaned over in a turn, the concensus remedy is to unweight the front by adding some throttle-- that this will reduce the load on the front tire, and help it "make do" with the traction it has available. Increasing the throttle also shifts weight to the rear, which (with the increased engine thrust) increases the load on the rear tire, and makes it more prone to slipping laterally. The resultant oversteer (lateral slippage of the rear tire slewing the bike into the turn) brings the exit li
  9. Kevin: I'm curious about what actually caused your crashes. You said that they happened when your (stock) pegs touched down. Are they hard-mounted (i.e. not hinged)? If they are hinged, I don't think they would have been the sole cause of your crashes. Could the crashes have been caused by something else that was hard-mounted to the bike and touched down, or did you just lean off the edge of the tires? If the former is possible, it might be a good idea to find out what's touching down and get it tucked away. Additionally, could you have been losing ground clearance by backing ou
  10. Hi riders: Are you better at turning right than left? Or left than right? Would you be willing to help to test an idea that might explain this? I would like to find out if the typical rider is better, worse, or the same in taking turns toward his/her dominant eye. I need data from as many riders as possible to get a good statistical basis for determining if eye dominance and “best turn direction” are related or not. How could this help you ride better? If there is a relationship between eye dominance and turn direction, then in Keith’s language, we might be able to develop a be
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