fossilfuel

Agree with Kevin 100% that most the "weight" is on outside peg. The fact of putting the weight on outside peg is not for adding weight on the bike though the outside peg, but as the means to apply outside knee force on the tank to anchor the bike with the help of the outside peg. This allows a relax grip at handle bar and efficient counter-steering with inner arm. Imagine pushing the handle bar with inner arm while pushing the outside foot only (with no "weight" on inner peg), which is very effective for steering input. Pivot steering yeah...but by midcorner I am not expected to do any steering corrections at all...and it is in this phase of the corner that I try weighing the outside peg to prepare for either a chicane or a to pick the bike up...I am not having any issues with being light on the bars (unless when panicking) and I am totally confused whether its even requiered to have some weight on the outside peg when in mid corner. I am aware that I am being repetative but thats because I am constantly struggling with trying to express what my real problem is. I wish I could be more pellucid. TBH why am I bothering ? Someone somehwere told me with excess weight on the inside peg the bike will slide out from underneath you in a corner. I have had a low side which I have not been able to decipher and have begun wondering if this was the cause ? Can this even be the cause ? I am finicky when it comes to buying advices from ppl on the streets. Lines in Bold and Italics above are my replies. Thanks a ton guys for taking the effort to explain this as I am at my wits end. Ever since I have this problem riding a superbike good is seeming to be rocket science to me as I just cant get it right lol not locked in not locked in not locked in not locked innot locked in I think we need to get these guys some help...LOL

TH; If you took all four levels then you need to dig deep to recall what you learned in level III. There you learned how to lock in your OUTSIDE knee against the tank and then you drop your torso down to the inside of the turn with your inside elbow pointed as straight down as you could point it. To do that the majority of your weight is on your outside leg as that's where you have your leverage to manuver your torso because that portion of your body stays static until you have picked up the pike on your drive out (or your transition to turning the other way). As you described in your first post, you place a good deal of your weight on the inside such that your inside calf touches your inside thigh as you "squatted" on the inside peg. I have seen that technique used many times but I don't know how you unload that inside peg when it transitions to an outside peg without upsetting the stability of the bike. Others here will disagree with me but that's what I took from Level III. Rain As Kevin so elequently states "Others here will disagree with me". I disagree but I don't use the "locking into the tank with the knee" technique. I don't have to press ouside pegs to force my knee into the tank. I have skinny legs and boney knees. I use the "Hug the tank" technique. I use my thighs to hold me against the tank and weight the inside peg in the corners. This technique suits me just fine. I have tried both techniques and I get around the track much faster tank hugging.

TenHut (were you a QB?); I retook all the levels last season and the biggest tool I took away from repeating L's I-III was how badly my body position had digressed on the bike. I used to use the inside peg (to save energy) but now when I catch myself doing it I try even harder to keep my weight loaded outside. It makes the Hook Turn more effective IMHO but it also does demand more from me physically. As a result of that demand, I use a machine at the gym where I am sitting in a device and push a weight stack out from center with my knees on some pads and then after numerous reps I reverse the pads and then squeeze my knees together (moving the weight stack). It uses all of your core muscles and helps me with the muscle group we use for hanging off from the outside. YRMV. Rain Lucy! You got some splaining to do!

Talan, What a great accomplishment, congratulations. I race with WERA and know two guys that have overcome disability to do what they love. One lost an arm and is amputated at the shoulder an one has an arm but has to use a prothesis to hold on to the bar. There is also a guy that rides NESBA track days who is paraplegic and has an assist mechanism for getting on the bike in the paddock. I have always felt a sense of accomplishment when I reach a goal in riding or racing but to see what you and others have done to accomplish your goals just makes me want to work that much harder, to pull from deep inside to make things happen. You definitely have the will. I have been in the situation while training to stop at 19 instead of 20, to set the timer for 40 minutes instead of 45, set the weight a little lower today because I feel puny. No more! Thanks for being an inpiration to us all. You may not be able to use your legs but you are not paralyzed!

I think we ran CROSBY off? COME BACK Crosby! It's ok. This is what happens when you ask questions on this forum!

I don't want to sound like a commercial for StompGrip. I am not compensated in any way. I have used StompGrip on three different bikes in the last 6 years. I have never had one come off or begin to come off. The technic I use and that is on the instructions is to 1.) CLEAN the surface and 2.) Use a heat gun or hair dryer to heat the surface and pad before applying. Remember that nothing sticks to a bad paint job. I put the pads in the position I want them then mark a few small lines to keep me in the correct position when I permanently apply the pad. Ok, you have the surface hot and the pad hot now start with one corner and peal away in small amounts the backing as you put the pad on the tank. I keep applying heat while doing this as it makes the stompGrip easier to apply. TAKE YOUR TIME! Also remember to push between the studs to adhere surfaces. I am old. I should probably be in a nursing home. I look for every edge I can to keep weight off the bars and a way to save energy while riding on the track. StompGrip if nothing else makes me confident I can do this. Is it the best? For me it is and that's all that really matters. TechSpec may make you or someone else feel the same way.

I want a seat that is not slippery. The reason being is that for me a slippery seat means less friction to hold on with. This is a personal preference and others may have a valid reason for a slppery seat. When I set my position in the turns or for hard braking the extra grip on the seat helps me to hold that position. This situation really comes into play on my Ducati which has a stock seat. It is hell trying to hold on under hard braking. The slippery seat is like a slip and slide and the force of the heavy braking drives me right into the tank...It hurts . To prevent this means extra effort using my legs to grip the tank and after a while wears me out. Of course this doesn't mean a thing to someone who is riding street, this becomes more of a comfort thing and personal preference for everyday riding.

#4)Is only to be used in H..y S..t mode. Isn't that one of the modes on the new BMW? And this is when one recognizes very early in the turn like coming down the straight approaching the turn screaming like a little girl...I hope this clears things up Cobie..

Pros: More stability when cornering and especially under braking, traction provide essential weight transfer point from rider to center mass of bike, and frees the rider's arms/hand to "control" the bike and not using it as a brace. Cons: It cost money. Probably the best $40 I ever spent. RocketPunch makes good points...something else to consider is the application. if you are primarily riding on the street the StompGrips could be a little irritating if you are wearing jeans and doing a lot of riding. The TechSpecs might be better. If you are doing track days or racing and wearing leathers, the Stomp Grips are much better, in my opinion. I have used both and have StompGrips on the CBR1000 and TechSpecs on the 999R.

Hey Crosby, There are only a few times I use the rear brake 1.) I accidently hit it with my foot 2.) I run off the track and need to stop 3.) I am on the throttle and start to wheelie 4.) I am going into a corner way to hot 5.) My front brakes fail 6.) I am sitting on my bike in the garage drinking beer and decide to work out my right calve muscle

Hotfoot, Remember that you have to go East from Danville to county road 62. It looks to me like you could go straight up from Raliegh. Take 57 501 up to Milton and you are right there.

Why aren't you competing in Women's Super Stock?

Hi Guy's, I went racing this weekend at Road Atlanta and just wanted to tell you how it went. Road A has quickly become my favorite track. I have been there three times now, last year at the GNF, a track day event with NESBA and the WERA Pirelli Sprint Series this weekend. The weekend was very hot with temps in the mid nineties. Race practice Friday started with me getting the flow of the track down then Saturday was morning practice with a 16 lap race I participated in, the Heavy Weight Solo. I am 55 so trying to muscle around a CBR1000RR with back straight speeds of 160 mph, heavy braking and switch backs that are similar to the last two turns at "The Streets of Willow" is a very challenging task. I made it and finished quite respectably at 10th. Sunday was my day to really lay it on the line for the Senior Superbike race. This race is a 6 lap sprint where the minimum age is 40. I wish they would up the age limit some! There were four groups, the Expert HW and MW and the Novice HW and MW and were all gridded in two waves. I got a little bit of a slow start off the line but worked my way into a third place finish. What someone pointed out to me was that I finished 9th overall which included expert. When I broke free of traffic my best lap time was actually faster than first and second place. This was my second third place trophy in two WERA races and I have to tell you it really feels great. I am not trying to toot my horn here but give a special thank you to the guys at CSS for helping me over the past few years. I have reached a level of riding that I never thought would have been possible four years ago. I wish everyone could experience what it feels like to really be a part of the motorcycle. Once the vail of fear is lifted and you trust what you have been taught, the experience is just incredible. Thanks again.

Hi Albert, I am in no way qualified to answer your question...but I can't help myself. The important thing to remember is that when you are in the corner the rule of thumb is balancing the weight of the bike's suspension 40% front and 60% rear. And you shouldn't be rolling on the throttle but applying maintenance throttle to balance the suspension where it can work the best. Good body position and throttle control are important. Something else to consider is rider inputs that are acceptable at different parts of the corner at entry and exit. You start the corner perpendicular to the track and increase your angle to maximum then gradually back to perpendicular on exit. Gradually as you enter the corner the braking becomes more and more of a risk because it upsets the balance of load and suspension and the same on exit as applying the throttle becomes less of a risk at less lean angle on exit. So there is and area of the corner that is a sort of danger zone for applying to much brake and applying to much throttle. My motorcycle is for racing and tracks only and it is set up very stiff. Do I worry about loading the front under normal racing conditions? No. It never enters my mind because I practice the tenants that were taught to me. Now, if I am racing at Barber going into turn one at 100mph, get bumped off my line and have to apply brakes to keep from going in the gravel then yes, I do worry about the front. I have had a few crashes that I have experience that were self inflicted...and I can think back and say that I was going against what I was taught, against the basic rules that I was taught at CSS. Nothing can replace instruction and practice and nothing can replace the experience of finding your limits on the track.

That is an excellent answer - thanks for your insight. I know some folks how do in fact ride mountain bikes, but never associated the control aspect transfering to the track. and to think all I can come up with is: I have to ride several times a week, or I get bitchy However long it takes one to get back on the track, your physical condition will dictate how fast you can get back up to your pace. It usually takes me a couple of morning track sessions after a winter lay off. It is also important to be confident in your ability, in what you have been taught, and your machinery. What has changed from last year?

I use the GO PRO Hero camera and face it back toward me. I can see when I am on the brakes, on the throttle, body position, brake markers etc etc. I have had no problems with mine. I thought for the money it was a good piece of gear...I mount it with the suction cup attachment and safety wire it just in case. I used it at Keith Code school Laguna Seca and at Barber twice with no issues.My link

Troy, I hug the tank. Hugging the tank lets me take all the weight off the bars. Some will say you shouldn't do this but they will also say that the most important aspect of getting your weight off the bike is the head and upper torso not necessarily sticking your knee out. You can still do this when you hug the tank. I tried sitting back and putting my knee in the tank but this was tedious for me as I have long legs. I like to position my inner thigh so that is holding me as I transfer all my weight to the inside peg. I improved my times and am more relaxed. Good luck!

Throw out bearing? Friction have to do with it? What blend of Motul? The main bearings then the Cam journal farthest way from the oil supply. I used Motul 5100. I'm not saying that Motul is a bad oil. I am very impressed that the motorcycle lasted as long as it did (5 years).It was my track bike and I rode it alot. I have two motorcycles a Ducati 999R and a CBR1000RR. I needed a synthetic that would meet the needs of both bikes that's why I went with Mobil 1 4T.

...that was a good suggestion. Rain The study I was looking at was the'09 study...I used Motul exclusively in my '04 CBR1000RR until the bearings failed last year during a track session. I was looking for a good oil to use in both my in line 4 and twin when I contacted a friend at Castrol who was in racing development for ten years. He said that one of the important things to look at was Zinc content.The Zinc becomes the sacrificial lamb between metallic surfaces. He said there is no evidence to show how much is optimal for motorcycle engines but it is an improtant ingredient. Granted, It does seem funny that Amsoil would be number one in their independent study unless in fact they were confident they made the best f'n oil on the planet. I searched the internet and could not find one other oil company that was willing to put their oil up against 10 or 15 brands in an independent test. Maybe some of you could find one. I chose Mobil 1 4T synthetic 10W 40 because in the survey it came in 2nd and is readily available at any auto parts store in the U.S. I don't have to wait for a motorcycle dealer to open or an independent dealer to ship it. I'm not a fan of Banana's.

Results from an Amsoil independent survey on 40W motorcycle oil done in 2005: 1.)Amsoil 2.)Mobile Racing 4T 3.)Maxima Maxim 4 Ultra 4.)Polaris Victory 5.)Valvoline 4 stroke 6.)Motul 300V 7.)Castrol RS R4 4T 8.)Suzuki 4 Cycle Syn Racing 9.)Spectro Platinum SX4 10.)Lucas High Performance 11.)Torco T-4SR 12.)Honda HP4 13.)Belray EXS Superbike 14.)Royal Purple 15.)Pennzoil Motocycle Oil This includes Viscosity, High temp/ high shear, Zinc content, wear protection, gear performance, Oxidation stability, Volatility, acid neutralization, foaming tendancy, rust protection, pricing and wet clutch compatibility. I use Mobile Racing 4T.

Ok Eric thanks for your opinion on this but I am a bit confused about your coment "Could you just have overextended the available grip?" I cant resolve any issues in my head thinking like that! A little about me at this track, this was my first trackday here this year and I quickly discovered that I was a fair bit quicker than I used to be, so much so that I had to find some places where I could pass slower riders, so for that purpose I was experimenting with a few different lines, I had found that if I could get close enough to the lead rider by the end of the straight, go through turn 1 and 2 take a late entry into turn 3 (where I crashed) I could get on the power early and pass on the exit of this turn up the inside towards turn 4, I had made this work a couple of times throughout the morning especially against bigger bikes that I could not pass on the straight! Now if you look at the video it looks like I was hoping to go for this move on the rider in front of me, meaning I was carrying more lean angle than normal because I would have had to exit in the middle of the track, watching the video I dont think I would have been close enough to make the move work and would have ended up tucking in behind him for turn 4 but it looks like thats the line I was going for! cheers Bobby Bobby, I hope you don't mind me entering the fray. And by the way it is nice to see you again. I think you created the problem by enterng the corner late and had to much lean angle. I watched through the other corners as well and in my opinion you are not getting off the bike. The body position isn't an issue until you start trying to carry more speed. Your body position looks a little twisted, like you are sliding your hip over but keeping your upper body over the center.I think you could have carried more speed on the same line as the guy in front of you if you could get your upper body off the tank and your chin in your right elbow. You would have blown right passed him.

I had 6 sets of Dunlop G-Tec....thats right G-Tec vintage '05. They are 195/70/17 rear 125/80/17 fronts. I turn them around depending on if it is primarily left or right had track. I have three used sets left, very used and just finished a track day at Jennings GP (Left hand track) and ran personal best lap times 1:28..they stuck like glue. I used the same set at Road Atlanta three weeks before (Right hand track) personal best lap times 1:42. I was a little concerned about back straight speeds at 170mph but I'm still here. I have to say good by to this rear tire though. I can't fine the wear bars anymore...very sad. I have run on the Dunlop 209 GPA's intermixed with the slicks just because of riding in Superstock races and damp conditions....but I keep going back to my favorites. This example might be a little over the top but I think most people don't get enough life out of their tires...throw them away to soon. The tires that are on my profile picture are 5 years old 0205 and that picture was taken last Saturday the 24th.

Ai, you pedal alright for an old codger! Welcome back as well. Where ya been...? Bullet I have been on hiatus...I would look in from time to time and found that it just wasn't the same without me! LOL! Seriously.....you guys are great and I missed you. Thanks Bullet.

What makes a good student? Just look at my profile page...

I'm done....As Jaybird said very intuitively " Now, get out and ride you silly boy".