fossilfuel
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Posts posted by fossilfuel
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I am not a racer, nor one of the "fast guys."
I have a question for those guys though...
In slow-speed maneuvers, it is a basic thing to "pull" with the motor while lightly dragging the rear brake.
The bike lifts from chain tension.
In theory (or my limited understanding of it), this seems like it would have really great turn-in and mid-turn applications.
It seems it would lift the bike and provide stability.
(and no, we are not worried about locking the rear tire if the engine is pulling...)
For example, think of being at a stand-still, waiting to pull away at a light.
Rear-brake on, a little bit of clutch and throttle, the bike lifts noticeably, without actually applying any forward torque to the rear tire.
So here is a specific question:
If a little bit of maintenance throttle is good, might a little bit more be better, then cancel out the forward effect on the tire by rear-braking.
Wouldn't this be a really good dynamic in a turn?
(let the flames begin...)
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
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Hello fellow riders,
I'm heading to VIR for a school this fall (YAY!!) and I've never been there. It was recommended to me to fly into Greensboro airport, but the flight options aren't that great. I can get a much better schedule and fare if I fly into Raleigh-Durham instead. Looking at a map, it looks like it's only slightly farther to drive; any advice on this? Is there any reason NOT to just fly into Raleigh?
Thanks in advance for advice or ideas.
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.
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Awesome, Fossil (sorry, it's just irresistible), that sounds fantastic. Wish I coulda been there to see it.
Hey, don't go pushing up that age limit, I'm in a big hurry to get out of the races that are full of 18-25 year olds!! Clearly, though, when you look at laptimes and watch the races, Senior Superbike is serious competition, it's great that you are doing so well.
I'm still waiting for the "old lady" division to arrive, I bet I'd do great.
Thanks for letting us share in your fun.
Why aren't you competing in Women's Super Stock?
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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.
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Greetings,
Can someone please shed some light on a cornering question, specifically the weighting of the front end in the corner? The issue has been pretty popular this racing season as Casey Stoner has blamed his two crashes in MotoGP as possibly being caused by the thought that he isn’t getting enough weight onto the front tire when cornering thus he is losing the front end.
I’m a bit confused by that as my thought was that one of the reasons for rolling on in the corner was shift the weight from the front back onto the rear and NOT to overweight the front. Granted those guys are dealing with different types of forces and equipment, I would think the physics of it would remain.
Thanks.
Albert
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.
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It will depend a lot on your natural ability and your level, of course, how long it takes to get back to speed, but I agree that for most people, one track day is probably "wasted" trying to get back to speed after a several month layoff.
However, the most important thing is that you will not become all that fast with random riding. Pro riders will ride a LOT, even when they are not at the track. They do motard, MX, trial, dirt track etc. to keep sharp and also to constantly learn new things and push envelopes.
So if you really want to become good, you'd need to ride at least a couple of times every week for a couple of hours each time. In addition, you can do mountain bike riding in difficult terrain to get in better shape and to teach yourself bike control at the ragged edge. Yes, it can partly be transferred motorcycles riding around a race track.
Basically, the more you work on something, the better you become. It's all down to what you can afford to spend in money and time and how important it is to you to perform.
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?
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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
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Hi all,
I am a newbie, I have been to the track 3 times and I have an issue that I hope someone will clear it for me.
Normally I try to keep my body away from the tank abit for easily shifting from side to side. However, I found it is extremely hard to set up for a tight corner after heaps of braking. My body must fight a lot to keep the position- away from the tank and relax the bar. BUt the true is that i feel a lot of weight on the bar because my knee can not fully support my body. As a result i mess it up and this had caused me crashing.
Should I just use the tank as the base to take all the braking force so that i can relax the bar more and set up for corner?
I dont know what is the right thing to do here.
Thanks
Troy
(sorry if my English is hard to understand)
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!
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Mobil 1 seems to be consistantly liked!
I used Motul exclusively in my '04 CBR1000RR until the bearings failed last year during a track session.
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.
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You can remove it if you want, just thought I'd continue the banana theme.
...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.
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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.
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You seemed to be leaned over quite a bit more than the bloke following you, and also quite a bit compared to just about anything, from what little I saw on screen. Could you just have overextended the available grip?
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.
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interesting stuff people
i know this is a bit of a "how longs a piece of string" type question but all input appreciated .
my tyres are stored in garage so dry and out of sunlight some off the rim but also some mounted on rim but not on bike , i keep them pressured .
i agree totally depends on riding style and previous use for example a brand new unmounted unused set stored for 5 years would be fine but what about a set thats done some track time (not enough to wear out ) in fast group .
i guess i,tll depend on all the chemicals involved and so i suppose some (e.g. wets) will be different to others .
i know from previous very basic experience that race car slick type tyres would go off after so long- in that the rubber would harden , in other words plenty of rubber left but grip was gone ,but i don,t think these are as versatile as bike rubber and this was a long time ago .
interested to hear of evryones examples .
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.
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What makes a good student? Just look at my profile page...
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.
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What makes a good student? Just look at my profile page...
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I'm done....As Jaybird said very intuitively " Now, get out and ride you silly boy".
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I think how fast you can quick turn the bike is a limiiting factor.
I also think that a lack of confidence will contribute to turning in earlier.
What I am seeing is this, I am approaching an 80 mph apex. I never look at my speedometer so I am depending on knowing my gearing, my rpm's, my turn in point and how fast I can quick turn the bike. It seems to me that if I slow down to 80 to soon I am losing valuable time. So the later I wait and the faster I quick turn, the faster I go through the corner.
X marks the spot...the turn point. What is the margin of error? The amount of force used to turn the bike quickly and the distance one covers is a variable. The faster one goes the harder it is to quick turn so the faster I go into a corner the longer it takes to turn the bike. My margin of error gets smaller and smaller as speed increases. The need to hit X becomes more and more critical.
I have heard over and over from CSS that given the conditions are good and tires are warm, they have never seen someone turn to quickly...This is the point I want to work up to...the edge. Everything becomes more critical at this point, the braking, the turn, on the throttle.
So I was just trying to get a since of what type of feedback I would encounter?
Thanks for your response...Hub, Jay, Ace, Hotfoot
I think I understand where you're going with this. Just keep in mind that time to turn doesn't get longer, instead it requires more effort because you've reduced the time/distance equation. In other words, you need to get it done NOW as oppposed to n o w.
Now, get out and ride you silly boy.
I can't ride, not for a few more weeks. That's why I'm on the forum! I'm jones'n
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I think how fast you can quick turn the bike is a limiiting factor.
I also think that a lack of confidence will contribute to turning in earlier.
What I am seeing is this, I am approaching an 80 mph apex. I never look at my speedometer so I am depending on knowing my gearing, my rpm's, my turn in point and how fast I can quick turn the bike. It seems to me that if I slow down to 80 to soon I am losing valuable time. So the later I wait and the faster I quick turn, the faster I go through the corner.
X marks the spot...the turn point. What is the margin of error? The amount of force used to turn the bike quickly and the distance one covers is a variable. The faster one goes the harder it is to quick turn so the faster I go into a corner the longer it takes to turn the bike. My margin of error gets smaller and smaller as speed increases. The need to hit X becomes more and more critical.
I have heard over and over from CSS that given the conditions are good and tires are warm, they have never seen someone turn to quickly...This is the point I want to work up to...the edge. Everything becomes more critical at this point, the braking, the turn, on the throttle.
So I was just trying to get a since of what type of feedback I would encounter?
Thanks for your response...Hub, Jay, Ace, Hotfoot
You seem to be a little fixated on that their turn point my friend, do you think its more or less more importat than that Apex?
Bullet
Bullet,
Why are you guys asking so many questions? I'm getting an ICE CREAM HEADACHE!
It is not as much the turn point as the quick turn. I'm trying to incorporate it into my riding..do a better job at it. I have come to rely on the brakes when racing maybe more than I should. I want to see how fast I can quick turn to see if it helps my riding. To quick turn it seems like the turn point is important.
I normally just trail brake as for into the turn as I can with out having a "come to Jesus" meeting.
And please, would someone answer with a declarative statement.
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I think how fast you can quick turn the bike is a limiiting factor.
I also think that a lack of confidence will contribute to turning in earlier.
What I am seeing is this, I am approaching an 80 mph apex. I never look at my speedometer so I am depending on knowing my gearing, my rpm's, my turn in point and how fast I can quick turn the bike. It seems to me that if I slow down to 80 to soon I am losing valuable time. So the later I wait and the faster I quick turn, the faster I go through the corner.
X marks the spot...the turn point. What is the margin of error? The amount of force used to turn the bike quickly and the distance one covers is a variable. The faster one goes the harder it is to quick turn so the faster I go into a corner the longer it takes to turn the bike. My margin of error gets smaller and smaller as speed increases. The need to hit X becomes more and more critical.
I have heard over and over from CSS that given the conditions are good and tires are warm, they have never seen someone turn to quickly...This is the point I want to work up to...the edge. Everything becomes more critical at this point, the braking, the turn, on the throttle.
So I was just trying to get a since of what type of feedback I would encounter?
Thanks for your response...Hub, Jay, Ace, Hotfoot
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The line depends on the turn point and at what speed.
The turn point depends on what line you want to take and at what speed.
And the speed depends on arc of the turn and how quick you can turn the bike.
Do SR's come into play here...yes
For the most part I know what to do. It is just getting that last little bit..It is a learning experience and the challenge is to approach it systematically. I like to think out loud.
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Jaybird,
Question....I first started this post expecting to discover how something feels without actaully doing it. I wanted to press my speed to the limit at my turn in point, with the best possible quick turn and the best possible throttle control. I wanted to be at the edge and leave nothing on the table...But what I read was that the faster one goes, the earlier the turn in...that's where that statement came from. Those who go in really fast and maybe too fast turn in too early for the apex. I can see how that could happen.
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To All,
Wondering if CSS can help you achieve your goals? I've been invited to the WERA Grand National Finals in October. I would not have achieved this with out the help of the CSS staff and a personal committment to push myself to achieve. I'm going and I will "represent".
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Bullet,
Douglas is a new member and hasn't experienced the level of sarcastic civility that some on this forum possess. I see that you are in the teaching mode
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Could you adopt me?
Tank Traction Pads
in School Questions/General Discussion
Posted
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.