Jaybird180

After riding a couple dry days back to back on the CBR1000RR and then the CB-750 Nighthawk, I came away with a bright idea that caused me to think about this thread. Why did I pay good money for my bike to feel horrible (like a bowling ball) and disconnected on the street? Ans: Because I was being reluctantly stubborn against changing the suspension settings from the "track" setup I had previously installed. There's little reason I can't make the Fireblade feel as plush, comfy and planted as that classic (27 year old) Nighthawk, even if I have to sacrifice the high speed stability the current settings provide- afterall, I don't street-ride like a hooligan anymore (never really have). And I know how do document my track baseline so that I can go back to it when at the track. Duh! Why didn't I think of that before!

I might know a guy who knows a guy who has experienced this (sarcasm).

I would do this if I could find a service or combination that has MotoGP, WSBK and MotoAmerica. Then I'd cut my CableTV subscription.

I upgraded an entire motorcycle in attempt to solve an ergonomic issue. Earlier this week, I sent the check for the Yamaha TT-R125 I ordered to be built so that I can migrate from my Honda XR-100 for Minimoto racing. I'm hoping it solves my problem; it's finally ready and I pick it up this Saturday at the track. Not much can be done to it in the stock class to further customize it, but the springs and valving have been changed, a tall seat installed and a doohickey installed to make it GP-Shift. I'll probably change the throttle tube to the R6 to get a quick-turn throttle to make it easier on my wrist. I've got a custom sticker set in the works just to make all the bikes look more similar, a team theme.

...and since I'd already dug up this old thread in search of nuggets of truth, I figured I'd post this here to help with my (and possibly someone else's) clarification Cobie Fair said: Can the definition of "cracked on" in the context of TC#1 be further clarified meaning 0% > 5% > then roll on or 0%, 1%, 2%, 3%, 4%, 5% > then roll on? *Note: 5% is an arbitrary number to indicate the point where it is considered to have been cracked on

Can you specify what page they're saying this? The first few pages aren't available for viewing but when I get beyond that it talks about the front tire digging into the sand in supercross whoops.

Question for the forum: Are there any corner types where "as soon as possible" is at, right before, or right after the apex?

That’s the question I’ve been trying to answer for myself also.

Here’s a question for thought and discussion: do we need to do something to keep the machine in its operating envelope or should the machine be designed for the intended use case?

What do you mean by “let the suspension heal”?

Based on my observations in Billiards, women have more accuracy in hand-eye coordination and planning of angles. Also women have an advantage with Wide-View. Furthermore, I believe that CoG and weight distribution may help contribute to better cornering clearance when hanging off. What do you think @Hotfoot?

Not that I had hopes, but my daughter decided that she wanted to put her attention on something other than racing this year. As a result and a cumulative effect, my son didn’t race much this year either and it looks like some of his peers have advanced beyond where they were last year.

I see the wings on the RC-213V. TRS- Pitbull Trailer Restraint System. Mine can be seen in the photo I posted earlier. Here’s one ripped from the internet.

Locking into the bike is difficult. You gave me the idea of using my TRS to experiment with body positions and fit.

I consulted with Dave Moss and he indicated that tires were nice and hot and pressure was good and it appears the rear moved around. He asked about suspension travel but I have no data on that, except the rearward geometry due to being undersprung (shame on me- I should have gotten a custom spring).

1- I know that I used to do that. I don’t think I do that anymore. 2- My gloves are a good fit but I do like to fasten them snugly. 3- I’ll see if I can get someone to photograph me next time out. 4- Yes. I tend to crash on the left. This track is also left turn dominant. 5- I’ll pay more attention but it is a single cylinder. It’s pretty smooth but not as much as an I-4. The grips are new. I do tend to run lower gears getting more RPMs. I am working on figuring out my shift points but the track is so busy I’d be shifting too much but I do believe I can find good time by working that out.

I’m hanging off. I’m not able to get as far as a knee down. In one of the photos it can be seen that I’ve worn to the edge of the contact surface.

Wes- I hope you got what you needed from this thread and that it would be okay for me to leverage it to ask for help for my personal SR - at least the one I want to work on 1st (smile)...er this time around. I have a tendency to grip the left bar too tight. No idea why, nor can I see an apparent pattern of when I do it most often. When I notice I’m gripping hard it is when I tell myself to relax because my hand is already tired.

Friday night I pickup my Minimoto and crash it on Saturday. I’m noticing a trend... I tend to crash going left. It feels like there’s no warning. I think I overrrun the tire grip surface. The particular corner goes downhill at the Apex to give an off camber surface. There are also bumps in the middle of the corner so if you’re off-line you going to run through the bumps. I low sided there and there was no warning. About three or four laps later I’m on the gas and the rear is sliding and it threatens to high side me. I’m riding on a very unsuitable platform for my size and weight. I have a Honda XR 100 with a BBR rear spring that is still under sprung and so it seems there isn’t enough weight on the front, so there’s a rearward geometry. (edit) The rearward geometry causes the bike to run wide on the gas, so I’m limited in corner throttle application. (End edit) I wish I had pictures to show of the tires, but I’ll get some and post later today. They have balled rubber all the way to the edge in the back but not in front which is why I think I’m over riding the edge. That’s all I have for now. I don’t seem to have the same problems on sportbikes but I am also less willing to crash them. I get my new bike soon (larger platform), but I was hoping it was a rider error that I could fix.

Came across this and thought it might open something

I would be ecstatic for solid top 5 and an occasional few podiums in my local minimoto race club.

Instructor asked for airspeed and instead he was thinking altitude.

62 degrees! Wow!

Spins are no longer part of the required training syllabus. However many, including your truly volunteered for that particular brand of stress. Edit: I did spins with an Aerobatic Instructor after I got my ticket. IIRC the FAA prohibits instruction to some degree for student pilots, but it’s been awhile since I’ve been intimate with those particular set of regs.

Pitts- I thought about your willingness to identify and resolve a training gap and I’m reminded of an online conversation about stress reactions that I think you were a participant of in our POA days. My recollection is that the forum was lopsided in the notion that one could train responses to any emergency situation, after all that’s what the FAA teaches us. Henning was dead set on the notion that SRs were hardwired into a person and that each person may only modify their personal SRs to some degree with training but in the end, there they were - a pessimistic approach, I agree but experience tells us that a morsel of truth is present. Even in my days as a student pilot with Jon, my instructor yelling at me and trying to intentionally induce stress, nothing happens in the cockpit very fast, perceptually; motorcycle - different ballgame. I don’t know why that is but I think what Keith Code describes as Sense of Space may apply. I am of the belief that stress cannot be induced in a laboratory, sans chemicals, and even that is different. In the times before me, the FAA emphasized stall recovery training, then they went to a model of stall awareness and avoidance in effort to curb low altitude Loss Of Control In Flight incidents. I haven’t done a statistical review to say if it is working or not, but I have had the experience of putting my training into real life practice, and I and my passengers are still here and they are none-the-wiser as to how close we came to LOCI on takeoff one hot summer day years ago. Perhaps it may be a worthwhile venture to revamp the HURT report to include a review of the efficacy of training methodologies on single- vehicle accidents. While it may or may not solve your particular malady, I perceive that you are motivated to discover something overlooked to benefit the community at large. Lastly, I also took note of your mention of “The Pace”. I do believe that is a definite gap in training and you may be in a good position to advance this ideology earlier in the training cycle and to also benefit by a review and dissection of it.