Jaybird180

Anyone take note that Rea has secured a 4th consecutive Championship. Rea is the 1st rider to have ever done 2 consecutive, let alone 4! Rea joins the records books; the only other 4X Champion is Carl Fogarty.

Seems like I’m breaking the news on the CSS Forum Ana Carasco is the World’s first Roadracing World Champion. 2018 Supersport 300 http://www.worldsbk.com/en/news/2018/Ride+like+a+girl+Carrasco+makes+history+to+become+WorldSSP300+Champion

CSS is piloting a program this year to work with Children. @Dylan Code can fill in the details. I’m going to try to get my children into it as we’re at the tail end of their first racing season. They’re 5 & 8 and have a 2yo brother following intently (not riding yet).

MaxMcAllister in his suspension clinic (can be found on YouTube) provides the info that all geometry changes have a side effect for every intended effect. He said it’s about 3:1 ratio of effect to side effect and many people chase setup issues because of missing information of knowing which end of the motorcycle to change. The cliff notes: he provides that front end changes effect corner entry to mid turn and rear end height changes effect mid turn to corner exit; being mindful of the side effect issue. My concern with prescribing a geometry change at this point is introducing another variable into the equation when rider input, vision, timing and throttle control haven’t been sorted, nor do we know if static sag and chassis balance have been baselined. My $.03 is aligned with the OP and Hotfoot’s process to establish what the rider is doing and how the bike is responding.

My DVR isn’t recording WSBK this year ? I’m behind on MotoAmerica and MotoGP watching, so I don’t know what’s happening and I delete the emails discussing race details to avoid spoilers.

There are defensive and offensive lines when racing. Tactical vs Strategic choices. Racecraft is the proper mixture of the two. I once witnessed a rider on a slower bike hold off a faster bike by altering exit lines (not weaving) and beating him to the line FOR THE WIN.

I watched for this tendency to get on the gas too soon and found I did that in a couple corners. Mind you: this is at a different track, but habits typically follow the rider until changed so it’s likely I’m doing this at other tracks and on other bikes. Also, I found in Endurance racing this weekend that I need a method of prioritizing needs, addressing them and then going down the list.

Okay. I’ll go out to specifically observe this. Thank you.

Thank you. I think Hotfoot was getting at that same idea. I'll have a go at it. Question: Are we saying that steering can be complete but yet the bike is not pointed in the desired direction?...there's a time delay between relaxing the steering input and bike on line???

That was a typo on my part. I meant to say: I leave some lean angle margin. Regarding my original issue: I think the solution could be: The Two Step Drill

I turn the gas on as soon as I'm done with the steering input. I do leave some turning margin. In this particular instance it was a new bike, new track and different tires so my confidence was low on knowing where where the roll limit was. I was conscious that I probably had lean angle reserve.

Yesterday I received in my email, a Keith Code article, Speed and Direction and I think the article struck a chord with regard to what I’m trying to solve. The article isn’t yet posted in the articles section, so it must be new. From it, this particular section seemed relevant and as I slept overnight I awoke with a different idea on how it applies to my current barrier ”Any rider's true skill level can only be measured by his ability to determine exactly WHERE to change or maintain speed and direction and execute the right AMOUNT of each. There are no other components to skill.“

Thanks for chiming in. Point #1 How do I know that I'm hitting my marks (or not) if I do not observe my results? Well to help solve the problem of diverted attention, I will mount my action camera to the bike and review the footage later that way I can focus more on what I'm doing IN THAT MOMENT. I agree that I'm still working on moving my vision further away. I'm also working on smoothing my visual flow after so many years of snapping my head and eyes to the next point of interest. After a recent school I "got it" about visual flow. Point #2: Once I'm in the turn, I don't fight it with many-mini inputs I just try to get it next time around.

I'd been working on my accuracy. It seems that the product of that has been consistency. This means that I tend to get consistent placement on where I want to be, just not as accurate as I would like. I'm a foot or less from where I want to place my wheels, and it seems that closing that distance to apex for example is a battle with self. Best I can come up with is that it's a vision deficiency but I don't know what to do to correct it. I latched onto a faster rider, but was just unable to duplicate the lines or keep enough pace to be able to follow for more than a few corners. But I did learn something by doing so. Looking for ideas of what I can try differently. Next trackday in 2 weeks.

My mechanic and I agreed that I will ride the stock suspension this weekend. The vendors that I talked with have assured me that the stock suspension will be bottomed during most of my ride. I hope that I don't break anything especially me. I've also decided that I should have bought a CRF125 instead just for the fact that it opens up an additional racing class. Maybe next year?

Almost there https://ultimatemotorcycling.com/2017/12/05/2018-kawasaki-ninja-zx-10r-se-electronic-suspension-model-usa/ 4. The forks and shock have built-in stroke sensors that provide real-time stroke speed and compression information. The sensor coils provide input to the KECS ECU every millisecond. This is complemented by information provided by the IMU (acceleration/deceleration) every 10 milliseconds, and the FI ECU (vehicle speed) every 10 milliseconds. The KECS ECU then directs current to the solenoids to adjust damping as required by the situation.

I got lucky (fingers crossed) on a set of new lower tubes and plan to change them out tomorrow. He adapted to the bike's "eccentricity" without care. I'll make the correction and won't mention it to him except casually.

He cared nothing about going through the oil-dri.

I just started MiniMoto racing! Trackday Father’s Day weekend on a loaner TTR125 got me hooked and I came back straightaway and bought a 97 XR100 to run the stock 100/125 class. My first race is in a week. The rules allow springs and internal modifications to the OE suspension only and I’ve been racking my brain on what to do. I have an appointment Monday to do a maintenance catchup and we were going to flush the forks but if I come with springs we can do that too. It’s too late to order the springs but I’m also wondering if I should run the stock suspension because it will force me to be smoother and improve my technique. I really felt it in the transitions on the TTR with my 200lbs upsetting the chassis every time I flinched wrong. It even put me on my butt once in a tight hairpin trying to lower my body- really my shoulder and hip. Monday morning I have a chance to stop by the store and pickup some fork oil..or not touch the forks at all- for now. But I need to stop obsessing over the research.

Good reminder!

Can you describe T10 (camber, elevation change, etc)? Also, why you chose this corner for making up time? What phase of cornering were you in where you lost front end feeling? You describe a situation where you were still on the brakes, yet leaned over and still steering. What else were you doing? How tight were you on the bars?

We just may get the chance. It was reported this morning that Rea is in talks with Repsol Honda for Dani Pedrosa’s slot on the team. Things could be very interesting and I predict that Rea and Marquez will be an intra-team rivalry. Rea is also a physically larger guy and the bike seems to be designed for the smaller statures of the riders like Dani and Marq. Crutchlow’s struggles could be an indication of what Rea will have to face in that concern.

The RF-1200 that I reported purchasing above worked GREAT on the track last month. All of my helmet complaints have been resolved! And I didn't think about the adjustable cheek pads. I tried that with the HJC at the insistence of their customer support but no luck AND I was out of the extra $$ the replacement cheek pads cost me.

Hi all- Looking for opinions and options. In prepping my 5yo son's CRF50 for Supermoto, I discovered that the front fork is kinked just above the axle. It's pushed toward the engine a few mm, reducing trail. For dirt he's using the stock 10"/10" knobby tires and supermoto, using DOT treaded 10/10" size tires as well. His racing class requires OEM suspension and I've found the part numbers to order the replacement. I'm not sure if the handling change will be ONE MORE new thing that he'll have to contend with his first time out, or if as a 5yo he won't notice, won't care and will carry on bent or straight. I'm theorizing with the way they're bent now it gives added caster effect and is HELPING the bike steer after relaxing his countersteer input. I think it's wise to replace it but I'm wondering if we can instead save the $150 plus labor time and wait a season when he may be able to graduate to a class that allows aftermarket components. Thoughts?

Thank you. I still have a ways to go though I've made some good progress. Of the tracks I've ridden, ViR-N happens to be my favorite.