Jaybird180

And what did you find as a solution to your entry stability problem?

Best part of the post Kevin!

But who wins? Who's can withstand adversity better? Melandri hasn't been given the equipment that Pedrosa has. Pedrosa has had the fortune (probably well earned) of having the right people (HRC) behind him. This is what makes racing a team effort.

Inpirational!

True, we're all entitled to like who we want. I'm just at a loss on Pedrosa. I don't see what he does better than anyone else. He has size advantage, but that's being diminished with the 800 development. The 990 was wearing him out (LOL). I say get Melandri on equal equipment with Pedrosa and let's have a race!

I'm interested in knowing more about what makes a Pedrosa fan. I don't see the consistency that you speak about. He seems to come unraveled when pushed and is prone to making many entry speed mistakes when battling for the lead. Maybe if I'd seen him in his 250 or 125 days... You're probably referencing something like the Sachsenring (?) ride last year when he ate it in the rain. Pedrosa takes chances probably more-so than most. You'll find that there are many more riders like him, most of whom I like. Haga is probably my favorite rider (this is his year by the way), and he's a risk taker, Toseland, Biaggi, ROSSI. I like all those riders. Pedrosa can drop the hammer and take off on anyone when he hits his comfort zone. Of course, like in Sachsenring, you can't quite do that safely in the rain. But in most races Pedrosa turns fast laptimes repeatedly. He's a winner, and he's going to be in MotoGP for a long time. You don't place where he does without being consistent. And good. You also may have him confused with Stoner. He showed last year that he is unable to handle pressure. LOTS of errors on Stoners part. I was speaking of his BP though, when I referenced him, and noone leans the bike as far as he does. He flips the bike and drops into corners very well. He uses the entire track, and can change lines to get past people. I guess it's his size that allows him to do some of these things. Entire Track??!?!?! Are you kidding? Go back and look at Stoner and Nicky riding one behind the other. Dani almost always doesn't need the same amount of room to corner because of his weight advantage, yet he enters at the same speed. He could enter faster IMO. Stoner, well one could cite Laguna or any other race when he was against Rossi. Rossi has the ability to get inside a competitors head like you wouldn't believe. Biaggi, Gibernau, Stoner... Didn't get a chance to see if he could push Nicky like that. And I don't think he could mentally push someone like Bayliss, Corser, Vermeulen, or Toseland. But he could give Sofouglu fits....that would be hilarious.

Noriyuki Haga. He demonstrates an amazing amount of bike control and maneuverability. Give him the smallest gap and he'll stick the wheel, bike, footpeg or whatever in there. Toseland's like that too. But James will beauregard his way in. Both styles are useful used appropriately.

I'm interested in knowing more about what makes a Pedrosa fan. I don't see the consistency that you speak about. He seems to come unraveled when pushed and is prone to making many entry speed mistakes when battling for the lead. Maybe if I'd seen him in his 250 or 125 days...

What is a quick unflick? Why would a rider's ability to turn the bike quick enough limit or improve their feel for how much speed they could carry into a corner? What are the factors that determine how quickly you get the bike turned? There are several of them, let's see what kind of list we can make: 1. I'll start off...The limit of lean angle for the bike you are riding. That means where you will hit hard parts. Your turns Keith An "unflick" is my term for standing the bike back up to vertical. Someone (sorry, I don't recall the name) in a previous thread talked about using the brake to purposely high-side himself to vertical in ess sections. As far as the ability to quick turn changing their perception of cornerspeed, I think it would add to their confidence and increase the "in too hot" panic threshold.

Good analogy. I like it.

Can you describe what it looks like to turn too far?

Okay Forum, Here's a question thrown atcha: Scenario: An "ideal" corner, no bank, billiard smooth, etc. Has a long straight at both ends, entry and exit You enter this corner after successive laps, hit your braking markers and your panic reaction says 'you're in too hot'. Your training says 'I'm at my turn point now' and so you agressively countersteer on the bars. The bike's trajectory puts you pointed right at your apex, and your right hand instictively is rolling on the throttle, nice and smoothly the way you've done hundreds of times. In spite of your 'too fast' panic reaction, your right hand continues to roll on the throttle and you're now drifting to the exit marker perfectly with your eyes down the straight. You pull over into the pits to calm your nerves and your after assessment tells you that you exited where you planned, except your rear tire was over the curbing by about 3 inches. Now realizing this, you've found your new limit. What you didn't realize was the rider following you on the same make/ model bike didn't miss the braking markers the way you did and entered at the planned speed, hit the apex and hit the same 3 inch rumble strip. Your conversation with him reveals that he was on the gas harder this time around instead of in the corner higher. The question is will getting on the throttle harder in a turn produce the same result as going into the turn faster? How about applying throttle earlier in the turn? What is the correct way of assessing how close to the limit you've progressed?

I thought of going track only, but I'd miss the socializing. Besides, I don't get enough tracktime to satify my urges so....

Assuming those are not factors....?

Less, no? I'm going to try some suspension adjustments. It's very plush...too plush for the amount of feedback I want in a straight line. In a corner it's great!

Is that an easy mistake to make? How often does it happen? What causes the error? Wouldn't a knee stop the decent?

Is it possible (even theoretically possible) with modern tires to flick a bike too fast, causing a crash?

If it's one thing that we've all agreed upon here it's get on the gas, gas, gas as soon as you can, can, can.

I'm currently having a Nemesis ECU installed in my Bike,(Ducati 749r). This ECU has the capability to have multiple maps installed that can be switched at the starter button. One map will be for pump gas and another will be for oxygenated race gas. The numbers I have heard are about 5 more HP on race gas. Does that make a difference? Only when I'm on the straights and the guy next to me is on a Susuki 750(750 SB) or a 1098 (open twin) classes........ He probably will still blow by you. 750 twin cannot compete on straightaway with a 750 I-4.

I like Mladin, really do. Based on some of the interviews I've seen/ read he's someone I'd like to meet, even if we never discuss motorcycles. But honestly, I'm not sure he would add to the entertainment value. I think Ben Spies right now is the best the US has to offer.

JB; Have you attended a School yet? If so, I would encourage you to review your notes from Level I because some of the classroom sessions deal with the forces on and the reaction of the bike's suspension system. Beyond that, I can't think of any level that deals with the set up of a student's bike per se. If you haven't attended I recommend that you sign up for the earliest school you can find in 2009. The School will sort this out for you in short order. You mention that your reaction creates seven separate steps you take to alleviate your concern with the bike's front so you are halfway home in overcoming the issue - you have acknowledged it. Now the trick is how to put these regressive steps out of your riding repertoire so you can ride with greater confidence. I have some suggestions but you will be better served with advice from an experienced CSS Coach (Hint-hint Cobie, Stuman, Mike Isbill&...). I do not mean to disuade you from the belief that your suspension is a problem; it could be the cause of all of your anxiety - One season as my speed and confidence began to grow I started having trouble with front end chatter under heavy braking and it did affect my confidence. I swapped out the fork springs and it changed everything freeing me to look for other areas to improve - so in fairness to your comment it could be all in the forks. YRMV. Kevin Thank you for your kind words sir, but I'm sure the problem is the nut connecting the seat to the steering yoke.

I was thinking about a particular distraction (barrier) and hoping for some advice on how to overcome it. I realized that I put an excessive amount of attention on front-end feedback. In looking back at some of the ridiculous things I've done, they've all been in search of easing my mind that the front tire is indeed in contact with the ground. This need for constant reassurance has caused me to: 1- Look down 2- Put extra weight on the bars 3- Slow entry speed 4- Reluctant to get on the gas 5- Fail to quick turn 6- Quicken rebound damping 7- Stiffen compression damping I'm sure my bike can work better; it's setup pretty stiff at the moment. I don't have the same issue with the rear end. I don't have to put any feedback attention on it and could probably use less feedback. What parts of the CSS curriculum will help me overcome this need for reassurance?

I've heard of weighing the outer peg, but it seems scary to me. I've found that focusing on weighing the inner peg relaxes my upper body position, taking the weight off the bars and stabilizes the machine (or the rider- not sure which needs it more). I can then focus attention on apex, exit and getting into the gas.

Doesnt keith always say to maintain throttle control? So why shut it off? In most turns, when one enters, isn't the throttle off? I'm not saying a word. (tapping fingers on chin)

Why didn't I think of that??? You know, I have had to adjust the shift lever, and if I do it at a stand still, I usually get it wrong, have to go and ride it for a little and see if I have it right. One thing I notice, my "tendency" is to go a little low, and that makes for missing up shifts now and again (have GP shift). C You certainly know how to make a guy feel better about his wrenching skills.