BLSJDS

Jason - excellent description and explanation - thank you! That definitely helps me visualize and understand the quick turn. I'll practice that at my next track day for sure. I've got Level III in August at Thunderbolt; can't wait! Crash - good questions to consider, thanks. There were only two turns that I really "snapped" the bike over in; in both turns, I wasn't able to get on the throttle when I reached the lean angle because the bike wasn't 100% settled, so very good point. Hope to see you again in August, Cobie .

At a track day last Friday (Monticello Motor Park / North Course with Team Pro Motion), one of the coaches (whom I know) offered to follow me around for a few laps and evaluate my ability. Overall, he was pleased with my lines, body/head position and how smooth I appeared to be (he BETTER be, I took CSS Level I and II last month - ha ha). One thing he did note was that he felt I was "snapping" the bike a little too much into certain corners and not being as smooth as I should be. I was definitely trying to get the bike turned as quickly as possible, but perhaps I was "jerking" the bike into the turn, rather than smoothly applying force on the bars. What is the best way to execute a quick turn? Based on his feedback, I'm assuming the initial force applied to the bars should not be a "slam the bars as hard as I can" move. Should the initial force be a little softer? Thanks for helping me sort this out! Dan

Thanks for posting the pics, RocketPunch!

I attended the Two-Day Camp at NJMP Thunderbolt on 5/12 & 5/13 for Levels I and II and it was probably the best two days of my life (and I have two kids - ha ha)!! The entire experience exceeded all of my expectations, both on and off the track. Every single member of the CSS organization was extremely professional, knowledgeable, helpful, friendly, and genuinely interested in helping me to improve my riding skills. The curriculum was very well organized and each skill/drill was presented in an order that easily built upon what had been previously taught. After two days, there was lot to think about out there, but even my feeble brain was able to process everything (almost ) because the skills were presented so well and reviewed so thoroughly by my on-track coach after each track session. The classroom sessions with Keith and Dylan brought many new and very useful dimensions to what I had read in Twist II, and I absolutely can NOT say enough about my on-track coach - Lyle. Thanks to his feedback, encouragement, guidance, and ability to breakdown this complex art into terms & segments that even I could understand, I was able to improve my riding abilities WAY beyond what I thought possible in just two days. He really made me feel comfortable and confident on and off the track and the results were incredible. I can't thank Keith, Lyle, Dylan, and Cobie enough for such a fantastic experience!! I can't wait to do Level III in August!!!!! Oh - and the BMW S1000RR is un-freakin'-believable!!!!!!!!!!!! Hope to see everyone in August - Dan Sklar Bike # 24

That is a great article. One of the key takeaways for me, among many, was that "RELAX" means economy-of-effort, not NO-effort. Street conditions absolutely throw in elements that are simply not present at the track, so yes - survival wins Cobie - I do the two-step vision drill when I turn from my hallway into my kitchen - LOL

I suppose both. Since I am only able to get to the track once or twice a year, I practice many of the techniques on the street (vision drills, body position, one turning motion, lines, etc - those that can be done legally).

Are you getting the bike turned quickly? Perhaps an even quicker turn would help. I haven't had much of an opportunity to experiment with this on the track, but a quicker "flick" of the bike (so to speak) would help you stay on your line while carrying more speed into the turn. I was hoping to practice this last weekend, but my trackday was cancelled. I was planning to initially approach with the same speed, but turn the bike quicker to see how that impacted my line, apex, etc. Then I was hoping to add a few MPH to compliment the quick turn, getting back on line. Unfortunately, this isn't something that can be practiced on the street, so I'll have to wait until next time.

I wasn't, until I tried incorporating the two-step vision drill into my cornering practice / routine I may have over emphasized it, which led to the target fixating I initially experienced.

After a few hours of practice, I still cannot answer the question of "what defines when we should look". Or maybe I can... I can tell you that, because of my renewed focus on the correct line and apex (as the more important elements), I am much less concerned with the turn-in reference point. Now, as I approach a corner, I select a turn-in reference point, but immediately go back to "wide vision". My focus remains on the corner, and I let the reference point fade from my view. As it does, I transition to "looking through" the corner. I then make the turn based on the entry line I've visualized, rather than the reference point. Hopefully that makes sense...

I'll be doing that this weekend, for sure

Thanks, Bullet! We should definitely be looking into the turn BEFORE turning the bike, but at what point exactly? When the turn-in reference point is no longer in our "wide screen" of vision?

I think the apex is more important than the turn in point. The correct apex is a good indication that your entry line is appropriate, and it will allow for the best exit line. You will be able to get on the throttle as soon as possible, and roll it on throughout the turn. So I'm going with Apex Unless it was a trick question - ha ha! From my experimentation, looking in late has caused me to back off the throttle because I didn't have an early, wide view of where I wanted to go, the line I wanted to take, etc. Depending on how quick I turned the bike, sometimes I hit the apex too early, but more often too late. It was a bit erratic. I seem to consistently early apex when I look in too early, which is why I'm trying to incorporate this two-step drill into my riding habits. I do think the timing of when to look in to the turn is important. Have I placed too much emphasis on it? I haven't yet found the best time to look in, although I seem to ride fairly decent lines when I'm not overly focused on anything

When practicing the two step vision drill, I am finding that I'm having a hard time NOT target fixing on my turn-in reference point. Initially, as I approached a corner, I would spot my turn-in reference point, but would quickly (too quickly) get back to looking "through" the turn. As a result, I was unable to turn at that reference point consistently. In ATOTW II, Keith talks about focusing on that turn-in reference point, and then at some point shortly before you reach it, switching focus to looking through the turn. After attempting to practice this method, I find that I'm too focused on the turn-in reference point and the transition to looking through the turn is way too abrupt (and I've lost the "wide screen" vision that is so important). How do you guys practice this? How does the focus of your vision change as you approach and navigate a turn? How much attention do you give your turn-in reference points? Any guidance or insight would be greatly appreciated. Thanks! Dan

On the street, sometimes I focus too much on turning in deep that I occasionally wind up turning in TOO deep. I think it stems from not selecting a turn in point for each corner versus when I'm on the track, the reference points for turning are marked with cones. I think I'll place some cones at a few of my favorite corners - ha ha!

That's great to hear (not that they are blind in one eye, obviously) that they have been able to achieve that level of riding - it is very much the same issue in that only one eye is responsible for vision. I haven't done level II, but have read (and re-read and re-read) the chapters pertaining to vision and vision drills in Twist 2. Thanks very much (sorry to get a bit off topic)!! Dan

For me, after only 1 track day, I rank finding a corner entry speed I am comfortable with & consistently hitting it, along with maintaining WIDE vision as my top two. The other skills seemed to come a lot easier when these two were achieved. I probably struggle with corner entry speed & maintaining wide vision more than most because I do not have binocular vision. My right eye is the dominant eye and my left is very slightly crossed. As such, my depth perception is terrible. I am able to compensate for it (for the most part), but will probably not be able to ride like Rossi anytime soon Hey Cobie - have you ever had anyone in class with this issue? Just curious what your observations were / are. Dan

Thanks guys! Maybe in 10-20 years, I'll have 30% of this cornering thing figured out - ha ha!

That's a good point. If I reduce my corner entry speed a bit, pick my line, and apply Rule #1 when steering is completed, I could incorporate practicing the correct method!

You're telling me!! I read the reviews on the Pirelli DCIII before buying, and I knew they would be terrible in the rain and not ideal when cold (but like glue once fully heated up). I had no idea they would start to slip THAT easily when cold on a cold day. I rode home like I was on ice

One particular turn at Pocono East had my number for most of the day. Despite being shown, I could not find a line for myself that didn't require a mid turn correction. It wasn't until later in the day that I finally discovered the correct line for my speed / ability. To your point, racer - my goal for the beginning part of next year is to become extremely familiar with the track and be able to consistently follow a good line.

I'm at work, but always carry ATOTW2 with me for reading / re-reading on the train Throttle Control / Rule Number One (Section 1, page 7): "Once the throttle is cracked* on, it is rolled open evenly, smoothly, and constantly* throughout the remainder of the turn." As a beginning track rider, I find that I tend to hold steady speed / throttle until after the apex, at which point I slowly begin to accelerate. I just don't have the experience or comfort level to apply it any earlier. On page 25, the question of "when" is addressed, and the answer is "as soon as possible". Not at, right before, or right after the apex, but as soon as possible and AFTER steering is completed. For me (at my level), making sure I am riding the correct line is easier without the application of additional throttle

Thanks racer - I was hoping I didn't ruin the tire! I immediately wiped it off, and after a quick ride, couldn't see any visible discoloration of the rubber. BTW, brand new COLD Pirelli DC IIIs, on a COLD day (it was below 50 degrees when I went out), really slide out easily!! (Unless it was the WD40 - ha ha). I think I passed my first real SR test because when the rear tire started to slide out around a corner (I stupidly snapped it into the turn pretty quick), I just kept on the throttle and drove through it. The bike came back nicely and I was on my way, though my heart rate tripled!

While cleaning my chain today, I accidentally sprayed WD40 on my brand new rear tire (because I'm an idiot!). Not a full blast, but some overspray. Brand new Pirelli DC IIIs!! Anyway, is there anything I should / can use to clean it off? I'm guessing I should take it easy for the next few rides. Any other suggestions? Thanks! Dan

I agree, Cobie - lots of good info here. I'm motivated to make my next eye appointment now!! Thanks to all!!

Too damn funny!!!!!!!!!!