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Jasonzilla

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About Jasonzilla

  • Rank
    Cornering Master
  • Birthday 08/30/1970

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  • Gender
    Male
  • Location
    Gilbert, Az
  • Interests
    Trackdays, medicine, watching motorcycle racing and Formula 1.

Previous Fields

  • Have you attended a California Superbike School school?
    YES!!!

Recent Profile Visitors

15,884 profile views
  1. There is both a magnificent bank and off-camber corner on Chuckwalla in California. The thing to remember about off-camber corners is that before you even turn, you're riding at a lean. If it's, say, a six degree angle and someone is wanting to get on the throttle, when the rider believes they're at a certain spot picking the bike up in regards to the typical horizon, they can easily forget they're actually still more leaned over than normal and be giving too much throttle for their actual amount of lean. Some don't think to adjust for the change in traction limits for where they're at. The sa
  2. For the most part, I agree, but I can't wrap my head around how he doesn't lose balance and go off the track or keep sliding on his head. The brain is doing so much already, and then to change all these other things in tilting the head like this.
  3. It's the tires. Pol's hit the nail on the head. I was talking with a guy I met last night about his '70 Triumph Bonneville. The bikes of that day had a solid steel bar that was welded to the bottom of the bike for footpegs. I showed him that, even on my EX-650, my pegs collapse up in case I get that far over (which I don't on my EX). I told him about the tire advances and how that's the reason for the progression in leaning. The guys standing around were amazed when I told them they're dragging elbows now-a-days. I also showed them what a friend of mine does (see below) and they about lost it.
  4. This could have been used in the TOTW video as the horrible advice you can get from somebody. That's insane! I saw Pridmore in November being interviewed and he was talking about how counter-steering is wrong, it's body steering that effectively turns a bike. I had to walk away. I'm doing research on lack of rider education and accidents, and it's not just that he's wrong, but the advice he's giving is DANGEROUS. It's infuriating. Keith gets a couple of things wrong, but nothing he's getting wrong is potentially dangerous.
  5. Sorry I'm so late to the party, but I'm studying so much I don't have time to come to the site much. Putting the camera up front limits the appropriate feedback we can give. The main thing that was mentioned above is your turning. If I remember correctly, one person said you should change your turn points and learn to turn faster. If you learn to turn faster in the appropriate corners, that will correct your blowing the apex on so many corners, thus negating your need to change your turn points. That'd be my first suggestion. If you're steering as fast as you believe you can, then changin
  6. That's exactly right. They could be doing this without even knowing it. I also figured that that the ones who think they're making "fine course corrections" are just putting additional steering inputs into the bars as they're shifting around, just as when upright and thinking they're body steering.
  7. I'm thinking as far as when a source, especially in a largely published book by a respected educator, states you can make "fine" adjustments in a corner on the bike. It mentions mid-corner, so it's not turn entry. I'd like to know how much weight I'd have to shift to make an adjustment IN a corner. I'm leaning off, hanging on, looking at my points... I don't know how much they think they can shift to make these adjustments while in a corner. I sometimes still shift around in long corners while working on my BP and have no changes in my steering unless I'm performing the aforementioned hook
  8. I've been scolded on this site for mentioning a certain motorcycle school and didn't want to post the actual name of the book. Hahaha. You rabble rouser.
  9. I like what Hotfoot said earlier on. I brake and use my thumb to blip. I think when I was first learning this, someone used an age-old quote: if you want to become great at something, do it 1,000 times. I was practicing it on the way to work every morning. It took a LONG TIME before I noticed I was blipping without any difficulty. It was on my EX-650, which is massively more difficult than on my ZX6. I'm going back to tracks I haven't ridden in years, and am noticing I blip without even doing it consciously. There are some corners I'll let the slipper clutch take control. My issue with th
  10. Good clarification, Smith. I was stuck on the term body steering because it was in a couple of books I was reading and getting stuck on why it's wrong and how "body steering" is misleading and why it shouldn't be used. Weight management, or something similar, is more appropriate. You're right as well, Chase. My thing on that is another book I've been reading mentions that moving your body over before a turn helps initiate the turn. It says that you need to do a counter-steer in the opposite direction to maintain the bike upright if you don't intend to turn at that point. My problem with t
  11. I hate living in Arizona. Unless we travel, our season starts in Sep-Oct and is over Apr-May. We lose as much time due to heat as the northern states lose to snow/cold. I'm back in school, so I'm taking advantage of having to write papers and am writing about motorcycle related topics (currently working on counter-steering) when I get the chance. I'm trying to do 4-5 trackdays a year while in school so I can keep up with my riding. The last trackday I worked on my lines. Playing with and progressing turn-points, apex, exit points. I've started riding a track that I haven't ridden in about
  12. I'm writing a paper on counter-steering, so I'm reading a ton and watching video (mostly for the misconceptions of counter-steering) on it. It's mentioned repetitively that once in a corner you can make adjustments with your body. I thought this was incorrect. I know weighing the pegs can help make the tire oversteer for riders to manage the bike through the corners faster (Rabat can be seen to have his outside foot off the pegs quite often in order to get the rear tire loose). An ex-professional racer with a book in publication says you can make "fine course corrections" mid-corner with
  13. I'm writing a paper on counter-steering, so I'm reading a ton and watching video (mostly for the misconceptions of counter-steering) on it. It's mentioned repetitively that once in a corner you can make adjustments with your body. I thought this was incorrect. I know weighing the pegs can help make the tire oversteer for riders to manage the bike through the corners faster (Rabat can be seen to have his outside foot off the pegs quite often in order to get the rear tire loose). An ex-professional racer with a book in publication says you can make "fine course corrections" mid-corner with
  14. This is strange happenings. The first thing I thought of while reading this is that you mentioned knowing the throttle is closed. I found on my EX-650, but not on my ZX6, that in some corners I still somehow have the throttle open while cornering. If I know the type of corner coming up, I'll give myself a little extra braking room to ensure I have the throttle closed. The little it's open causes me to go wide, but not cause the rear to step out. Then again, it's a 650, not a 1,000. Your suspension is being mentioned, but unless you've changed your set-up, I don't see how this could be a fa
  15. I'm in school, literally, and am in an advanced writing class. It's probably no surprise that I'm planning on writing about a motorcycle related topic, counter-steering, if allowed by my professor. Every other professor forces me to write about nursing related subjects. I'm going to write on counter-steering, attempt to break it down, talk about the "alternative," and finally, write about the safety aspect of learning the proper way to steer a motorcycle. I am going to use all the published books I can find, whatever I can find on body steering (or body lean), and use the Hurt Report as
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