Jasonzilla

The process should go as follows: 1. Clutch in. 2. Shift. 3. Blip. 4. Clutch out. Here's the explanation. The timing of the shift is insignificant. You have to do it (and you only have to remember to do it between steps 1 and 4 above), but it doesn't matter when, so why not get it out of the way. It's less to focus on as you're blipping and releasing. You can (you wouldn't WANT TO, but you can) hold the clutch in all day. The important thing is that you blip and release the clutch in a well timed manner. That's a lot to do while shifting also, so why not just get it out of the way ASAP? You want to release the clutch when your at peak RPM's during the blip. That's what's important. What you're trying to accomplish by blipping is to stop the bike from dictating your speed after you downshift and releasing the clutch (or engine brake). When you engine brake (the inevitable consequence of not blipping) you allow the engine to place the bike at the speed it wants to be in when you go to a particular gear and release the clutch. This takes away your power to not only control the entry speed yourself, but also will affect your exit speed, as you'll be out of your bikes optimal functioning range when you finish your turn. When you blip the throttle and release the clutch, what happens is that the engine will end up matching the speed of whatever RPM's you're at when you release the clutch. I read time and again that you need to give the throttle a "small" blip, but that's vague, and I'd argue wrong. When you give it a "small" blip, say to 5,000 RPM's, when you release the clutch, that's what your engine is going to end up at. That's not much on a sportbike where most 4 cylinder bikes function at 9,000 RPM's, and that's why I don't like the "small" blip statement.

Hi Neil. I'm so jealous of your trip. I'm doing Levels 3+4 at Streets Of Willow in March, but am going to do a trackday at Laguna this summer some time, but don't know when yet. I don't want to do a school there because I want to focus on the track itself. It's also a track on my dream list.

Hi Simon. If it weren't for motorcycles I'd be a car track guy. Glad you've changed over. Does the actual getting around the track similar so far? With turn points and apexing and such?

You're going to love it, Stu. I may go out 1/8 because I love no sessions too much. If you go out for the races I'll definitely see you. I have a friend who is going to race out there.

Quick write-up on Chuckwalla Valley Raceway (CVR). I've done CVR 3 times now. I've done it clockwise, counter-clockwise, then clockwise again. My first time doing CVR was frustrating. I'd done Firebird East, West, Main and the Vegas infield course. They're all fun but small tracks. I wasn't used to elevation changes, banked, or off-camber turns. I was on Inde once before CVR and it's a proper track, but I'd only done it once. It's nothing like Chuckwalla. It's not as fast. So I've had a lot to get used to. I think my last (counter-clockwise) excursion onto CVR got me comfortable on a large track like the new one's around here (Arizona). It was a left heavy turn that allowed me to get used to carrying speed around a track that was over twice as long as any I've ridden. Then I re-enforced it with a clockwise day Saturday. I've been around the track numerous times (three no sessions days), but just this last time I figured out the off-camber turn. Flick the !!!!!!! out of the bike. Plenty of people overrun it because nobody is used to a slant like this. It's a normal looking turn that, if you turn at normal speed, is going to shoot you off the track with an emphatic "How many times have you done this that you still haven't figured me out?" I was going REALLY wide entering the turn on the counter day to compensate for this, but on Saturday I realized what I needed to do to get it right. The bank is HUGE!!! Now this takes some getting used to. I was treating it like a normal turn, but once I started picking up my speed around this track, I found out how insanely fun a bank is. I was sitting up, braking, turning into it. Wrong. After watching other bikes BLOW by me, I ended up staying over the tank and slowly using less braking. After a while I was getting off the gas MAYBE a little if I got good enough drive out of the corner before it, but most of the time just went to static throttle going in and leaning. The faster riders/racers are still going to pass me on the outside, but that only happens a couple of times a day now. I'm dying to get back and getting upside down in that corner. It's become a favorite passing spot of mine because so many riders haven't figured it out. CVR is a track that rewards aggressiveness. When I didn't quite realize it, I wasn't such a fan of CVR. But hauling into the corners being comfortable carrying huge speed has gotten me comfortable and excited about going back. Yes, if you overshoot, you're going to need a passport to get back to the US once you've stopped, but there is plenty of over-run in every spot I've shot off so far. The one thing about the no sessions trackdays hosted by So-Cal Trackdays is that they aren't very safe. Anything from one of the corner workers having his red flag draped over his perch to leave you wondering every time you go by, to parts being left on the track for half the day. There is NO communication between these guys and the riders either on the track or the pits and you can go up to 3 turns in a row without a corner-worker being present. And I'm not talking about three corners that can safely be watched by others. There is no tech inspection. If you've ever sat around and watched a tech inspector send people back, you'd be surprised to see what riders either don't know about their bikes, or what they try to get away with. If you find another trackday sponsor or want to brave the no-sessions, I'd say CVR is definitely worth the trip if you're close enough, even if you add it to your track trip list once a year, if you're close enough. I've grown more fond of it every time I go. I've even met John Hilton out there and pitted next to Lex Hartl out there. Big bonus.

Laptimes, while being able to see them to gauge improvement, weren't provided to us until the end of the school. While I did improve from 1:16's to 1:03's at the Vegas Classic course while attending, I didn't know until we were collecting the sheets at the end of day two. Ultimately I'd say it's a good overall, and not daily, way to gauge improvement.

Riding a bike you're comfortable on while doing the school will be helpful so you don't have to focus on getting used to a different bike. You'll learn a lot regardless which bike you ride. And if it comes to doing four levels for the price of a two day, I'm for all the levels.

I haven't ridden it but, by watching AMA and GP at Laguna I'd say it's a fast track, it doesn't seem to be the most technical track. I'm going to do a trackday there next year, but am doing Streets for school.

Welcome. You have gotten plenty out of your trackdays. You've gotten time on the track. That's very important. Between the riders on here and the coaches, you can get plenty of questions answered.

I can tell you about a month before you go. I'm signed up for March 26-27.

Bicycle pump. Instead of riding down to the gas station, sometimes actually paying for a couple pounds of air, I check the pressures, pump to desired level, ride off into the sunset. Good at the track also.

Another question: will I be able to get in Friday as to save money on a hotel Friday night?

If it's for track-time, it probably would be beneficial to take all the levels, especially since level 4 is personal coaching. You can redo any area you want to reinforce. You can practice all the skills at a lower level after that if your season is over. A parking lot will do just fine.

I can understand that people get excited by the technology, even if I don't. Guess I was born 3 decades too late for my preferences But the advertising would be just as good if the bikes were more basic. And with more basic bikes we would see 30-bike strong MotoGP grids instead of 17. And more good riders could find a seat. Now, it's a very similar to F1 where you A) must have the complete package and skill can only help you so far and most riders must bring money in order to ride. In other words, we only have a handfull of the very best riders the world can show up, whereas there's too many riders at a notch or two below that are there because of sponsors just as much as their skills. I still believe they could have reached similar lap times they are doing today through evolution instead of revolution at a fraction of the cost. Since the financial crisis they've been making changes to lessen the expense so more bikes and companies can afford to be on the grid. I agree that 17-18 bikes on the grid is too little. I like the tight competition between Moto 2, but don't want to see lapped riders in Moto GP premier class either. Moto GP also needs to be careful of lap-times against their competition. If you and the other guy have a literbike, you're not exactly the premier class if they have lap-times faster than yours. The results of their investments show. Put more into it, get the faster bike.

I believe they switched to the classic to accomodate the BMW's.

We're talking 500's. That was a long time ago as it pertains to racing. No single part on the 500's is as good as what is currently on the GP bikes. Whether it was overnight or if it takes a century, the equipment is better. Doesn't matter how long it takes. Racing then allowed the rider to compensate for a poorly set up bike because they didn't have the technology they do now. Now you've got to get the bike set up properly before the race and you need to be more in tune with your bike than Hayden (he's HORRIBLE in conserving fuel). Racing is more a team sport and preparation ever more crucial. I like it a lot better because Rossi and Lorenzo can have an awful day because of poor preparation, rather them being able to dominate every race whether they're properly prepared or not. Everyone has their own preferences. I love watching Lorenzo take advantage of newer technology (he's a slave to his bike), while watching Rossi ride like he's on an older bike and still able to ride with, or faster than, the younger riders who've grown up with traction control and GPS guided set-up. One of the big four (Kawasaki) pulled completely out of competition because of lack of funding. Even if they were willing to spend $3 million dollars a year on a bike, it wasn't enough. I don't think investing what these companies do is a waste at all if they want to compete. That's called an investment. You can argue whether it's an insignificant return or not all day, but if you were a company wanting to get your name out there, you'd be doing so from the sidelines. That's why they DO it. Because it is a significant investment. It's advertising. Companies advertise. To sell merchandise. Mazda was sold to Ford because they didn't advertise. Mazda made a better car and had better technology that Ford incorporated into their vehicles because it was better, but they didn't sell because they didn't invest in advertising. Suzuki sold more 2009 bikes than Kawasaki did 2010 bikes in the US because Kawasaki didn't advertise, or didn't advertise enough. Back of the pack in AMA and WSBK (lack of funding [investing or advertising] and nothing in GP. That's how they advertise.

What you're saying is that the NSR 500 couldn't beat the 212 in a race. Like you said: if you try to win races, 3% is a massive amount.

Your friends don't really know what they're talking about. Your bike is a very fun ride. I don't ride track with it, but sometimes when I'm out riding to practice some things I'll take my EX out. It's an amazingly fun bike that always surprises me. I have it completely stock except that I've changed the bars and got some that are almost straight so I'm forward more. Until we get on the straights, I'll guarantee I can get through a tight section almost as fast as I can on my ZX6R. The pop the twin has out of the corner is great. One problem is suspension. Without being able to adjust the front at all and the back only 3 notches, you will have to adjust to the bike instead of letting the bike adjust to you. Or you can go out and buy a suspension. Either way you'll be fine learning to corner on the EX. What you don't know you won't miss, and when you get a track bike or upgrade you'll just appreciate it all the more. Any sport tire is going to get you the grip you need. I would recommend Michelin, but since attending CSS I'm a Dunlop guy. Just need to wear the Michelins out first. I'm always tempted to take it out to the track to really get on it, and eventually will. Enjoy the 650 and get another one when you want to. You've got a really good bike.

Welcome. All this and you're just now joining in?

I think it's got to be your definition of the word "fast." If Lorenzo was comfortable going in at that speed, is it really "fast" for him? As much as a (I'm not allowed to use ANY of the words I would to describe him on this site) Eslick proved himself to be during the last AMA Supersport race last year, he's one of the best in the AMA at burning into turns. He's comfortable doing that, so his definition of fast is going to be different than anyone else's. It could also be trust in your brakes and tires. Lorenzo is a slave to technology. He has the utmost faith in the technology they use on his bikes. He's notorious for it. He'll find the limits to the pieces and use them appropriately.

Hi Wahhab. Welcome to the most educational track riding forum you can find.

Great video. Thanks Stu.

One thing I was doing even before the school was putting a piece of tape on the top of the tank and writing what I was working on. While I'm waiting to go out, look at the tape. When I'm warming up and have a second, look at the tape. It really works. I think I even did it at the school. But when I got to the school they helped us focus on one thing at a time. We got the class on it, had to repeat what we were doing before we went out there and there was even a guy who made us repeat what we were working on while we were going out onto the track. I still do the tape to this day (I have a strip of adhesive I can't even get off anymore) and have even started saying aloud what I'm working on before going out. I'm really glad you figured this out. I've tried getting a couple of people I've helped to do this, and they think it's going to take too long, so we get off the track and they have a question about BP, braking, shifting, everything but the things that are primarily important to improving. Good on ya.

Can you?

Mine is the 2 step. Easily. When I practice it strictly I tend to drift in. I've cut down on getting my eyes in the corner AS SOON AS I find my turn point and I've improved on both my corner entry speed as well as corner speed.