ScrmnDuc

+1

How do you think they do that?

Nah, not at all. It may be posted before 2016 ( Two Thousand Sixteen) Your not the only one around here waiting either. Cobie or Dylan should have the best answer but probably sometime in November.

Here's a blast from the not so distant past. Enjoy https://www.youtube.com/watch?v=3MbiMIDJQFk

Soon young Jedi. Soon!!

Benny, Is that an American, Australian, Canadian, or European/everywhere else in the World?

I bet your not repositioning your grip because it hasn't played in with a more aggressive body position, until now. That's entirely possible. Something to observe and pay more attention to very soon. Careful with that attention stuff, you only have so much before you become overdrawn

I bet your not repositioning your grip because it hasn't played in with a more aggressive body position, until now.

Steve, Slow down and learn your bike. Thinking too much, too many things at one time etc... Your charging again Find a nice straight or empty parking lot to practice those downshifts, then you do not have to think (worry) about the upcoming turn. Try your shifts in the 4-6K range and wait until csmith post up a vid of how to properly blip a vtwin into 1st gear before you try it btw: Relax!

Relax your grip Robert. Could it be that you are over thinking (working) your right hand? Which would you consider more important at the moment, Body position or right hand grip position? When would you want to reposition your grip? 1) When still on the gas 2) While braking and downshifting 3) As you make your turn in Jeff

Welcome to the forum. You asked some good questions that have all kinds of answers that will lead to all kinds of questions back to you for you answer. Are you ready? Did you feel the same way about these types of turns before you started reading and watching Twist 2? Advice: Go slow in the slow turns and fast in the fast turns. Relax, Relax, Relax.

Spaghetti, here is a tidbit of knowledge I learned from Laura (Hotfoot) and Mikey. Laura was my coach and I found a false neutral entering a twisty section of track right in front of Mikey. Q Me : What do you do after hitting a false neutral? A Them: Never downshift, always upshift, you may end up in a gear lower than you think! If you are downshifting from 4th to 3rd and find a false neutral are you sure that when you engage a gear downshifting that you will be in 3rd gear? You could end up in 2nd or worse 1st. I find false neutrals often enough that they do not bother me anymore. I'm just a little too light with the left foot and it doesn't matter if I'm clutch or clutchless shifting, brand of bike doesn't matter either. I try to have all my downshifting complete well before entering a turn, therefore if I find a false neutral I have plenty of time to move my size 13 foot to the other side of the shifter and get the bike back up into gear.

Luck Hans of the good type

Oh Quack!! This should be fun

Are you sure steep lean angles are needed? D) Slow down and learn your entry speed. No brake drill and "Discharging" as Hotfoot mentioned. D) AQAP First don't compare your turn speed to others. It's your speed and they can't take it from you... Quit obcessing about knee dragging! Are you feeling rushed when approaching this type of turn? See D) above. Take time and learn "your" entry speed. Once you have a firm grasp on your entry speed, turn rate, and good throttle control what could you do next to lessen the fear of running wide? I think you are wasting to much of your $10 on what others are doing and fear. Jeff

= less of a chance for the rear tire to "spin up" = less chance for a high side. If you enter a long high speed turn that requires wot and your at max rpm/rev limit in top gear which throttle rule have you just violated as soon as you lean the bike over, and why? How would you correct this? Bonus question: Which book and what scenario covers this?

Damien welcome to the "hooked" club. If your not aware CSS has a European branch based on the Island just north of France. Nothing a little swim can't overcome. Beware though, they talk with a weird accent and drive on the wrong side of the road. http://www.superbikeschool.co.uk/

Robert, If you don't mind let me repharse the question. What would be considered the optimum operating temps for Q3's and what is the do not exceed temp for these tires? If the tire is too hot should I add air or remove air and which way for too cold? By knowing the operating range of the tire you can adjust the pressure to obtain this. Jeff

It looks like we may see the beginnings of a series that actually care about motorcycle racing in the US. The classes should reflect the FIM classes. This should help promote our younger riders to the world level. DMG is gone at the end of this year! http://www.cyclenews.com/646/24985/Racing-Article/AMA-Road-Racing--Wayne-Rainey-In--DMG-Out.aspx or http://www.crash.net/motogp/news/208280/1/rainey-to-help-run-american-road-racing.html I really hope this isn't April Fool's day in September.

Robert, take a look at your right arm and your body. What is your left knee not doing?

Robert, what were your cold pressures?

I'll chime in about Roberts bike. It's a 2014 S1000RR that is set up for his weight and adjusted for him. Now that his pace and riding style are improving he may soon need to revisit his suspension settings. Maybe a quick trip back to the shop (in the trailer) before the street wears off all the hard work and fun from last weekend. As for the Pro's tire, it's his home track and he holds the track record there.

stylo, here is a question for you to ponder. Would you be as hammered at the end of a session if you rode harder or smarter?

Nic, You and Kevin have both posted while I was lolligaging about with my reply to your 1st post. Not understanding flags is very bad and dangerous for everyone on the track. It could get you removed and/or banned from any track with any organization. If you don't understand what the various flags mean you should have questioned and remained off track until you did. Jeff

It is Trevor's track! What he says, goes, period! Track Control in my opinion is the most important and difficult job for anyone at CSS. Trevor and his counterparts world wide are responsible for everyone (rescue personnel, corner workers, photo folks, coaches, and students) that enter a "hot" track. It is up to them to insure the safest track possible for all that enter a hot track. At CSS the track staff are there to insure that we, the students, understand our drill before entering the track. If we don't, then we don't enter the track until we do. If we are not on track when we should, they will find us. If we break a rule while on track they will bring us in to have a talk about it. That talk may result in returning to the track, sitting out the session, sitting out the remainder of the day, etc... I've laughed with them over stuff that happened on track. I've seen the stern side when a moratorium on passing was placed over a section of track that applied to all, coaches included! aka. Done for the Day. Our actions determine whether they wear silk gloves or iron fist. Jeff