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utahphunk

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Everything posted by utahphunk

  1. I like Windex and a microfiber towel (or old fashioned, clean cotton diapers). Never use Windex on helmet shields, ever. It makes the material brittle and hence, more likely to shatter. Helmet manufacturers will back this up, it's not just some urban myth. (I used to do the same thing.)
  2. I've switched to just water to clean my helmet shield and helmet. Water and a clean microfiber cloth or sunglasses/goggle bag. You just need to keep the microfiber moving once you're done, in order to keep spots from forming.
  3. I find the majority of this post completely counter-intuitive. What feedback are you getting from the front tire while trail-braking, specifically? Say you need your speed at the apex to be 40mph (just to pick a number.) If you're trail-braking, you tip into the corner at 60mph, and trail-brake down to 40mph. Your average pre-apex speed for that corner is higher than 40mph. If you aren't trail-braking, you brake from 60mph down to 40mph before the corner, tip into the corner at 40mph, then set maintenance throttle to keep you right at 40mph (and to stabilize the suspension, etc,
  4. I'm going to address a bunch of things one by one, not to be combative, just because I'm procrastinating with my work. That last sentence is what I disagree with unless you mean "spend your 'braking' attention on the front tire traction instead of brake lever pressure and fork travel." If you actually mean that a rider should have a large percentage of their total attention on their front tire traction, then I completely disagree. Two of your paragraphs begin in a way that makes it seem like you think a rider should be using a lot of their total attention on front tire traction while br
  5. You can get set up early for the corner and still brake hard (like, 150mph down to 50mph) by leveraging your foot against the outside peg, your knee against the tank (standard locked-on body position so far) and the middle of your adductor/quad leveraged into the corner of the tank on that side. By flexing your foot/leg into those three contact points during braking, most of the braking forces are transmitted through your lower body and into the bike, as opposed to your arms. You only need 2 fingers to pull in the clutch lever enough to unload the transmission enough to drop gears while br
  6. Because they're the best in the world at riding motorcycles as fast as possible.
  7. Respectfully, I think it's simpler than mugget describes and I think his suggestions spend attention (can we call these Code bucks?) where it's not warranted. To brake hard with the bike upright, apply progressive pressure to the front brakes in order to progressively load the front tire. This makes the part of the tire touching the ground squish under the weight and spread out. This increases the size of its contact patch. The bigger the contact patch, the more friction/traction it can provide. This means it can be used to brake harder, but only after it's loaded. "Grabbing" the brake
  8. 2-finger clutching on downshifts was explained to me at a local instructional riding course like this: You only need 2 fingers to get the clutch lever in just enough to unload the transmission enough to safely and smoothly downshift. That leaves more fingers for holding on to the bars and less total movement from your hand to get down to the correct gear while you're approaching a corner. (This came up at the end of the day, so I haven't practiced it yet.) I suspect that by the time your lever is in close enough to pinch your other fingers, your transmission is unloaded enough to downshift so
  9. You're using the phrase "top out" which means "using zero percent of its travel" such as when the bike is not braking at all, or even just sitting there with no rider on it. I'm guessing you really mean "their front fork is fully compressed" which means it's using almost all of its travel. That is what happens when a motorcycle is braking hard. What is spooking you about the front end dipping so much under hard braking? If it's dipping violently, then it sounds like you are apply the front brake too quickly ("grabbing" the front brake instead of progressively squeeeezing it.) What
  10. That's great that you've seen some improvement. Congrats. I'd also recommend a GoPro focused on your controls in the lower half of the frame and the road in the upper half of the frame. That would give you better data than "here is what I think I'm doing." It would let you compare what something feels like to what it looks like, as well as producing something you could post here for video feedback.
  11. Thanks to everyone for the discussion in this thread. After thinking about everything more, I decided to focus on setting my corner speed a little earlier to avoid charging corners and putting myself into this position. I also did more research and determined that my brake chatter problem was bad enough to address. So, I wet sanded the rotors and replaced the (very likely contaminated) brake pads and the chatter was gone. So, less rushing while setting up for the corners and less wasted attention on brake chatter, and I rode much safer, looser and faster.
  12. On the track? Every corner that requires heavy braking (once my tires are up to temp.) In the canyons, pretty much only when I decide I've left braking too late and I need a little more time to set the corner speed I want. Or I'll do it intentionally just to practice the easing off. You don't want to release the front brakes abruptly and upset the suspension when you're fully leaned over, right? Using the rear brake to "back it in" is what you're describing. It's a pretty advanced technique and it's tough on the rear tire. I also think it's starting to fall out of favor, but I could be wro
  13. Assuming you're correct in that you don't have any serious body positioning problems, then it sounds like the answer is, "Go faster." For any given body position (be it good or bad), more speed = more lean angle.
  14. Yeah, they should at least call the track version of it the Power Purer or something to make things less confusing.
  15. If it was a hot ride (Utah rider here), then I try to get fluids and electrolytes (Gatorade or a Nuun tablet) in me ASAP. Failing to be diligent about that leaves me feeling pretty wiped out for a while. Priority #2 is some stretching. If I rode so much that my legs/hips feel wobbly or shot, I'll make sure to get some good quality carbs (a nice beer counts as part of this, of course) and protein. I usually end up eating that way soon after any duration motorcycle ride anyways - I only carve canyons and I never stop for lunch, etc. while I'm out riding. I'm in my mid-30s, so I need to stret
  16. Understandable. I did say I have a Pilot Power rear (which is actually called their "Pilot Power 2CT".) But still, even that model is just one step below the Power Pure.
  17. The Michelin site shows the Power Pure as second in performance only to their Power One mostly-track tire. I'm not contesting anything else you're saying, I just want to make sure we're talking about the same thing. Thanks for all the replies everyone. Please keep them coming!
  18. The TOTW2 book talks about CSS students reporting spooky sliding behavior and a pace that were way below track records. Keith eventually discovered it was the cause of inconsistent throttle inputs (on-off-on again, etc). A tight grip on the bars (and all the tiny unintended steering inputs that brings with it) may have also been a factor, but I'm not sure about this second part.
  19. Yes, I do mean sliding (and I've edited my OP.) But I was already running wide when i think my front tire started sliding. I started to run wide because my higher entry speed required more lean angle than I "believed" I could hold. Once I started running out of track width to get it turned, I had to tighten up my turn and increase lean angle before I ran off. It was that last lean angle increase where I thought I felt some sliding from the front tire. Specifically, it was much later than turn-in. (And I was still zero throttle and no brakes during these adventures.) I'm not caught up
  20. Full title: Am I Pushing My Front Power Pure On The Track If It's Not Word Edge-to-Edge? I've taken the CSS level 1 course a few years ago, and I did my first regular track day 2 weeks ago. I had a few moments where I felt like I was in too fast and was pushing/sliding the front tire in a few corners as I ran way wide, off the brakes, but not yet into maintenance throttle. My front tire chicken strips were down to a consistent 1/3 of an inch at that point, just to give an idea of how much lean angle I was normally holding. My bike is a 2004 CBR1000RR with a good, fresh suspension setup
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