csmith12

Why can't this be anywhere close to me? lol

I have had excellent results over the past months doing that. To go along with rest days, there is getting a good nights rest. I would say getting 6-8 hours sleep to complement your workout is just as important as the workout itself. At least that is the way it works for me.

I don't, my R6 shifts butter smooth at higher rpms. Same for my 250. Other bikes, maybe not so much. I remember my old HD sportster, it took some "authority" to downshift. lol I would imagine some of those guys that race the vintage HD's might preload the shift. Knowing how others ride different bikes is very interesting.

Welcome!

A lot of track day riders cruise around the corners in 3rd without any problems. But an extra blip down into second on entry puts the stock R6 right in the sweet spot post apex for a good, hard drive out of the corner. As you have already seen, R6's get a pretty good surge of power when they enter the powerband. Otherwise they are kinda sluggish, and feel like they have to "build up". A lot of riders elect to change the gearing to a -1 +2 setup to address this. From my perspective, it just masks a shift point on the track. I did do the -1 for the front sprocket, but not the +2 in the rear, I will instead downshift as needed. So... I spend lots of time in 2nd gear on the track. Especially to set up passes on exit. I hope you are able to make it to the track someday. The experience is worth every penny.

Welcome Jan!

I feel where you are coming from Jamie. I love my bikes yes.... but not for what they are but instead for what they allow me to do. It's a machine and doesn't mind if it's ugly to make it through the day. lol Thanks for the clarifications Hotfoot, I understand. It does sound like the single day is more my style. The only other thing that would change my mind completely about the costing would be access to the specialty bikes (lean, slide and braking). Are access to those different based on the days. I already know that a lvl 1 rider doesn't have access to the slide bike until higher lvl 2 or 3 and not available at all tracks and weather conditions.

I review my reference points every so often, sometimes I have to change a few, other times it's only one. I have my set of clues it's time to change one; Being visually scattered (very subtle) Corner feels rushed Throttle control Exit feels sluggish Steering corrections Increased pace ect.. ect... What clues you that the markers are now messed up?

It's cool, I am not trying to be or sound argumentative or anything, nor do I feel any inhibition about attending a 1 vs 2 day event weather it be a student owned bike or CSS bike. It's a pure financial thing for me and wish the option was there ya know. I am still eager to find a way to attend a 2 day camp. I was chatting with a friend about attending and being able to afford it and he said "one pop can at a time". hahahahahahah

I can tell you first hand... I hold back while riding another's bike at the track. Not sure how that would effect the skills part of the course though. Has that been an issue before? Maybe it's for the good. For example, I ride in the A group but when handed over the control rider's RC8, I go out with intermediate. For no other reason than I don't wanna bin it.

Yours sounds like the stock few mm's of throttle slack. Not sure of the the factory measure but many riders adjust it to whatever is comfortable for them and yea... you should have at least a little. I ride and 06 r6 with 4mm or 5mm of slack, shouldn't be too much different from yours. Between throttle slack, speed of the bike, rpm of the engine and rider inputs, it takes some patience and practice to get down. A quick search on youtube yields some great example videos but nothing replaces some one on one coaching you will get from getting further training. It's also covered well in in the video Twist of the Twist II, which I highly recommend you get a copy of. Practice and keep asking questions as you need and wish you the best.

If that is the way it is, then say so. Call a spade a spade. I have no problem with that. For me, a $1250 cash money deposit 99.% of the time, takes me out of the running for doing a 2 day event.

Ummmm no.... if time is allotted to go the rest room, personal phone calls, smokers... ect... there is time to put gas in, check pressure and so on. CSS is not the military, lets be realistic here.

^^^ this, I have the same question. I wanna do a 2day but use my own bike with the option of renting in case of a failure by the bike or riders. lol

Pommerac, 2 things to think about; No matter how you downshift, if you downshift to early (ie. to much road/rear rotaion speed for the gear one just shifted to) what happens? Once you got the "when" part down, how far and how fast to blip the throttle is in question. If you have a stock R6 like mine, it takes a fast blip of about 1/3 throttle. Maybe more depending on how much throttle slack you have.

Sweet! Touch and go!

Know your trouble spots; merge areas, lanes with slower than normal traffic, always be on the lookout for distracted drivers, avoid riding in blind spots. And my #1 highway riding tip is, "If you don't see an escape route, your in the wrong place at the wrong time". Learn to predict traffic as much as possible because an ounce of prevention is worth a pound of cure. How do your predict something from chaos? Safe and happy riding!

Suites will break in a bit but should take some effort (but not considered hard) to get on and off, especially around the shoulders and needs to be tight enough to keep armor in place in the event of an off. You don't want anything flapping around. Did you think about leaving room for underarmor? Back, chest protector and maybe padded shorts? Those need some room too.

Welcome Duc of prunes! I feel charging a turn is not a direct error, it's a symptom of other error(s) made ahead of the corner. 1st issue (and most inportant) is visual skills, rider would not have a good visually mark or "point of reference" for turn in and apex (search 2step and 3step). 2nd big issue is not setting entry speed (normally to fast, which is where "charging" comes from). There are other reasons too, such as being greedy or riding greater than ones 85% but the results are normally the same; inconsistant mid-turn throttle roll, steering corrections and being off intended line. @boredcol - If you get a thrill from hard accel/decel, how would you feel about braking deeper into the corner and maybe with a later turn in point? They call it trailbraking and some are on the brakes all the way til corner apex. I also get a big kick out of braking so hard that it raises the rear tire or "floats" to my tun in point. But once I started trailbraking deeper, I found the thrill of being on the brakes with "some" lean angle at a "confident" pace was even more thrilling. Since my turn in point is later, I have to get on the brakes hard at first (so I get my thrill) and then I trail them off to set my entry speed. Depending on the corner, I will brake until apex and on others, it is before apex. Everything was smoother, settled and faster. I must also let you know that this is not a novice completed skill and can easily put a rider in the gravel. Get education and training before you try it. High speed and a late entry is a recipe for disaster unless done properly and with confidence. Let me ask you these questions and think about incentives. Do you get passed on the inside or outside when you charge turns? Why? How do you feel about your pace throughout a "section" of the track vs. a single turn?

I feel you there, I am by no means a rich man. I scrape and save pennies to make my way to track days and races.I always explore adjusting the rider before I buy. That is just plain smart.

"When the track has the traction and the tires have the grip, you are awarded more freedoms in riding sytle." - Me I feel it differs between tracks, tires and rider mood. Sometimes I am really aggressive, other times... not so much.

I personally think, no matter your size you can hang off as much as you need until it starts to negate the benefits. You may loose a good lock on the tank, use the bars for stability, create general instability, at the expense of additional fatigue of the rider to name a few. First question I would ask is; How relevant to scraping hard parts/running out of tire is your reference of knee down while comfortable and confident in the saddle? Let me ask you some other questions so you can think about some other factors that may help. What effect would adjusting the rearsets have here? How about clipon height? Where you sit on the seat. Far back, middle or against the tank? Some riders raise the rear of the bike how would that effect the outcome?

This is very bad on a bike that can lift the front wheel at 100+ or when your airborn. Ask me how I know....

If you need just a slightly tighter line, have a look at the hook turn technique. It will allow you to follow all the other techniques AND tighten your line if it needs adjustment midcorner. Aside of throttle, brakes and such, what other major factor has a large effect on the bikes ability to turn?

Lazy steering in the chicanes and sometimes charge turns.