rchase
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Posts posted by rchase
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Eirik,
Perhaps I got him mixed up with another bike. Old video and all. I also fast forwarded to the times you specified so that makes it even more possible.
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Neat video Eriik!
You can see how much more lean angle he has to use vs the other riders at the same speed. You do have to admire his dedication to riding the way he was most comfortable regardless of the cost involved.
On the body position topic. The first time I took CSS I was too concerned with upsetting the bike to hang off at all. As my speed increased I felt the cornering forces "pulling on me" to such a degree I eventually started moving my upper body to the inside of the turn. When I eventually became more comfortable in hanging off a lot of those cornering forces were nearly gone. The lean bike was instrumental in demonstrating to me that the bike was not really as bothered as I thought it would be with me moving around. It also helped me learn the correct technique in real time with the coach providing feedback.
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Hey. Welcome to the forum. Have to agree with Jeff completely awesome knee sliders.
You should try to make it to Barber sometime even though Nola is probably a lot closer. It's simply an awesome and challenging track and the grounds are country club like. If you see an S1000RR several Ducati's and an HP4 that's likely Jeff, Betty and myself. We are level 4 "repeat offenders". I have taken Level 4 three times and will be back again next year. I ALWAYS make improvements beyond my anticipations. The level of positivity from the coaches and the coaching itself is like nothing else I have ever seen.
Great idea as well joining the forums. I have picked up a TON of great information here. The coaches who live and breathe helping people lurk and often provide amazing insight into common problems.
Robert.
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Exactly! No throttle roll on.
Now that look at the video again with Stroker's comment the lazy turning certainly did not really help the ground clearance situation.
I have seen a few Youtube videos of throttle control errors some involving crashes but this one was almost "textbook" and I wanted to share. Plus nobody got hurt.
I agree on the peg as well but I just went with what the video said since I was not around to look for scrape marks.
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A hint. This mistake is better heard than seen.
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Interesting book. It would be interesting to see his perspective on things that work well for him.
I love the following quote which is VERY true. It's probably the reason I love riding so much.
"The most important thing to realize about motorcycle riding is that it's a dynamic skill. You will always be able to improve or change something to be faster, smoother, and safer."
-- Troy Bayliss
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Not going here but slightly jealous as you are likely going to have a great time. Great track and a world class program. What a combo!
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I was searching for some installation videos for a Belly pan for my S1000RR. Ran into this gem that's a classic.
The rider of this Z1000 was scraping his belly pan on the road during a corner. What mistake did the rider make that reduced his ground clearance?
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I have been on the track with faster riders that are both heavier and lighter. Does weight and muscle ratio matter, yes. It just has to be the right combination for you.
Slasher. Really appreciate you sharing your experiences on various bikes. Not only helpful but quite inspiring as well.
This last part that I quoted caught my attention to most. Some VERY wise words and I think it's the key.
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Nobody get it perfect all the time. Mercedes Benz and their stellar reputation for rock solid cars has produced some turkeys as well. The 350SDL and S350 3.5L turbo diesels that destroy an engine block in 50K miles comes to mind.
Back to the topic though. I'm really glad to see BMW working to further the capabilities of ABS. This might be a extra add on feature for now but give it some time. When the standard S1000RR eventually gets DDC as standard they might throw this in as a freebie and give the HP4 a more advanced track intended version of the same ABS system. Full ABS support as deep as you dare into a corner is a game changer. Much like the S1000RR was when it was released.
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I have the Twist II DVD and did not see it listed. Will check again.
If memory serves me it's an option off the main DVD menu.
I saw a Youtube video where they interviewed Keith and I did not realize all of the work that went into creating that DVD. Quite an amazing undertaking especially considering when it was made.
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Great post, Eirik!
In a sorta related story - this weekend, I pulled into the pits from one of my races, and my bike seat pad fell off. (Oops, glad it didn't happen in the race!) I picked it up and was shocked at how heavy it was - it came with the bike and looks like a regular lightweight foam seat, but it was about 5 times heavier than I expected.
So, instead of re-mounting it, I spent some time that night cutting and shaping a new lighter-weight seat from regular race seat foam, proud of myself for saving a bit of weight on my low-HP SuperSingle. I mounted the seat, it was shaped perfectly, and it looked great.
Next morning I went out for practice, and it was awful! This bike vibrates a lot and that thick heavy seat was insulating me from it. The new seat didn't absorb the vibrations and in about 3 laps my legs felt like noodles due to the buzzing of the nerves up near my hip joint - have you ever had your hands go numb from running a weedeater? It was like that, except it was my legs!
I came back to the pits and mounted the old heavy seat. Like Mika said in the quote above.... it is heavy material but at least that weight is DOING something!
LOL. That's an awesome story Hotfoot. I have often thought about what would make the perfect track bike and have thought of the pro's and con's of removing various bits of bikes such as starters and batteries and other non essential parts. Often times it's easy to forget how simple things like a starter and battery can make life a little easier when you accidentally stall the bike on the way to start finish.
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Hehe....strange are the ways of the motorbike.
I still maintain a lighter and smaller rider can learn how to get around those disadvantages but a heavy rider cannot deal with his extra bulk.
I'm not sure it really matters either way. Heavier riders can use the weight as an advantage up to a point to help turn the bike with less effort. Lighter riders have more acceleration on the straights. In reality mixed in with the differences in abilities it all works out in the wash. This of course only applies to "mere mortal" riders rather than MotoGP which is it's own world all together.
I think the most important take away really is to identify where your build is an advantage and a disadvantage and exploit the advantages and minimize the disadvantages as much as you can. The classic "know thy self".
This is actually quite inspiring for me as I have been on a personal weight shedding mission in the quest of getting faster. It really does not matter as much as I thought it did. I'm not giving up on the personal weight shedding as being in the best possible physical shape is still an advantage. It's just nice to know that I'm not alone and the stick figure guys have their own set of disadvantages as well.
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If only there were some rudimentary system that would allow the ECU to tell when the clutch was engaged ......
Fair enough. I neglected to mention the tie wrap I would have to install around the micro switch in the clutch lever. When there's a will there's a way.
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I have only considerd CSS and the closest they come to me is VIR, so that should be my first.I haven't yet made any suspension adjustments as I have not a clue, I'll wait to try and find some help with at my first track day. Tires are new and have 1000 miles on them....
I did get pit bull front and rear stands from STG, need an EZ Up tent/shelter and more crash protection and I should be ready to roll out.
Thanks for the tips!
Sounds like you are doing it right. My first track experience was with CSS as well and the level of support they provided me was beyond amazing.
The School did an excellent video on setting rider sag that I think is part of the Twist 2 DVD. As T-McKeen mentioned it's SUPER easy and it's one of the more important suspension settings to look at. I did the sag adjustments on my FZR400 myself and it's super simple. Just need a tape measure and a friend and a bit of time.
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It's interesting. The TC system that MV Agusta uses is also a sensor less system that depends on fast increases in engine RPM to determine TC intervention. I think the wheel sensors are a much better solution myself as it provides more realistic data to the computers deciding to retard the spark. It's not going to be fooled by someone playing with the clutch. I have to say if I owned a bike with one of those sensor less systems I would almost have to make it angry a few times with the clutch just to see it in action.
An interesting side effect of the wheel sensors is the data they collect. An S1000RR equipped with the datalogger is able to provide the rider a value called slip rate. It's essentially the difference in speed between the two wheels indicating some minor wheel spin. You can actually "see" the gradual loss of grip before the TC system engages. I plan on using the data from the datalogger to further explore the limits of traction in a controlled and sane manner. You could also use the data to dial in that perfect tire pressure on a track day. The TC system on the S1000RR is beyond amazing.
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That's a super nice bike for track days. Track days are the most fun you can have with a bike. Have you decided which tracks you intend to conquer yet?
Other than protection tires and suspension setup are pretty important things to consider as well if you have not already. A base setup on most bikes including sag adjustments and dampening adjustments is around $100 or so and worth the money. A bit more if you need springs replaced due to weight. CSS uses Dunlop Q3's on their student bikes and I went with those myself for my bike. Some GREAT tires!
A cheap and somewhat easy thing you can do as you have time is safety wiring. As you progress in the groups and get your first "bump" to the next group it's handy to already be prepared.
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Thank you for the response!
I have a set on the way!
Awesome! You will be quite pleased.
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Welcome to the forum Jethead. This is an amazing place with amazing people. You won't believe the amount of great riding advice you will find here.
Very good move protecting the brand new bike right away. What did you buy? Inquiring minds want to know.
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Are these the Woodcraft front axle sliders?
Yes indeed they are. I went with the entire range of Woodcraft protection for the bike. Axle, Swingarm, Frame, Case guards and Rearsets.
Great stuff. Reasonably priced and they support their products long term with the ability to buy individual bits and pieces that might get damaged in a crash rather than replacing the whole unit.
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Congrats. Great footage there!
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I'm curious. What kind of suspension is that bike running?
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Those look great. Very clean wear patterns. Looks like the track had a lot of Lefts vs Rights if I'm looking at the tire correctly.
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Oh. One other thing. I read a couple of responses about "depending on" the technology and I agree with that. The key is how you use the technology. If the ABS light is coming on every time you are braking that's probably a bad situation. If it comes on only when you make a mistake and you maintain good technique that's a good thing.
I probably should not share this if I want to keep renting CSS bikes but it's relevant. Years ago at Barber Motorsports Park I got distracted heading into the museum complex of corners on one of the school's S1000RR's. Before I realized it had happened, I was well past a sane place to brake safely and my SR's triggered and suddenly I grabbed a handful of brakes. The bike slowed an I was able to make the turn and got a big orange ABS light that came on letting me know that some electronics had saved me. If I had been on one of my bikes I would have most certainly crashed. At that very moment I realized the "correct" way to use electronic rider aids and my opinion of them changed greatly.
Do I ride harder on my personal BMW S1000RR than I do on my older bikes? Yes. But at the same time I don't "depend" on the electronics to be there and still use the best technique I can. If they activate (I have yet to see the ABS or TC light while riding) I know I have reached the "limits" or have made an error and the electronics have given me a helping hand. It's easier and safer to get close to the limits on the BMW but I don't ride around with the TC and ABS lights flashing at me all the time. To me doing it that way is depending on the electronics. I have noticed that the confidence the BMW has given me because of it's ABS and TC has translated over to some of the other bikes. Electronics there or not the feel is the same as you are still dealing with the same elements of traction.
The best way to think about electronics is like flying a plane with a parachute on. The parachute can't help you learn to fly the plane but it certainly comes in handy when you make a mistake learning.
Body Position Discussion
in Cornering and Techniques
Posted
You want to use your knees. If you don't use your knees you end up using the bars and that can cause unintended steering input which can cause wiggles, slides and all sorts of other nasty problems.
On that theme I have had a very interesting problem perhaps someone could help me with. When the speed gets in excess of 100mph (usually 120mph) I can't stop myself from death gripping the bars. I know I should relax but my body seems to have a mind of it's own in these cases. One of the things I plan on trying is making a point to have a "better" grip on the bike with my knees (you can always improve) and take one of my hands off the bars or at least only touch it with my finger tips. Hopefully with some practice I can develop more comfort zone. If only there was some place one could safely cruise at 160mph for a while.