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yakaru last won the day on May 30

yakaru had the most liked content!

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About yakaru

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    Cornering Artist
  • Birthday May 30

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    Seattle, WA & Las Vegas, NV

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  • Have you attended a California Superbike School school?
    Yes, many many times

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  1. A lot of this has to do with the specifics of the corner but for the general approach: - You usually want to shift the weight balance forward to change direction. Depending on the bike and corner this can vary from a pause in the roll on, a partial roll off, a complete roll off (preferably with intent, not just chopping the throttle), or application of the brakes. - Once on line you roll back on, moving the weight back, stabilizing the bike. Again depending on the corner and bike the nature of this can vary. There's a corner at one of my local tracks which, on a 250cc bike, I don't even roll off -- the lean needed is not high and the power of the bike is such that I can keep it pinned very safely within the bike and tire's limits. On the S1000RR then it depends on how I came to that section -- on a 'good lap' I need to roll off (though not brake), if my approach is slowed for whatever reason then instead I pause or perform a very mild roll off (very comparable to the "Double apex" throttle control described in TWOTW).
  2. Sorry to hear about the down. I think Apollo has the core of it, and if your lecturer didn't say to obviously use the brakes if you needed then that does seem to be an oversight. I'll put a clip in at the end from the Superbike UK's level 1 presentation -- should jump to 18:16 -- which is the clearest explanation of 'how' and 'why' to do the drill (including using the brakes if you must). In my experience, the no-brake drill is best approached in a stepwise manner and helps tune entry speed and understanding of slowing from things other than the brakes (tire drag, lean angle, engine braking)... I can say I definitely cover the brakes but don't need to trail brake in for this drill (and a mild brake application mid turn can be done safely -- just be smooth and be open to needing to stand the bike up a bit, and definitely don't be adding brake while you're still trying to bend the bike over further).
  3. I'm pretty happy. Got to grow my trophy case a bit.
  4. I enjoyed the 300 a lot more on the school day, was really fun, but decided with likely quite a few new racers that the potential risk of needing to do more 'in corner' passing instead of exit out-driving would be a risk so I went with the S1000. Wish everyone had been on lightweights though
  5. Push comes to shove I'll have mine with me at the Ridge and for the the October school set around Code RACE if you want to give it a spin (Streets was super fun when I took my 300 on it this March)
  6. Yeah, it definitely makes you use the gear box more -- though I notice that more on the track than on the street where being a bit out of the power band is okay as well as generally being able to maintain speed when you're just going down major roads. I'm pretty happy with it -- I've only taken bigger bikes out on the street in special circumstances (e.g. rentals on vacation, borrowing a friend's bike for some reason) but I usually find that I don't have much use for the extra power other than just being lazier with shifts but maybe that would change if I rode one more consistently on the street. It actually took me a number of school days over a couple years at the Ridge (2014-2015 I think) until I would hit the throttle stop on the front straight on the S1000 because I'd gotten used to it just being a thing that took a long time on the 300.
  7. Ugh, I'm so sad I'm missing this but budget is taken up among other things this year
  8. I have a Ninja 300 for the street (running Perelli sport demons), track & race wise I have another Ninja 300, S1000RR, and an HP4R, mostly on Dunlops.
  9. Something I've heard before is that with the Pirelli's you're "being held up by the hand of god... until you aren't." I love my sport-touring Pirellis though, I'll say that, but very different use case.
  10. I'd really love Cobie's input on the standing up with throttle at this point.
  11. I'll expand on this some -- weighting the pegs by moving the body is vaguely effective. You see this in Dylan's video on youtube about the No BS bike. You're moving the bike's center of gravity very slightly and so it'll 'self counter steer' just slightly to compensate. Weighting the pegs without doing this is basically pointless. Think about using your calf to go 'tippy toe' while standing on the ground -- you're not pushing on the earth any more than before (equal and opposite reaction). In a similar way, look at astronauts in zero G if you can, it's an amazing example of these physics properties -- they can move their arms and legs internally, but they can't turn around without something to put the counter force on or a form of propulsion.
  12. Correct. My last race, before the lock down, was actually with CSS. Edit to expand: I'll admit I'm a newer racer, but I'm a physics simulation programmer and I gave the equation and explanation for why. Honestly that should have way more credit than any race experience. I also, as I said, invite you to try it. The lean bike at CSS is an excellent example, as is the parking lot. Racing experience is fine and good but CSS mentions many times how many pro-racers they have who don't know they counter steer or other basics.
  13. Racer, I've been riding for 10 years and have been a track rider the whole time. Also a bit, uh, unkosher? to do this perhaps but this is well documented. Here's YCRS covering it. Nick's bio: https://ridelikeachampion.com/teams/nick-ienatsch/ (He has a pair of AMA #1 plates on the wall and deep ties from 35 years in the motorcycle industry.) I've read his book and will say he has incorrect information in it (peg weighting) but on this he's dead on.
  14. As an addendum -- With cars you can balance by distributing the weight differential between the tires, but that's why when you do a high speed turn you get burning rubber and sliding. Same equation but the balance of where the load goes differs.
  15. First off, think about hairpins -- why do you slow for them if this isn't true? Second off, while this isn't a 'straight' comparison, I believe (part of the equation involves the forward tracking of the bike which means it would be the same at any speed) you are going to have a few reasons: 1. You are going to hit your lean angle sooner in the corner, as the counter steering force will get you there while covering less distance 2. The way counter steering works is you are balancing the centripetal to the centrifugal force excellent video here: The centripetal ('center-seeking') acceleration is the motion inwards towards the center of a circle. The acceleration is equal to the square of the velocity times mass divided by the radius of the circular path. (the mass is why light bikes steer more easily!) F = mv²/r is the equation. Since you must balance the centripetal with the centrifugal that means you must hold the force constant. If v goes up you must also increase r.
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