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El Colibri

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El Colibri last won the day on August 25 2019

El Colibri had the most liked content!

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About El Colibri

  • Rank
    Cornering Apprentice

Profile Information

  • Location
    Lakeway, TX
  • Interests
    Heli-skiing, track days, dirt bikes, snowmobiles

Previous Fields

  • Have you attended a California Superbike School school?
    Yes

Recent Profile Visitors

149 profile views
  1. Comotocon, the company many of us haven’t heard of is growing. Comotocon Holdings, which already owns Revzilla and Cycle Gear, has acquired J&P Cycles in order to increase its presence in the American V-twin market. Article here: https://www.asphaltandrubber.com/news/comoto-revzilla-j-and-p-cycles-acquisition/
  2. Yes, I’ve looked into cutting the cord and streaming options. It does appear getting BeIN through Sling is the most economical option ($60+/yr), if the goal is solely being able to watch MotoGP. Unfortunately, for our house, cutting the cord isn’t an option (many out of market programs only available through our current provider). Also, there’s a big difference between race coverage on BeIN and MotoGP/Videopass, which offers access to free practice, press conferences, races going back to 1992, etc. I was simply wanting to inform the people on the forum that there’s a discount for Videopass currently available.
  3. Wanted to share: @motogp on Twitter is offering 10% off for this season’s subscription - via the link found there. That plus the current $:€ exchange rate makes this season $136.27 vs the standard price of $159.99 (when you see it offered in $’s).
  4. Welcome to the forum and great choice to sign up for the 2 day camp for your first experience with CSS. Im also from TX and will be at Barber for a few days before the 2 day camp (signed up for the single days to continue with level 4 on my bike). You will have a great time and possibly become a CSS addict (like myself). They run an excellent program.
  5. Great realization and good questions: The only answer I (personally) can give is, absolutely my entry speed and turn point take into account the anticipated loss of speed from TP to max lean. Translating this fact into a percentage isn’t necessarily impossible, but would need to make numerous assumptions (i.e. sharp 90 deg on flat surface vs 90 deg turn with 100 ft radius going uphill). Compounding the difficulty in making a percentage translation are the engine braking characteristics of the bike or particular ECU map (e.g. Sport vs Race mode). Engine braking could very well be a greater factor in deceleration than the force generated by an aggressive turn by itself (assuming 0% throttle and 0 brake from TP to max lean). There’s a process of working a turn backwards that Keith addresses in Twist I (if I recall correctly).
  6. Rocco, Congratulations on your Junior Cup Championship and on winning your spot in Europe at the Rookies Cup next year!!! A few questions if I may: What is your primary motivation for racing - is just purely fun and exciting, is it to become an elite champion - ultimately, why do you race? Be it in practice or in a race, is there a challenge you consistently face on the track? If so, how do you overcome it? Finally, do you set goals for each season, if so, could you share those for 2020? PS Thanks for doing this Cobie.
  7. Yeah, forgot the windscreen for track/sport bike - prefer clear and typically need something a bit taller to get behind in full tuck (especially noticeable/appreciated on the long back straight here at COTA).
  8. 2015 Super Duke, rear brake cylinder wasn't touching, but was right next to (maybe 4-5mm from) the midpipe - pretty much made the rear brake useless 20-30 minutes into a ride. Motul RBF 660 solved the problem.
  9. For a street legal track/sport bike, the first two things I'll do are add Stomp Grip tank pads (for good knee lock on tank) and remove the giant license plate bracket at the rear, which typically involves going with an integrated aftermarket tail light + turn signals (mostly for aesthetics and typically a bit of weight savings). Next is a trip to a local suspension guru to make sure everything is set up properly for my weight and bias toward track riding. I'll also typically remove the factory mirrors and front turn signals (aesthetics, aerodynamics, weight savings and fewer bits to replace in the event of a crash). Speaking of a crash, crash protection - front fork sliders, frame sliders, and rear spool swingarm sliders (cheaper than a new fairing, etc.) - I try to minimize weight and maximize function when selecting these products. For example, rear spool swingarm sliders are one product that serve two purposes - crash protection and rear stand spools. I also try to find a good balance while maintaining good crash protection that won't add time in the paddock for a tire change and create more work for routine maintenance. Next, unfortunately, is addressing all the EPA/CARB compliant/Euro emissions stuff. I'll shave 10lbs + by deleting the catalytic converter, going with an aftermarket exhaust and removing the secondary air system (not only is there a significant weight loss here, but typically more power and lower engine temps as well). Removing the emissions stuff typically necessitates modifications to the ECU - in the case of my current 2018 RSV4, the factory Corse ECU was my preferred choice as it not only addresses the emissions delete, air:fuel, and aftermarket exhaust but also decreases engine braking compared to the stock ECU. Tires, good tires set at the right pressure that inspire confidence. Tires can be like beer, wine or cigars - people have their preferences, so I'll stay away from specifics, but I will say that I always upgrade when necessary to the ones that increase my confidence in the bike's ability. For a strictly street bike (typically touring in my case) I'd say my "intelligent upgrades" in the past have included: a better seat (for long distance comfort), rear shocks (the stock ones could bottom out and that hurts), upgraded fork springs (counteract the horrible fork dive on braking), and various other items that address use-ability for the bike's specific purpose (e.g. luggage rack/panniers, a powered gps mount) or ones that address known reliability issues (e.g. secondary oil cooler because the bike already runs hot and I'm touring the southwest US in August, upgraded high temp brake fluid and a relocation bracket because the rear brake cylinder is almost touching the exhaust).
  10. I’m in the same boat, BEIN got dumped by my provider. I had to pony up directly to MotoGP - I did get it for $40 cheaper (IIRC) than Motogp.com through the iPhone app (that was at the start of the season). Not sure why it’s cheaper through Apple, but been that way for a couple years now - fingers crossed it continues.
  11. Thanks Cobie, I’d say after practicing Wide Vision, the next key tool I’ve gained from CSS is overcoming and dealing with SR’s appropriately. Once Wide Vision has enabled me to identify a dangerous condition it’s easy to target fixate, get stiff and grab a handful of break - typically all of which are exactly the wrong thing to do. Instead of falling into these traps I do my best to go back to Wide Vision and stay loose - it’s taken a lot of practice. When the situation/circumstance warrants, I find myself practicing the hook turn and/or adding more lean angle through counter steering (both of which are nearly impossible if I stiffen up and grab a handful of break). At first I was kind of amazed, and now I completely trust, how easy it is to tighten my turn mid corner when necessary. In terms of limiting distractions and maximizing free attention, I do like wearing earplugs, but without them I haven’t found myself any more or any less distracted. For me, the biggest benefit of earplugs are reducing fatigue and increasing stamina. Thus, I’d say fatigue can be my biggest barrier to free attention and correct technique. This is where physical fitness, and especially staying hydrated, come into play. Unless I’m just going to the store, lunch/dinner, I’ve always got a bottle of Skratch with me on a spirited ride.
  12. It’s not necessarily an either/or, it’s both seat and pegs and depends on what stage of the corner I’d say. Weighting the outside peg to setup body position early for the turn (pushing off the outside peg to move my butt and create a good lock on the bike between ball of foot/toe to knee locked into tank) allows me to absorb braking forces with the lower body. Mid corner there is some weight on the seat from the thigh and one buttock (I’m not lifting my midsection off the bike with the pegs), but majority of weight and force is being supported by the outside peg to knee locked on tank connection. Once the corner ends (i.e. I can go WOT), I’ll support the majority of my weight and acceleration forces with my butt on the seat and back of seat, but I still have my legs/feet supported by the pegs (I’m never 100% weight on the seat either). I’ll stay on the right of the bike if I’ve got another right hander quickly ahead. If at corner exit, I’ve got a long straight ahead, I’ll go to “home position” as you call it, (most aerodynamic). If I’ve got a quick series of alternating turns, there’s no time to stay in home position, it’s knee to knee and side to side time.
  13. On the street my absolute number one priority is safety. On the street I’m constantly trying to remain conscious of the variables outside of my control: most notably these include road conditions (loose gravel or a boulder in the middle of a blind turn), wildlife, oncoming traffic crossing over the double yellow, and the unimaginable/unexpected (like a Porsche making a 3-point U-turn in the middle of a blind corner on Mulholland, yes it happens). The most valuable tool I’ve learned from CSS for increased safety on the street is Wide Vision - without practicing wide vision it’s impossible to look through a corner and reserve attention/awareness for the unexpected. Wide vision and riding at 70-80% of my ability on the street has served me well. That way, hopefully, I become aware of the unexpected ASAP and I’ve got an extra $2-3 in savings to spend on it.
  14. Laguna is a great choice, especially if you’ve never been to the area - a lot to offer in the way of off track activities/scenery (Monterey, Santa Cruz, extend your stay and rent a bike to ride PCH). Barber would be high on my list - great track plus the museum. VIR another obvious choice for track. And never been, but I hear good things about the track at the Corvette Museum. Honestly, I don’t think there are any bad or wrong choices. No matter where you go, the two day camp will be a top notch experience - in my mind it would depend on my schedule and what else I’d like to tie into the trip... Visit friends, ride PCH, try to break even on the trip at the tables in Vegas???
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