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# 53Driver

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1. ## Why Are We Weighting The Outside Peg?

I'm not saying "not" to use the pegs - in fact I advocate it - please see my post above, but peg weighting ALONE will not steer the bike.
2. ## Pulling handle bar after counter-steering?

Please - enlighten me! As I've said in other postings, I'm not a proud author, but please don't tell me there's a lot wrong and leave me hanging!
3. ## Barber Motorsports Park May 2020

I'm doing "Total Immersion" training - Levels 1-4 in four days. At least, that's the plan!
4. ## Why Are We Weighting The Outside Peg?

Well, his opening claim that "riders steer with the pegs" is blatantly false. No one steers with just the pegs - the NO BS Bike proves that. And I think the video author knows it too.... His techniques seem to be for slow speed operations - as in all his examples, he is steering, not counter-steering. Physics doesn't lie - peg weighting affects the rotational moment around the CG of the bike and this is can be used effectively in cornering requiring counter steering. Cheers, Steve
5. ## Why I Ride - By Keith Code

As I prepare for my first CSS experience, these concepts/thoughts/points are ringing so VERY true! This is gonna be great!
6. ## What doing in the downtime?

Sunday went to the Blackwater State Forest and played cornering techniques at 65%. What fun! Didn't cross any state lines, but did find some really great BBQ!
7. ## Pulling handle bar after counter-steering?

To tighten up the line while in a turn, the rider needs to increase the rotational moment about the CG of the motorcycle in the direction intended. How that happens is by altering one (or more) of the variables which dynamically create that moment as quickly, efficiently, and as stable as possible since if you've misjudged the corner and need to tighten the line while in the turn, your "big" thought bubble will be indicating your religious preferences and/or deification options... These are in no particular order as the rider will need to change what isn't already incorporated or possibly maxed out. 1. Increase the lean angle through more aggressive counter-steering - if traction is available for that (as mentioned above by Spinto) 2. RPMs (maintain or increase because slowing makes the bike stand up) 3. More lateral weight shift (into the direction of the turn) 4. More forward weight shift (to load up the front wheel) 5. Peg pressure (in conjunction with weight shift to amplify/stabilize a pivot steering point) 6.Shifting to "proper" vision through the turn Changing the plan mid-turn does one other thing to the rider's CPU - the brain will be rapidly (to the point of overload) sampling all the new data parameters introduced to assess their likelihood of success. And all this occurs in those elapsed 1.7 seconds when the rider realized he's misjudged the turn to the endstate - hopefully rubber side still down and lesson learned. More coffee....Cheers!
8. ## What doing in the downtime?

Nope! Great ride today! Of course, I was crossing the state lines on rural two lane roads - lol. And while Hwy 41 is fun, classifying it with Hwy 129 is a severe mis-comparison! Cheers, Steve
9. ## Barber Motorsports Park May 2020

Hotfoot, Any and all are welcome! I'm looking forward to meeting all y"all! And as far as figuring out who I am? I'm terribly afraid it will be obvious! Cheers, Steve
10. ## 2020 Riding Coach Search

Hmmmm.......very interesting! Let's see how I do at Barbers first.
11. ## What doing in the downtime?

The Constitution is my guidance & friend. Power possessed politicians? Not so much... Riding from Pensacola to Camden, AL today - AL hwy 41 is called the "Baby Dragon" or "Southern Dragon" - we'll see....
12. ## Barber Motorsports Park May 2020

I'll have some "diet beer" for you in the fridge just in case! I'm SO looking forward to this!
13. ## What doing in the downtime?

In Northwest Florida we've had great weather, and I've put over 3,000 miles on the K1200S and 2,000 miles on the F6B since early February. Granted, finding a curvy road in these parts is quite difficult, so I broke a few legislative edicts and rode to NW Georgia more than a few times...
14. ## Barber Motorsports Park May 2020

Hey guys! I got the email that Barbers is a "GO!" I'll be rolling into the track infield in the trailer Saturday or Sunday and leaving Friday or Saturday. So, if anyone see this rig and this bike, please don't hesitate to pound on the hatch! I'll have good chow and better libations. Cheers, Steve
15. ## Barber Motorsports Park May 2020

Gents, I rode to Dallas Friday, setup my parents with two weeks of food, did some chores, and then rode back to Pensacola on Monday. 1700+ miles on 4 days. Unfortunately wasn't a social trip - next time Red, let's rendezvous assuming the rendezvous places are open! I can't wait for the world to get healthy and for CSS Barber to happen! Cheers, Steve
16. ## That Think you Do

Semper Fi! Concur on the coaching conclusion. Cheers!
17. ## Question about survival reactions

Dang! I've heard of that happening, but have never seen it! Your buddy was in the real catch-22. Not knowing what that clown was thinking, what to do? Swerve outside? Swerve inside? Slow/stop? All while using "wide vision" and NOT fixate on this threat. Good on him. I'm glad it all worked out. Did the guy keep going or did y'all stop for a 'chat'? If so, did he say what he was fixated upon?
18. ## Barber Motorsports Park May 2020

The Paddock area at Barber, right behind the pits/racing control and the Start Finish line is open for RVs during the CSS class! No water or sewer, but electrical is available. I'll be in the RV for the week!
19. ## Question about survival reactions

Wes, ...roger. Copy all. I lost your OP meaning while reading the thread. "...everyone finds themselves with a car suddenly crossing the center line at us or some stuff in the road that runs you wide toward the ditch. In that case we can get target fixated and don't use the margin and maneuverability we have available to avoid the "target." "1. instantly recognize/acknowledge in that moment that what's happening isn't what I expected; and 2) have a response that has been practiced enough to be in my...brain." "...a way to train out that target fixation instinctual reaction.... I have to believe that target fixation puts a very large number of motorcyclists in the hurt locker. " I agree with all of your points. This jives well with what I read in either TOTW2 or the SSofR where Keith wrote (paraphrased) that it's tough to eliminate the 6000+ year old instinct to keep eyes on what is threatening you. In my other hobbies, martial arts & shooting, we must watch our opponent. My personal emergency procedure - which I do NOT teach students - is "Sh*t/SWERVE." As soon as my brain registers "oh golly gee, this is not going per my expectations" i.e. "Sh*t!", my trained reaction is "Swerve." I'm hoping in the instant of need, thinking Swerve will eliminate eyes fixating and hopefully have them looking to escape paths. So to the audience, anyone else have a technique? Cheers, Steve
20. ## That Think you Do

JayBird - Looking at your interests - motorcycling, aviation, Taekwondo - I would venture to say your path to self-improvement did not start 'yesterday.' All those activities are about continuous improvement. And at least 2 out of 3 will get you killed if you think you know it all. The OODA loop - Observe, Orient, Decide, Act. This milspec strategy for operational units during military campaigns I don't think translates well into what you have described above as you and the other rider doing a thorough debrief, a la aviation flight. A no holds barred, honest, but not damning (aye Cobie!) debrief is the first step to a reality. And? It's the first step to the MSF coaching mantra I'd like you to think about instead of OODA. Please think OACR - Observe, Analyze, Coach, Reinforce. In your debrief with your fellow rider, your honest Observations and Analyzations were most probably there and then hopefully you got into some self-Coaching (pick ONE thing to try differently next time) and then hopefully after the next run, some Reinforcement of new behaviors. However, as Cobie rightly alludes to, what often happens with riders, especially when with other riders, is we go from Observe & Analyze to emote about what happened and beat ourselves to a pulp - and that's the end of it until some whiskey induced reflections might lead to a self-coaching moment hours or days later. As experienced riders, we KNOW when we done messed something up. And we can probably analyze it to a pretty good degree of accuracy. But getting good coaching and then reinforcement (yay or nay) with follow-on coaching is why we pay Cobie et al the big bucks. Cheers!
21. ## Question about survival reactions

Wes, Steve here - I noticed that no MSF (non-CSS) coaches answered up here. You wrote also that this might be a topic for MSF so I'm going to offer my \$0.02 I realize I'm resurrecting a thread, and I'm admittedly new to the sportbike game, 2 months and 2500 miles on a K1200S. What got me there is that I'm signed up for CSS in May so I have been reading these forums in earnest. However, I have been an MSF coach for over 13 years with over half a million miles on several bikes. Whenever I am approaching a new corner, at speed or otherwise, I still tell myself "Slow, Look, Press, Roll." The newer conceptual verbiage is "Search, Setup, Smooth." At speed I tend to think it faster then our students on the range do. Or at least I'm hoping I do. One thing I ensure to tell the students is something you've all heard before, and I'm pretty sure I read it in this thread and that is "look where you want the bike to go." Okay, we all got that, but the timing is the important part. So what I tell the students is to "look where you want to go, and THEN make the bike go there." I find that the natural delay between the look and the steering input (at the novice level) sets them up for success down the road. The caveat here is that "the bike does NOT necessarily go where you look." It doesn't have to. Look ahead before arriving at your turn point. Once the rider is mentally assured about actually getting to the turn point, then he is to look to the apex, pause to arrive at the TP and begin the steering input. But the key (as HotFoot mentioned) is looking to the apex sooner to alleviate the speed sensation, and using 'wide-angle' viewing to monitor the turn point arrival then perform steering. Get the nose pointed in the correct direction and finish the smooth roll on. I hope this helps. Cheers! Edit: I am also a pilot, USMC helos for 21 years. I concur with your analogies to "Emergency Procedures", muscle memory, and effective SR avoidance through practice and simulation.
22. ## Recovering from off season

Following this thread - looking for answers as well. From 2 perspectives: First, not necessarily from a 'racing' perspective, but in general, what can be done to assist all the northern riders who haven't ridden in 3-6 months, who then change the oil in their bikes in February and then trailer them to Daytona in March and get on them for the first time with 30,000 of their closest friends? Second: when I coached in Philly, as soon as the weather broke, I would ride to the MSF range and work on my short game and riding demos, not expecting anything epic, knowing it was going to be a "work in progress." 4 sessions & about 8 riding hours later, I was ready to coach again. However, this racing thing is new to me, but since I'm probably not going to get to the track that often, regardless of weather, there is still going to be rust that needs busting in between track days. Cheers, Steve
23. ## Why Are We Weighting The Outside Peg?

That made my morning! Because I've read some your posts in other threads - I am doubting the "old & slow" stuff however...
24. ## Old Dog...New tricks...

Thank you! I've put over 2500 miles on her in 2 months. What a joy!
25. ## Why Are We Weighting The Outside Peg?

Thank you, sir! (I think - lol) The bottom line was that there seemed to be no disadvantage to weighting the outside peg and there was some math to imply that from a physics perspective, it does add stability. Cheers, Steve
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