Bones

Will, I?ve tried searching the net, to get a definition of Body-Steering (BS). Even tried searching for Counter-Steering (CS). But I couldn?t find anything there that I felt I could use (BS), or that matched my awareness of my usage (CS). They?ve even got a complex formula for steering a motorcycle (don?t see how this helps peeling into a 200+ kph corner without a scientific calculator). I do understand that I do use my body to assist, increase effectiveness, stabilise and turn the bike (hook turn, pivot steer, hip-flick, pick-up, leaning with the bike, counter-steer, etc ?). Is this what they are calling Body-Steering? Or, am I going to steer (control the change of direction) using my body, without using the handlebars? I?ve got some corners to burn this Saturday, to get some awareness on this Body-Steering. Firstly I need to find some more information on how it?s applied. I?ve also got a road bike and a very large empty car park about 20 minutes away, where I can amuse the locals Does anyone have any spare pillows that they?d like to donate to this exercise? I?ve got plenty of gaffa-tape to fix the pillows to my leathers. Oh ? and a donor bike would also be appreciated (Ssshhhh ? don?t tell Steve) Cheers!

Yeah Paab, I was walking with the bikers limp for nearly a week Come to think of it, the same thing nearly happened at VIR, coming off the main circuit and up the hill (right hander). That would have to be the most vicious ripple strip I've ever touched.

OK, John, I'll bite. I could only find limited information on Kaz Yoshima's dinky suspension indicators (Ontario Stick?), and not that sure how it relates to the No BS experiment that Keith was performing (Instalment #1). Unless the No BS Bike has these things fitted? Friction between Body-Steering and Bar(Counter?)-Steering? In Australia we don't seem to have this problem. Searched the internet again (40+ Google pages) and there is not a solid definition for Body-Steering, but, I do have some things to try on the track this Saturday so we can save this for a new topic. If someone can give me a good link on Body-Steering before Saturday, I'd appreciate it. Mass coupling? Sorry, I'm not an engineer. I know that when I'm riding, I can affect the center of gravity by using throttle, brakes, steering and body position (ie: hook turn). Sorry, I don't know anything about the dragstrip racing or judo either (other than its better watching these sports with a nice cold beer, in front of a big TV) What I think your alluding to is (correct me if I've got it wrong); That body position has a greater effect on the motorcycle than what most people would realise or appreciate? Ever had a pillion on the back of your bike? Ever had a *bad* pillion on the back of your bike? What did they do, other than breath? They move around on the bike! As the pilot, you can easily feel the changes in the bikes stability and control, even when they only make the slightest of movement (a change in body position). If you've ever had a pillion, they'll know what I mean. If you haven't had a pillion before, all you need is to get a victim. I rode the "No BS" bike, just over two years ago in the car park at Laguna. Now that was an eye opener! Looking forward to reading Keith's next instalment of his "NO BS Bike Experiments". Maybe its Will's turn? Cheers!

Firstly, I always ride well within the bike and my own limits on the public roads. So setting my entry speed for a corner, doesn?t need to be as accurate as it needs (or what I want it to be), on a race track. I leave plenty of room for error, or unexpected changes on the public road. And its always better to have a 'too slow' entry speed, rather than a 'too fast' As you?ve done Level 1. You?ll know what you want and need from each and every corner. Your last session of Level 1, was an introduction to the next level of the school. Level 2 sends your eyes to school. Visual skills are a cornerstone to anyone?s riding ability. These Level 2 skills are integrated into your Level 1 skills. How do you set speed correctly for corners in the real world? Obviously you got the hint about Level 2. Aside from that, there is the posted speed limit for the road, and usually (in Australia) there are posted recommended speed limits and warning signs for corners. As you approach a corner, you will get the feeling (visual) that you?ve ridden this type of corner before (tight hairpin, sweeper, 90 degree etc), this is early indicator of any changes you may need to make to your entry speed. Seeing skid marks on the road ahead, can be an early warning that the corner is not what it seems. As I said, I don?t ride anywhere near my limits on the publics roads, but, I?ve been told I?m still quick and hard to keep up with, especially on roads we haven?t ridden before. I use Level 2 skills on the public road; absolutely; every corner. Cheers Note: The only stupid question is, the one you don't ask. If you have an unanswered question about your riding, it will unnecessarily take up your attention when you don?t want it to.

Cobie, Do you have any further details on the story, and maybe a link for the picture? Cheers

The MotoGP III is accurate for Sepang and Phillip Island. If I was to use it as a guage, I'd be able to do Phillip Island at 1:29.892 I doubt we have bikes with enough power to weight ratio, to perform a double short shift at the existing gear ratios. But, I'm still keen to hear how you go with it at Streets, Stuman. I'm sure you'll keep us up-to-date. Cheers

The first time I got my knee down, was by accident (other various body parts also followed) The second time was also by accident and on my worst corner of any track I had ridden at the time (just the knee puck this time). It just happend!!! It then progressed to most other corners after that. Now, running with slicks, I have to lift my knee, otherwise I get stuck at the wrong lean angle (double apex). Also, beware of ripple strip camera holes (the cool shots you see on TV), knee pucks will try to jam in there .... !!! It used to be fun running my knee along the ripple strips. Cheers!

Andy, Here in Oz, there are a few riders that still ride 'traditional' hanging off on the bitumen, and then 'dirt' ride on the loose stuff. But it was a road-race circuit with a dirt section added. I've noticed that a lot of Motoard courses are car parks with hay bales or Go-Kart tracks, so most (all) corners are tight (for a large-ish bike). So? Should I be backing the RVF400 into tight hairpin corners on a road course? Does the 400 have the horsepower? Cheers

I've sent friends over to CSS from OZ to do a school at Laguna. All they needed to take with them, was a spare set of underpants (in case of a brown out ) They used the school bikes, leathers, gloves, helmet and boots. The report I got back, was they was very impressed with the bike setup and the condition of the bikes, with heaps of fresh rubber (Will wouldn't have it any other way I'm sure).

((Education) Awareness) Control + Plan) = Confidence? Education Getting the right information, that you can apply into your riding. This is where the time spent at a school day is precious. Also the "Twist Of The Wrist" materials come in very handy. Awareness Ability to make a conscious decision to perform an action, and sample the result with understanding (both right and wrong). As well as making changes to my plan, I've also spent a lot of time making riding errors on purpose, to get an awareness of what actually happens (to both the bike and myself) as a result of that one error. Usually the result is that I pickup where I'm making this error (to some degree) in another corner, and not always a corner at the track I'm riding at the time. The time to soak in and analyse all this awareness, is at end of the session, with a pen and paper. If your having trouble understanding the result of the change you've made, chances are, you've got a misunderstanding from the 'Education' part of the formula that needs to be cleared. Time to hit the TOTW books. Once you have awareness of a fundamental, you have control, and if you have control, you have the ability to make changes. Its difficult to make changes to your riding when you have no concious awareness of what it is your doing, let alone the results of what your already doing. Control + Plan Now you need to see if you can apply this new awareness (control) to your plan for the corner, and you get the desired result. It is once that you've gained more control over your riding, that it becomes apparent what you need to work on next. Confidence This is feeling you have (or consciousness) of your ability to get through the corner, with the planned result. The key to this formula, is to only work on one thing at a time, with enough attention to sample the results. Of course, none of the above is my discovery. But I do own it. Its my awareness. Whats yours? Enjoy!

Andy, You might want to change the spelling of tyres to tires. Ahhhh yes .... the three things you can change on a motorcycle. Speed, direction and its shape. When racing, there is nothing like fresh rubber. Currently I cycle two sets of rubber. The previous race meetings tyres (tires) are used Friday practise and Saturday. Sunday fresh rubber. Racers using Dunlop GPR70s rest their tyres for a day ie: Use Friday, rest Saturday, race Sunday. They say it 'freshens' them. Cheers

If we start to get bored, we go reverse course. Actually at Sepang, the back course was being used for testing, so we did a sighting lap from the pit lane to turn 7, and then went reverse course back to the pits Scary is a <G> rated word I could use to describe the experience. Does anyone know of a circuit that is designed to be run in both directions? Winton was able to be run in both directions, many moons ago. But is now strictly clockwise for safety reasons. Cheers

The strangest thing I've seen Rossi do, was to double upshift (from 2nd to 4th) on the change of direction from turn 2 to the entry of turn 3 (right hand looong down-hill sweeper) at Sepang this year (they had a camera pointing at his gear shifter). The rewind button on the VCR coped a beating on this one. I could only surmise that the gearing ratio between 3rd and 4th is being so close together that he didn't want to upshift mid-point in the corner, and keep the bike stable? Has anyone else done, or seen other riders double upshifting (extreme short shifting)? Cheers

On the Honda RVF400 race bike, I have two strips of white tape on the tacho. They indicate the lower and upper power limits of the bikes 'power band' (rev range where the bike produces the best power). As the bike is easily affected by wind direction and force, due to its power to weight ratio problems (its power 50hp, and my weight 80+kilos) having correct gearing is very important and can easily change during the day. So descisions on gearing changes, are based on where the bike is pulling in various corners and down the straights (my gearing chart can be found here ). And, as I don't have a speedo, it also helps to indicate if my corner exit speed is better than previous times (includes top speed on straights). Using the tale of the two tapes, a quick glance at the tacho tells me all I need to know, without taking too much of my attention. Hope you find this as much help as I do. Cheers

Will ... mate ... congratulations & well done. Hope to catch up with you guys again in 2004. Cheers

The 2004 dates for the Australian Superbike School are now on their website www.superbikeschool.com.au There are both School and Ride Day dates Enjoy!

Ok ... so I'm just about to start my 5th year. But as I don't have any plans to retire in the near future, I've selected the 5-10. What will do when I get too old to ride? I can still continue with the off-track instruction. Or maybe retire to the classroom

Rob. Chicanes are just two corners flowing from one, straight into the next. So lets split them into two. A left followed by a right. What is the result you want from the second (last) right corner? Location? Speed? Drive? So we need an entry location and entry speed for the second right corner that will give us the result we want. This entry location and entry speed for the second corner is the result we want from the first left corner. You may have to sacrifice entry speed or location for the first left corner, to get the location and entry speed you want for the second corner. Does this make sense? Open Twist II to Chapter 23 - Two Step. As the first corner flows into the next, you will need to 'Two Step' whilst you're still leaned over in the first corner, before you turn for the second. Would this help you in a chicane? Open Soft Science to Chapter V - Location. This will clearly explain a location and its relationship to a plan for a corner. Rob, you need to get your hands on the Twist Of The Wrist book, as it covers reference points in greater detail (read Chapter 4 - How to use a reference point), and you'll read about the SRs you're experiencing and how to overcome them. If you find that the Twist Of The Wrist doesn't help, I'll personally refund you the cost of the book (I need another copy as mine is falling apart and is held together by post-it notes, covered by highlighter marks and pencilled in notes) Hoping we can get the school to a track in South Africa soon Cheers

A conventional lap timer can be expensive ($250 Australian), and it only does full laps (tracks in Australia don't have segment loops like you find at GoKart tracks here). The modified and fitted stop watch cost about $50 all up, and I can break the lap into as many segments as I like. Or I can just time a full lap. A whole lap time can change due to a mistake on a corner your not working on, and in most cases, is affected by other riders (slower or faster). A segment time can give you a real verification of the effect of a change you've made to a corner (or series of corners).

Turn 2 - Phillip Island (Southern Loop - left handed 180 degree sweeper). This turn has three radius changes (the first one suckers you into turning early, and the last will push you wide if you let it). It also has two elevation changes, which also includes, for your enjoyment and pleasure, a few chamber changes as well. Its a 4th gear corner, so its pretty quick (Phillip Island is a fast flowing circuit). You're pushing the front tyre (tire) to the middle section of the corner, and steer for the second time before the corner drops, and then on the throttle for the remainder of the turn. Get it right, and your smiling for a week (if you feel you got it right). Turn 3 - Broadford (Crash Corner). Tight 90 degree right hand corner off the fast back straight. The approach is heavy under brakes on a rise, the track drops down the hill on the other side. Visually there is nothing to see as you turn the bike, except for the apex curbing. As you're hard on the gas, the front lifts, the rear slides and the corner drops down the hill (off chamber to add to the pucker factor). Honourable mention - the turn into Thunder Alley at Mid Ohio (turn 9?). Note: The true colour of adrenaline is Brown!

A little off topic, but the current WSS Champion - Chris Vermeulen has been to the schools here in Australia. If I remember correctly he's off to WSB on the Honda in 2004.

If I could be so bold as to continue a subject started by Keith Code . . . . ? Discipline The hardest thing to perform on a ride day session on a racetrack, with a motorcycle at full noise between your legs? Self descipline. You know; when the red mist decends in front of the visor? And all your plans fly out of the visor. One of the many advantages of doing a CSS school (not that I've done any other school). You have corner workers watching you to ensure that your performing the drill at all times, and, you have an highly trained instructor assigned to ensure that you're applying it correctly and you're improving. An enforced discipline. If you're at the ride day to ride and/or race with your buddies, then do that. If your there to work on your skills and improve your lap times, drop the ego. Have a plan on what you want to achieve and how you plan to achieve it, for each session *before* you go out. Personally, I usually put a piece of white tape on the tacho with what it is I'm working on. And yes, it is so easy to get distracted when your having so much fun. Segment Timing I've got a 100 Lap Stop Watch timer attached to the head stem of my race bike. There is a motorcross style press kill switch on the left handlebar, which is wired in parallel to the stop watch Split Lap button. Not only can I record my own lap times, but I can also split the track into multiple segments. This allows me to record my segment times for a series of corners. At the end of the session, I write down the times. Note: The wire from the switch to the stop watch has a connector to allow easy removal and maintenance (changing the battery). Enjoy!

Mick Doohan - They would revoke my Australian citizenship if I didn't. Anthony Gobert - His WSBK win at Phillip Island on the Kawasaki in wet and drying conditions was the most spectacular.

Yamaha not only got Rossi, but a world championship team as well. Jeremy Burgess (Rossi's crew chief) and two other Aussie mechanics are also joining Rossi at Yamaha. A brief history of Jeremy Burgess is that he was with HRC for around 20 years and worked for Freddie Spencer, Ron Haslam, Randy Mamola, Wayne Gardner, Michael Doohan and then Rossi.

Favorite race track? All except one. - Phillip Island (Australia) - Eastern Creek (Australia) - Sepang (Malaysia) - Laguna (USA) - VIR (USA) - Broadford (Australia) - Favorite instructing track - Putnam Park (USA) - Wakefield (Australia) - Mid Ohio (USA) - Winton (Australia) - Batungas (Philippines) - Mallala (Australia) - Oran Park (Australia) - Sandown (Australia) - Pikes Peak (USA) - Subic (Philippines) * The only track I don't like for safety reasons. (Yes - I am an Aussie )