jasonbw

PERFECT use there Phillyjoey! The key bit is the understanding, which you are now armed with. On the street we sometimes come across this wet stuff called rain - which decreases traction right? Would having this knowledge allow you to better judge where you can hold the throttle constant while turning versus taking slower entry, steer then getting the bike to it's ideal traction scene with the gentle accelerating? The info is there for you to apply now, great you asked the question.

Welcome aboard Tuono rider !!!! Since you havent attended a CSS yet you might find some confusing terminology here (specialized words that relate to a subject), always feel free to ask what is meant by the terminology so you end up with a more accurate understanding. Where's the closest CSS event to you? http://www.superbikeschool.co.uk/circuits.php

Let's use an extreme example to give us some usable facts that will help us work this out. Think of a world class rider who can regularly take his or her motorcycle to the traction limits, we see them aggressively changing the two things a rider can change on a motorcycle: speed, and direction. Do they ever aggressively change both at the same time (successfully)? Say they're needing to aggressively (quickly) change direction for a series of turns, do we also see them accelerating hard while changing direction? So let's think of Speed and Direction as being on two sliding scales... if you're changing nearly 100% speed (maximum braking or Max acceleration), then you'd better be near 0% changing direction (Lean/steering). Further on this point, say the rider is changing his direction gradually (say 20% of his traction limits) then the rider will have approx 80% of traction for changing speed. This applies to racing or road riding - it's simply the level of traction available for a given bike/tire combination. Let's use this info now... if we are at a constant throttle then as Jasonzilla pointed out we are gradually decelerating, on a modern sportsbike with decent tires that might only be using 10-20% of the speed sliding scale.... so in this example you still have 80-90% of traction available for change of direction. Real world examples: On the 2nd apex in double apex turns we pause the gas to assist in bringing the weight forward, which shortens the forks (effect: steepening the steering head angle), which assists in tightening our line for the exit of the turn. Here you can see the sliding scales in action: you need to have traction available to move from the 'direction' scale to the 'speed' scale. Long fast high speed entries... remember Throttle Control rule number 2? "In high speed turns, calculate your roll-off just as carefully as you would the roll on". If there is a benefit to be gained by maintaining the higher entry speed and not squaring the corner off, then pausing the gas and leaning in is a great solution. Again, the amount of leaning in (direction) change you can make must be tempered by the sliding scale rule... how much speed change are you currently making, so how much is available for direction change? Can you now list any other examples where you can use this information? (Jasonzilla already has one)

Got it Phillyjoey, I'm ducking out of my office for a day or two, I'll be sure to get back to you then, quickly though; there are times when this is a good solution to a problem, no doubt you'll have some great food for thought in the meantime from others anyway but I will write my thoughts when I'm back.

Hi Phillyjoey, although Eirik may have answered your question already, could I clarify your question? When you say "hold a constant throttle and lean", is the question about both throttle and lean being held constant, or throttle constant, but adding lean? (only assuming the potential of adding lean due to the earlier example given) Maybe an example application would help too? Cheers Jason

You were SO close Bullet!!! But mate, it's not as if we'd really run a mile just to get away from a Croc, we'd run a kilometer ..... :D Guy's, CSS strives for continuous improvement across the planet, so being a coach gives you the opportunity to travel worldwide - so on Bullets visit to the old colony downunder I'm sure to take a photo of Bullet with a decent sized Croc and post it right here! sorry for the banter Patrick, I'm gathered you wouldn't mind though but be sure to ask away any questions you have, as you can see it's a great place and we're ready to help your riding in any way possible here.

Hi Requiem, the courses will give you the skills to increase your level of control over your motorcycle, this comes through a fair few facets I'll quickly jot down a few - efficient steering, using the throttle to stabilize your bike, when to use the controls, vision skills to get information on what the corner is doing earlier, accuracy with your line, using your body to work with the motorcycle instead of against it. Any of these above NOT relate to riding on the road? The point is, the drills can be accomplished by any rider of any skill level. Whether they want to "hang off" or not, on a cruiser or sports bike, for daily commuting or racing... all the fundamental skills of controlling a motorcycle are... well.. fundamental. Sure we do this on a racetrack, but this is since we can then control the environment - giving the student the best opportunity to focus on their assigned drill, yes you may get familiar with a track over time, however the skills directly translate to roads you have never ridden before. I'd love to hear your thoughts here after doing a school now since having written this question. Cheers Dylan, Bullet's described it so well... having the privilege of going through this process I know it's very accurately described and quite applicable for Oz with the addition that Aussies must show decent physical strength by way of crocodile wrestling in the creeks of Eastern Creek, be able to observe and avoid drop-bears, communicate effectively with the Kangaroo's that bounce the city streets and demonstrate the emotional care they need by way of koala hugging in the bushlands around Phillip Island, other that that - it's all the same. Sorry! Should I put something in about a bad sense of humor? Bullet's info about reading Twist 2 described me well, in my case I'm constantly acting on a NEED to understand the technology, not just 'why' the tech works, but 'why' it was worded the exact way Keith wrote it - since there's a reason behind every word in that book (and soft-science). It's quite cool in that you can read a sentence from Twist 2, then re-read it later and get something entirely new from it. Great topic guys!

HA hahahaha, nice one!!!! I only thought of it since this morning I'm putting together a to-do list as I may be the CSS lead rider in next weeks trackday, otherwise I'd have been in the same boat mate Hopefully Trevor's having too much fun to see this somewhere between VIR and Thunderbolt.

Good points Kevin, I'd like to just add 1 more advantage of doing a slow sighting lap in that it gives you time to identify the flag marshal points which you'll need to monitor during the day. On the Ride days here the riders are offered a similar thing to a sighting lap(s) with a CSS coach in the lead. He'll cruise slowly around the track staying on "line" (where we'd normally set turn points for a school day), pointing out the flag points.

Well done on your riding (and controlled crashing!) It's SO great to see and hear of your unlimited approach to life. Another fellow down this way (Sydney) is in the advanced group on trackdays, we're the guys (staff) at the pit exit who 'catch' him if there's a problem during the lineup at pit exit. Why do I love it so much? You've turned a challenge into constant levels to conquer, and you're accomplishing all your goals! and in such a humble way. Way to go Talan!!!! Maybe ACU are just afraid of what they don't know? Any chance ACU would let you get your foot in the door by doing a rear-of-grid assisted start for the first round to give them an understanding of how real you are - you might just be a name on a piece of paper right now.

Odd reading this from an Aussie perspective... No Trackday org out here that I know of run sighting laps! I do relate though.. there (was) one organization here who called themselves a school... the first session of the day was a grading to see which level group you'd run for the day... so cold tyres, cold track, cold riders of all mixed riding skill levels on an all-out qualifying session with transponders strapped to their bikes!

Sure... good keyword you used there was "too".. as in "too much throttle"... you can "push/slide/slip" your front not getting the right weight distribution for changing conditions on the road or track. Question, would you need less of a weight transfer (roll-on) if going over a crest. What about at the bottom of a dip when the suspension is at it's lowest? Think about getting the weight distribution correct (approx 40 front, 60 rear for standard bikes or slightly more for some of the huge race rears were seeing more of these days) Worth noting you can push the front from too high of a corner speed, but that's a different scenario usually. Picture this: during long slow corners, double apex or decreasing radius corners some riders may have rolled on too aggressively in the first part of the trun such that their corner speed is too high at the exit. Their front can push at that point especially if you have camber working against you there. But back to the question, the idea is exactly as you described though, generally that gentle roll on after you've finished your steering input and are on your chosen line, stabilize it right then with the gas! P.s. Remember the "push - then release" technique from your steering drill? Think that'll help with the inside bar weight? Even if you don't get your lock-on working for you right away (give it time and practise and if need be come back for a Level 4 as well focus on the area's that will give YOU the biggest gains) so long as you use the push then release technique in your steering you'll be getting the maximum potential traction in your front end compared with putting weight on the inside bar. Sound good? Make sure you write back if any of this doesn't sound familiar or you need a refreshed on the "Push then Release" (that goes for anyone reading this!)

Nicely said guys! Spot on guidance! Thanks for posting up Dazza since this is an especially common problem when riders try to put it all together on their first track day. Dazza, you're on the money, and you already have the answer... you want to feel that same confidence you got during the first drill of the first CSS day? Then simply repeat the scenario! Drop to the slowest group (simulate the lower speed we ride on the CSS days), remember not to use brakes and simply start with Throttle Control. Remember how that felt? Reckon that'll get you back on the right path? Congratulations on your first trackday by the way!

Gday Colin, well done on the big gains you made on your last outing at the ARDC race practise day! You've a few questions so lets break them down: Absolutely right, look ahead too soon prior to your 2 step (haven't forgotten that one have we?) and you can get lose. What drill will let you keep track of your turn in point in your peripheral vision while maintaining a nice 2 step? You're on the right track, having your attention on the very outside edge of the track means you want your tyres to run right to the edge, so would until you get the confidence you need to know where your tyres will end up then wouldn't it be wise to have an exit reference point a foot or two in from the edge? However, when you do this a good gotcha might pop it's head up that you might need to be ready for... what happens when we look at our exit point for too long? Can you see the Turn 3 exit RP when you need to lift your eyes from your Turn 3 MP (Mid Point reference point)? Not possible since it's over the crest, so would the High Tension tower in the background help you lift that vision from your MP sooner? Turn 7, looking at the bridge support means we want to go there.... not particularly appealing to hit that metal Would looking at a specific letter of the "Sydney" word that we want to pass under, on the bridge above help with this? (e.g. the Letter "D" ) Would that also get your eyes up the track? Love the Turn 12 Entry and Exit! But remember 3 points describe an arc, so to tick all the boxes could you do with a Mid Turn RP? one that you can see from the concrete, then lift your vision to the grandstand when you know you'll run over your mid point? Ever felt the switching form the concrete to the grandstand gives you a bit of a lost feeling in T12? Think getting a MP will solve it? P.s. A couple of examples might be at the exit of T2 wanting to clip the last bit of ripple on the left, then lift your eyes when you know you'll hit it, up to the dug-out way in the distance (far side of the straight!). Turn 4 you might want to lift from your MP to the big white billboard to keep a nice tight line ready for T5 entry. Have a look over a high quality lap video to give yourself a relaxed opportunity to form your next plan... let us know how it goes!

Well done Dylan! Cool how with motorbikes the more you know the more you realise there is yet to know, so your journey need never end, way to go on your new role mate!!!!

GOOD STUFF!!!! Is it a Ferrari ?????

Keen to hear about RC8R experiences too! I've a Honda CBR, typical rocket it is (Aus SBK motor with some decent suspension) as great as it is, it doesn't scream excitement plus.... I think I need to try a duke out too, a decent one... I watch them on track, their steeper steering head, less trail, you see one enter a turn and hold a tighter line and wonder - if you put all Keith's tech into your riding AND put yourself on a bike like that - would that be as good as it gets? I'd have to think yes! The bank disagrees, but if our riding decisions were based on financial prudence then we'd never go riding! Good luck on the decision Bullet Either way we want to see pictures afterwards, whatever you choose I'm sure we're all going to be jealous :D

Nice one Colin!!!! So you can get your suspension sorted, good, that takes care of fork setup. You know it was a new turn point to use, so that's the Turn point sorted. So what drill did you do in Level 3 that'll give you a faster steering rate that you need for turns like T1, T8 & T10 at the creek? P.s. regarding suspension, I heard some wise words once that suggested if your trouble is related to steering then look at the fork, it is related to the drive out of the turn then look at the shock - food for thought.

So.. where's the question???? I don't see no stinkin question????? Not that I've ever owned a duke (well, never a Ducati racebike), but I think you've already figured it out Character, excitment, the potential it could blow oil all over the back tyre just adds that edge to every corner! kidding... the Ducati seems to tick all your boxes hey?

Gday Ozracer, good you posted this up! You've quite nicely answered your own question! In Level 1 we gave you 5 specific drills to give you understanding as to what the bike needs and wants from you, the rider. The body positioning comes in the next two levels (more so in Level 3, but Level 2 will open your eyes so to speak), but let's try something to help answer your question: Think back to your Level 1 drills, we armed you with some good technology, and gave you the information behind the technology so you could figure out for yourself why it works, you were then able to try the technology out for yourself on track... one drill/skill per session, that worked quite nicely right? Now as you've discovered for yourself, trying on someone's advice without having the understanding and direction behind it can cause distractions! This isn't saying your good friends advice is wrong, actually, it's quite a well known and valid technique often called "kiss the mirror"... the kiss the mirror works on the principle of the rider getting his upper body forward and down to lower the combined centre of gravity (shares some tech to one of the Level 3 drills), also (depending on circumstances) compresses the forks to steepen the steering head angle which tightens the line but here's the catch ... this works well so long as the rider is able to comfortably hold this position without adding the unwanted bar input we talked about in the relax/rider input drill. Think back to the turn you thought of when writing your post, Honda corner? whatever the case, put yourself back there sticking your chin out... did you notice the bike suddenly felt uneasy? you were not longer comfortable? Is there a possibility you were adding unwanted rider input into the bars? The next two levels will arm you with the technology to accomplish this leading with the chin technique (and much more) comfortably and at will, all during a session where we can dedicate the whole session to just getting that one skill right! In the meantime though, on your next ride or trackday, once you have warmed up and feeling like you could add this one new element in, just drop that speed down a notch (like we do at the school to assist in freeing up some mental attention) then try that technique again, but ensure you are remaining comfortable and relaxed such that no additional rider input is going into the bars. Hopefully it is a step in the right direction for you, if you are at all uncomfortable in holding that position then hold off for the schools where we can personally get you on the bike in the correct position so you can do this safely and effectively. Sound good? Jason (JB)

Good stuff Colin! Without absolute fact we'll only ever be wondering, so on your next trackday would it make sense once you're warmed up, to try a lap where you're exiting a particular turn quite stiff on the bars - imagine the pressure of racing if that helps.... then the next lap, be as relaxed as possible. Doing polar opposites like that can lead to great discoveries. Repeat for the progressive roll-on (if it helps, repeat Keith Code's saying: "Once the throttle is cracked on, it is rolled on evenly, smoothly and consistently throughout the remainder of the turn" Repeat for the change in your pickup drill. Repeat again for he change in hook turn position. Remember to give yourself only one goal per ride - even if it means pitting it mid session to get your head about the next change. This'll give us something concrete - at best it'll be an "AH HA" moment, worst we'll see a concatenation of things we can make minor changes to. A 3mm spacer in the shock is enough to notice a difference, after these changes above you can see if another 3mm makes it even better or not. Sound good? I'll be there on the 14th, feel free to yell out!

Gday Colin, correct me if I'm wrong but I may have worked with you at Eastern Creek? Was that Level 2 we did that day? Reason I ask is I recall it was great you had your lock-on and visual skills working for you since the fast, open, sweeping Phillip Island was your next race (which you did mighty well at). Is that the case? On the running wide problem: Your point 1: This would only be the case if you are picking the bike up early, excessively. If you don't feel your pick-up is excessive then read on. Your point 2: Level 3 brings you a skill which you partly describe in point 2; the 'hook turn', moving the upper body weight, forward and down which steepens the steering head angle. This tightens your line. However as you're describing this at the exit of the turn while you are getting more and more on the gas, this 'hook' has diminishing returns (the forks extend when on the gas which reduces the effectiveness of the hook). Your point 3: A balancing act this is! Too much and you may be riding the leather sled, a little will get the weight onto the front helping you maintain a steeper steering head - but at a cost. The attention needed to do this effectively is considerable, also the fact that different direction turns and transitions in particular may have you unable to get that light touch on the rear brake. Due to those inconsistencies do you think it's probably better to stay off the rear brake... at least until we try the following suggestions. EDIT: Couple of questions: Are you as relaxed on the bars as you feel you should be? Is there potential to get on the gas a little sooner, so the roll-on is more progressive throughout the turn? i.e. If were aggressive on the gas towards the exit then this will extend the forks giving the same symptom. Now, failing that, you're relaxed and building speed nicely through the turn... Getting the rear ride height set correctly will have a considerable positive impact on your ability to maintain a line when under power. Your bike - GSXR I believe? can fit a spacer above the rear shock if you don't have an aftermarket method of adjusting. I've asked a fellow Sydney coach for some input on the size spacer he used to great effect... at the very least this might work as a ballpark to you to try. Jason

Hey KHP, you sure the SC0 is just 'soft' ? Our SC0's (Pir SBK slicks in Oz - diff tyre but Pirelli would prob maintain a standard rating?) are qualifiers only.. on a warm day they'll give you one or two sessions only

How cool is that!!!! Good on you Bobby !!! You really managed to capture how I felt myself back when I did the schools too. Good stuff mate!!!

You can see a good mix of technology out there. Look at the inside part of the knee on Stoner's suit, it's got the grip part build into the suit! I'll have a look at some AMA races, see if I can pick out a trend, good question!