Kevin Kane

Bigheadj, The benefit I have received in taking two days in succession (beyond simple continuity of the training) is that on day 2, I feel like I "know" the track. With that familarity, I can concentrate on the next Level of drills with the previous day's training still freshly integrated into my riding vocabulary. The distraction of getting re-orientated to a specific track (or another track when I have taken class at different venues) is not part of the day 2 equation and that is a BIG deal (to me). The benefit of two successive days is huge but there is a catch...you need to be in good physical shape to maximize the value. If you're not in shape, you will be too fatigued to take advantage of the training mid way through the second day. DAMHIK. Kevin

Stu, I remember working with you at Watkins Glen last May and our drill was to avoid stalling on the gas through the turns. You were leading me around the Carousel at a pace that was faster than I had ever gone through there before and I remember noticing a rider we passed on the inside who had his titainium knee pucks sparkling all the way around that turn while neither of us had our knees close to the pavement at all. Personally, I would rather trade faster lap times for chicken strips any day of the week but there is a question I would like to pose. It seems to me that really fast riders have their knees down because their speed is so much higher than someone like mine that they cannot hold the lines they are using without a more aggressive lean angle. While I rarely touch a knee when cornering yet still sometimes pass slower knee dragging riders, I can only assume that the really fast guys who ALWAYS pass me have no choice but to get themselves and their bikes leaned over that far where knee dragging is a by product of cornering and not an end to itself. Am I correct on this assumption? Kevin

I thought I would throw out a topic that I haven't seen on this forum for some time; hopefully, some of the more experienced here will weigh in on this post as it caught me by surprise when I read it. The current issue of Sport Rider magazine has a section called "Riding Skills" by Andrew Trevitt. This month his column is labeled "Brake Dancing" in which he speaks about using the rear brake in cornering (hope I am not violating any copywrite laws here). He writes: "When entering a turn, leave the rear brake applied until after the front brake has been released and the bike is leaned over. This will stop the front end from rising the moment after the front brake is let off and before cornering forces act to keep the fork compressed. Once the throttle is cracked open, use the rear brake lightly to modulate your speed if you find yourself going a bit too fast. Closing the throttle will load the front end excessively and cause you to run wide, whereas applying the rear binder will actually tighten your line and pull you to the inside of the corner. Try to avoid using lots of gas and brake; you want just enough throttle to pick the revs up and keep weight off the front tire." ...Well as someone who has gone off more than one track running wide exits this year (Streets of Willow Springs and Beaver Run), this statement caught my attention. He also says: "In downhill turns the rear brake can be used to avoid gaining too much speed once the throttle is open-especially in longer sweepers. As in a flat corner, crack the throttle open as soon as possible to unweight the front tire, and carefully utilize the rear brake to keep speed in check. Downhill turns are notorious for loading the front end and causing you to run wide, but keeping the throttle cracked open and carefully applying the rear brake will result in a more even distribution and keeping you online. With some practice and experimentation, using these rear brake techniques will become routine and give you more confidence, smoothness and safety." ...I didn't run wide on any downhills (yet) but the thought of running wide (or washing out the front) entering T's 16/17/17A at VIR South had me holding down my entry speed more than I wanted. Anyone have any comments on this topic (besides; its your stones, stupid!)? Kevin Kane

This a frequently asked question that gets a number of different responses so I can offer you only my own perspective. Without any forethought to this question and with real curiousity about riding a 996 on a track, I took level I on my 996. I did a little damage to it at the end of the day when I clipped a couple of cones with my turn signals (both broke off at the stem). The thought of damaging it had never really occured to me before so it made me think that I didn't want to risk any real damage to it at future Schools. I took levels II & III on the School's ZX-6R's and they are awesome bikes very well prepared with Dunlop 208's that grip like a shark's bite and brakes that will stop you on a dime. The difference (for me) between riding a lighter, in-line four v. a much heavier L-twin was, however big enought that I decided to throw caution to the wind and took Level IV (multiple times) on my Ducati. But that's just me...If you are going to be wound too tight on your Ducati that it holds you back, I would recommend that you ride the School's Zx-6R. Kevin

With Ivan washing out AMA's final round at VIR this weekend, is the School still on for Monday and Tuesday? Kevin

Yturan, You mention that you did two track days and are planning two more but you didn't say if your ZX-12 is also used on the street. If it is, you may want to consider Pirelli's Diablo Corsa's instead. I have Michelin Pilot Race (Super Corsa equivalent) tires on my track bike and my street bike but I realized it was a mistake putting thm on the street bike. It is harder to get racing tires up to temperature on the street and I was losing traction as a result. They also don't last very long. I recently put Michelin Pilot Sports Cup's (Diablo Corsa equivalent) on the street bike and I feel as planted there as I do on the track. They also have more cuts in the pattern so they will be better in the rain. I would also happily take these tires out on any track as the grip is that good. Many of the Track Control riders in Team Pro-Motion use Pirelli Daiblo Corsa's as they have track grip but last a lot longer. The Corsa's will also cost you about 50 to 75 dollars less than the Super Corsa's per set. ...just one man's opinion. Good luck. Kevin

I'm with Stu Man on this one. Just because you are riding in level I doesn't mean that you're not going to need good tires. Pocono East is a technical track; 11 turns in 1.6 miles and if they install a chicane at the end of the back straight, it will be 12 turns. You will use your tires here so don't be short sighted; mount the Super Corsa's. Kevin

Mac, The track to street translation was a hard adjustment for me as well but a big part of the struggle is the difference in the two environments. On the track, you literally ride your a** off the bike and on the street more factors come into play. The track is a relatively controlled environment where you focus on specific things (or drills) and are not distracted by much more than your own confidence in your riding ability. As the day progresses, each turn becomes more familiar and as you described, you can get to the place where you are making only minor adjustments to achieve your goals and it all seems to come together. Then you go home to ride... On the street there is so-o-o-o much more to deal with; cops, cars, critters, cracked pavement, oil, gravel and other associated distractions that for me, all of these delayed integrating these cornering skills into my street riding. With more time in the saddle and concentration on the training, what you learned in Level I will become part of your riding style. BTW, Level I is really only the foyer into the house of cornering...stay in school and learn how to use all of the tools, you will be amazed at the progress you will make. Kevin

Wayneman, Please let us know your thoughts on Level's I & II after you go. Blue 636 and JeF4ry are other riders who had a lot of inquiries before attending and their post school posts were fun to read. Kevin

Waynerman, By all means go. You will learn a great deal about cornering that WILL translate to the street. My reason for responding to Scooby's post with my story was to suggest that the street is NOT the place to practice TRACK drills. There is and always be a big difference between these two environments. The Superbike School is all about CORNERING. I have seen riders of all ages (older than 65) and all kinds of bikes (including a bone stock 883 Sportster) and everybody learns how to improve their cornering skills in a controlled, safe environment. You will be given concise, focused instruction and on track coaching that will allow you to practice what they teach. My mistake was caused by me pushing beyond my TRACK riding abilities on a TRACK. Even thought I still street ride, I do so with less aggression than I did after gravitating to track days. Keep your registration, you will be a better rider for attending Level's I & II. Kevin Kane

Scooby, You question poses an intersting dilemma as track time is usually not readily available and you need track time to hone your track skills. As a rider with very limited track talent, I share your frustration. Where we differ is that I no longer believe that you can "practice" this stuff on the street - at least without taking considerably greater risk. This season, I was all but resigned to finding more track time because the track environment is just so different from the street that for me, street riding just didn't seem to translate to the track. Earlier this month I was at a private track day at the Nelson Circuit in Shannonville, Ontario (CAN) where I low sided in a turn carrying some pretty good entry speed. I was amazed at how far I slid across the track and then the asphalt infield access road before exiting onto the grass. Once I hit the grass, I was even more amazed at how fast and how much out of control I was as I started tumbling. Never once in this journey could I control where I was going or how fast I was getting there. I was on a track that was in excellent shape with lots of run off room, no unpadded armco anywhere and professional emergency medial help on site; everything you could need in an emergency. I am fine (maybe a little sore) but if that low side had occurred on a street, I would have slid across on coming traffic and then assuming I avoided getting hit by a vehicle, my tumbling could have been into a stand of trees, guard rails, bridge railing, utility poles you name your poison. Oh and yes, I was practicing a drill when this happened with complete concentration on it because I wasn't thinking about on coming traffic, cops, broken pavement, unleashed dogs or gravel on the road. ...but that's just me. Kevin Kane

Jeff, You wrote: "I was only saying that I was having trouble learning new tracks" is the key. The first time on a new track is always difficult but the School assists a rider in this orientation better than anybody. If you haven't tried it yet, wait until you attend a club track day, especially on a track you have never ridden before. You will appreciate the School's approach in ways you can't imagine right now. Kevin Kane

Jeff; It becomes easier if you use the X's to get turn in points established but with more repetitions, begin to ween yourself from their X's to your own reference points as the day progresses. As for not using the brakes, that's only the first two sessions of the day as "light brakes" is usually permitted in Session 3. Brake use (and gears) is progressive with susequent sessions so you end the day with full brakes and all gears. The brake (and gear) restriction in the morning is intended to free up your attention so you can focus on turn entry speed and your specific level drills. In my experience, if you go with the flow of the program, these restrictions are a help, not a hinderance. Kevin Kane

Went to Mosport (east of Toronto) two weeks ago...WOW! First time on a six gear WFO track...WOW! Last weekend, Canadian Superbike riders Steve Crevier and Jeff Williams both got off when their rear tires let go in sixth gear at 170...WOW! Kevin Kane

In Level III, Keith will show you how this is done but on a static bike in the paddock. That way, he can explain the position and then critique each Level III rider's body position, leg and arm position and movement back and forth across the tank. You not only try it yourself but you get to see what it looks like when your fellow students try it; In a controlled setting like this, you can better understand the technique without the distraction of doing it at speed. Then when you go back out on the track and integrate this with your other cornering skills, it will all start to become much clearer to you. Once comfortable with it, you will be amazed and how much easier it is to turn the bike. Kevin Kane

Vaughn, What do you mean "they (H-2's) are OK?" What do you expect a tire to do for you that these H-2's are not providing? BTW, do you know that Michelin also offers the same race tire in a medium and soft compound? Kevin Kane

In this month's Road Racing World, (July), on page 138 is a nice shot of Stony Landers winning the Formula One race (and a bunch of other races at Willow Springs) and then on page 43 is a full page ad for the Willow Springs Motorcycle Club. Does anyone know who is in that picture? Looks like at least one School instructor at a minimum. Just curious... Kevin Kane

I am not an "experienced rider" but I have ridden the no B.S. bike more than once. I can say without hesitation that once you change your hands from the bar that moves to the one that doesn't, you're finished turning...It's that simple. Kevin Kane

Blue, When I took level I at Watkins Glen (NY), that track is also about a 2 hour drive from my home. I loaded the van the afternoon before and left at 4:30 AM just like like your plan. By lunchtime, I was trying to take a nap and contimued to look for rest spots between sessions all afternoon. By the end of the day, I was making some big time fatigue mistakes out there and eventually DNF'd myself after trading paint with another rider exiting the Bus Stop. That was the last time I drove to the track the morning of an event. Your first School day will be tiring all by itself. If you can manage it, I would strongly recommend that you get a room nearby the night before so you can arrive at the track rested. When I went to the Streets in April, I stayed at a Motel in Mojave but there are places in Lancaster and in Rosamond. Anyway, I had a 10 minute drive in the morning, not 2 hours. Big difference! Kevin Kane

Blue, You ask: "Will we be allowed to experiment with body positioning at all in Level 1?" The simple answer is yes...and no. I don't think that your instructor will pull you over to comment on your body position (unless you are doing something really unsafe) but they will want to know how you are doing with your Level I drills. It has been my experience that the School really knows how to teach cornering; if you allow them to take you through the progression of drills that they have perfected over many years and many thousands of other students, you will be amazed with how much your riding (read cornering) will improve. The drills build upon each other so jumping ahead to body position before you have the foundation concepts will only confuse you. But can you experiment? My guess is yes but don't be disappointed if you don't get feedback on your body position experiments. Frankly, you may have to unlearn them once you advance to the upper levels but that is just my personal opinion. Good luck! Kevin Kane

Having just finished the School at Watkins Glen, I have a question about throttle control AFTER the turn. We worked a lot on throttle control in cornering, especailly after turning in; the main emphasis was to continue rolling on and to avoid "stalling" on the gas. My question is what kind of throttle control do you use after you get the bike upright, especially with a long straight in front of you like there are (3 of) at the Glen? I found that my right hand was going numb from twisting the throttle as quickly as I could and that technique worked against the idea of "staying loose on the bars". What was I doing wrong here? Thanks, Kevin Kane

If you are riding a water cooled bike, replace your anti-freeze with Water Wetter or plain water. Flush the system to get all of the glycol out before you replace it. Kevin Kane

You can find Pocono's layout on the School's web site but look for the East Course on the track map as all of the different classes I've attended with CSS at Pocono have been on the East Course. I've been to Pocono East about a half a dozen times and anytime I saw cars, they were almost always on the North Course so If you have driven the track in a Corvette, it was probably the North Course. Pocono East is flat with tons of run off room but the trade off is reference points are harder to find. It doesn't matter however because the School addresses reference points very effectively - but only after Session 1 has ended. The East Course is 1.7 miles long with 11 turns running through the infield but does incorporates a portion of the tri-oval's straight section. That section is the only place where you can stretch your legs. A modification that the school made last fall (but not last spring) was to add a chicane at the end of the straight I mentioned above. It adds another turn to the mix but also keeps the WFO crowd inside the school yard so to speak. The pavement is not as smooth as Watkins Glen but the only noticable bumps are at the braking sections of the Bus Stop, a 180 degree right hand turn located right in the middle of the layout. Otherwise, it's a tight, fun track that will hold your attention and give you plenty of opportunities to work on your cornering skills. Hope this helps. Kevin

The CSS events I've attended at Watkins Glen and Pocono usually had women riders...all of them fit in all of them could ride. CSS women instructors are also no different; they know how to ride and they know how to instruct. I think JohnnyRobshaw is right..."You will have the broadest smile at the end of day 1- no bull" Kevin

Since my question isn't about riding, I will ask anyone who can respond to do so off line. I recently attended a CSS event at the Streets of Willow Springs and rented a one piece suit for the first time. These were the School's new perforated AGV suits and despite the mid 90's temperature, it was very comfortable to ride in. Unfortunately, over the winter I bought a non perforated Dainese suit and I made a BIG mistake. I need to decide to try and resell it and buy a perforated suit or have the suit I did buy modified? Are their vendors who do this type of work and do any of you have any experience with them? Thanks, Kevin