pete
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Posts posted by pete
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Oops. I missed the rhetorical part.
I would agree with you on using the peg to swing out your knee. -
How can you lean to the inside of the bike and not have weight on the inside peg?
I'm not sure you got a full answer on this.
When we are talking about hanging-off, there will be some weight on the inside peg; it's pretty much unavoidable. There is a difference between someone "weighting" the peg and having weight on the peg. Weighting the peg by putting forcing on it is unnecessary, and will not steer the bike effectively. Having a little bit of weight to help support some mass (like your leg) is okay. Most of the body weight should be held onto the bike via the lock-on (by pivoting off the outside peg and wedging the knee/thigh into the tank).
Make sense?
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If you think you have the right stuff, download the application and e-mail it to me!
Did you forget to attach it? can't seem to find where I should download it from... (maybe it's the first intelligence test to see if I qualify for riding coach
)You should be able to click on the 'download the application' text and it will download it. I just tried it and it worked. If you are having computer related problems, PM me and I'll email it to you directly.
Best,
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The trip was very enjoyable -thanks Carey. We all work very hard here at the school, so when we get an opportunity to work and have fun at the same time, it's always enjoyed.
I do fart a lot. All the pro riders do it.
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Yeah, Pete was "slaving" away.
Actually he did work, but Hawaii really is something (been there only once).
CF
Yeah, it was rough. Had to wake up to the view of the coast and mountains around 7:30 AM. Then talked about motorcycles and riding, watched guys ride, and helped some out -all while working on my tan. I totally felt like a work slave, disgruntled and all.
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I had no idea that happened! I figured you were just tired of dealing with the knuckle-headed noob
. All kidding aside, riding down to VIR the day before through the monsoon I was wondering if we were even going to get to ride so the track was definitley wet that day. I'm glad you are ok (well wishes 8 months late but sincere). We were beginning to make progress and I was able to build on that with Josh in Level 2. I told him early on that we had been working on that set of corners and what my issues had been so we focused on that part of the track and I saw real results. Thanks again to both of you.Maybe we can work together again some time. Be safe and I'll see you in May.
Yeah, it happens to the best of us. The faster you go the more precise you need to be!
See you in May.
Best,
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Well i was thinking either streets of willow springs the camp or the single day and then stay in cali for until the gp in laguna.I'm in to racing mostly but street as well.
That sounds like a plan. The Streets is a great training track.
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Hi Pete,
I'm sure you don't remember me but you were my Level I coach at VIR last May (thanks again for making my first track experience fantastic).
Carey
No problemo. You might actually be surprised at how good my memory can be -even at the old age of 31. lol.
I kind of remember you. Your name rings a bell and I'm getting a picture of what we were trying to get sorted out. Was it body positioning?
Hi Pete,
You spent the morning helping me with entry points, mainly sorting out corners 3-5 at VIR and you had told me we needed to work on body position but you got pulled to work on something else so I worked with Kristi in the afternoon. I'll say hi when I come down to VIR for levels 3 & 4 in May.
Thanks again, it was great working with you.
Carey
I remember exactly who are now. I think we were just starting to get some good momentum together and then I split. I didn't really get pulled away, I actually had a high speed crash. A combination of moist pavement, cold tires and a minor tech-point mistake. They all added up and pulled me away.
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Hello again,
I've got this weird problem. When i'm trying to hang off the bike doing a right hand turn it just feels a bit ackward and strange compared with the left ones. Does anyone here have or had similar problem? How i can overcome it? Or maybe it's just in my head and i simply need to stop thinking about it?
Judging by your avatar, you're hanging-off too far.
This is pretty common problem, but before I jump into this one, have you done any of the levels yet?
Best,
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The sound of the bike.For some reason as a child i always loved seeing motorcycles and more importantly the sound those beautiful sonorous revs from the pipes.
I would have to agree with this too!
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Hey every one I'm new here and have been riding since 17.Greatly anticipating attending css and learning all that I can.I have a mv agusta f4 750 evo3 and currently awaiting my bmw s1000rr which should be here in 5 days or less.Second one in my country so greatly happy to use a bike that css uses so should be comfortable when training.Happy new year to all and best wishes.
Regards
Chris aka Silver Bullet.
Welcome to the forum Chris! Which school are you looking to attend and what kind of riding are you into... street, racing, etc.?
Best,
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Hey there, new member here in San Diego. Planning on taking one of the one-day camps in March at Willow. Later.
Welcome to the forum! Take a look around, we have lots of great data on here -like the section on tires.
What I recommend before you come out to the school (and even if you don't) is to read and watch Twist II. I found that the students who have studied those materials prior to attending the schools make bigger gains throughout the day, and are easier to coach.
Cheers,
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Hi Pete,
I'm sure you don't remember me but you were my Level I coach at VIR last May (thanks again for making my first track experience fantastic).
Carey
No problemo. You might actually be surprised at how good my memory can be -even at the old age of 31. lol.
I kind of remember you. Your name rings a bell and I'm getting a picture of what we were trying to get sorted out. Was it body positioning?
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Ah! (again ...). OK, armed with that info, I shall follow Cobie's advice and go see what happens in real life.
Cheers!
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I read once that top rank riders could shift their weight between the inside and outside peg as many as 20 times per corner. Apparently, they did this to initiate/enhance/reduce/stop rear wheel slides. This was written back in the GP500 two-stroke era, which may have had something to do with it? Or do they still constantly shift their weight around in order to maximize handling and grip? Stoner, for instance, would wear out a pair of shoes (soles) every race weekend, suggesting a massive amount of work going through the legs and feet.
Erik,
Not sure about those old GP500 two-strokes and controlling the tire slide. Frankly, not something I want to try.
Weight can have an affect on the bikes suspension. Keith talks about this in Chapters 11 and 13, in Twist II. We also cover this in a L-3 drill. Have you done any of the levels yet?
Cheers,
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Hey Rainman,
I think there is value in taking the Level 1 class again. I can work with my instructor and if my skills come back quickly, I'm sure we can find some cirriculum that will be beneficial to me in the Level 1 course.
Hi Sean,
I've been coaching for almost 4 years now (full time). Come this March I'm going to do the school myself as L-4, but most likely will work on L-1 techniques. That's not to say you would too, but it is a common theme.
It has been a while since you've done the school. The quality and service just keeps getting better and better every year. I'm willing to bet you'd learn something "new".
Cheers,
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Another question: will I be able to get in Friday as to save money on a hotel Friday night?
Might be too late to answer this. Sometimes you can get in and sometimes not. Usually if your in by 5PM your okay. Just call ahead of time.
Best,
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Hi Greg,
It was a pleasure working with you at CODE RACE.
Body position is a pretty common bug, and it can take a lot of a riders attention. It's definitely more critical the faster you go, and now that your going faster, well the more critical it will be.
Let's see if we can get it sorted out at the next school..!!Cheers,
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Traction control can help a rider be more proficient. It gives you a good gauge as to what your doing with the throttle in the corner. If you engage the TC, then you were asking for more power than what the tire could handle at the lean angle, etc. So now you have some measure of "where the tire is at". I also think that it allows riders to explore getting on the gas harder than there comfort zone - which they may find was too comfortable. I've see students hit a wall until we told them to "pin it" (half jokingly of course).
And it really does save a percentage of low-sides and high-sides. I've seen a student adding lean and throttle to the point the TC kicks in, and make it through the corner. Same scenario different bike (like the Kawi), he would have been on the ground.
Best.
Pete,
Excellent information, thank you. I've been track riding for two years but my efforts to increase pace at some points is stifled by my lack of knowledge - and fear - of how far I can go with the tires. To have electronics tell me where I am with the limits is exactly what I hoped TC could do. If it also helps prevent "grounding", all the better for me and the bike. If CSS has seen it work with students in action on the track, that's a pretty high recommendation. Thanks.
Your welcome!
Also take a look at the threads regarding tires and warming the tires. Great data in there too, that applies to traction.
Cheers,
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Hi Ventodue,
Hi and welcome to the forum. Let me answer your questions.
In chapter 19 of TWT II, Keith is talking about pivot steering. He emphasises the importance of weighting the outside peg, writing, for example on page 85:
"Using the outside peg as your pivot point ... reduces your weight on the seat and puts the majority of your weight on that lower, outside peg".
Keith is not saying that pivot steering is HOW you steer a bike. We are talking about weighting the outside peg creating a pivot point. This pivot point is used to gain more leverage and force which then can be applied to the opposite handle bar --enhancing our counter-steering action.
Keith being very thorough says the lower peg, because some sport bikes have rear passenger pegs which would be considered upper. So that would eliminate any confusion on which peg to pivot from.
Yet in Sport Riding Techniques, Nick Ienatsch in chapter 4, entitled "Steer that Thing", clearly emphasises weighting the inside peg. He says, for example, on page 42:
" ... the bike begins turning when you move your body weight towards the inside of the corner, onto the inside foot peg".
So are these contradictory approaches, or am I missing something here?
Your not missing anything, the data about weighting the peg is false data.
Weight can have an affect on the bike and can get it to change direction. But not significant enough to actually get the job done. Try missing a car that pulls out in front of you by putting weight on the inside peg!! Your dead meat. Or flicking it from one knee to another knee --just not possible.
Case in point: How would a little guy like Pedrosa even have enough weight to "flick" his bike? Firstly, you would need a pivot point to actually weight the peg. If you watch any MotoGP race you'll see the riders hanging their knee out before the turn - so in that case, there is no pivot point. Do you see the riders stomping or forcing weight into the peg?
On a side note, even when you move weight to get the bike to steer, the handlebars automatically counter-steer, and they'll do it on their own. Twist II DVD demonstrates this. We also have a drill at the school called the "No Body Steering" drill. Come and give that a try and you'll have the "doing" your looking for.
Cheers,
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IgnativsElvis,
I think it's great that your interested in your suspension and looking for more awareness on what your bike is doing. Some never care to look, and never really figure out what is going on. To me suspension is a fine art and science - but that doesn't mean you have to be a scientist to figure it out.
Anyway, tire wear for sure is one way to gauge what your suspension is doing. Dave Moss has a few DVDs that are available, and in those DVDs he goes over some basic suspension, but also on tire wear. I had to watch those a few times to fully get it, but it's good data. Another way to gauge is by feel. What is the bike doing under different conditions, like braking, acceleration, turn in, etc.
The first step is to set the bike up for your weight. (Side note: your about my size, I'm 5"10 - 155lbs) This is also known as setting sag. The Dave Moss DVDs go over that, as well as our Twist II DVD - which I preferred, although watching both were helpful. Once you get that done, ride it and pay attention to what it does. The key here is to log everything. What you set sag to, what track you were on, what it did on the brakes, acceleration, over the bumps and how stable it was right after turn in. Then you make adjustments from there. I also pick the one thing I want to fix first - like it turn in. Then I make a small adjustment and see if it gets better. If not I keep going with that adjustment. If it gets worse, then I go the other way.
I could keep writing about this, but let's keep it simple. Get the DVDs or someone who is well educated on SAG and set your sag and test/log what occurs. Coming to the school will for sure help, as we'll cover some drills that will help you get better feedback.
Cheers,
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So what your saying is the grip is better than Mid-Ohio in the wet?
LOL
Everything grips better than Mid Ohio in the wet.
Actually, we were on the Classic Course at LVMS back in November, and it rained a bit - probably for the first time in a while. It was by far the slickest I've ever ridden in the wet. Thanks to the BMW I was able to come back in to the pit to tell course control what I thought of the traction.
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Traction control can help a rider be more proficient. It gives you a good gauge as to what your doing with the throttle in the corner. If you engage the TC, then you were asking for more power than what the tire could handle at the lean angle, etc. So now you have some measure of "where the tire is at". I also think that it allows riders to explore getting on the gas harder than there comfort zone - which they may find was too comfortable. I've see students hit a wall until we told them to "pin it" (half jokingly of course).
And it really does save a percentage of low-sides and high-sides. I've seen a student adding lean and throttle to the point the TC kicks in, and make it through the corner. Same scenario different bike (like the Kawi), he would have been on the ground.
Best.
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Great data Steve!
I would like to comment on the number of laps to get the tire warm. I've done a number of cold and/or windy days and can say for sure, that 2 laps may not be enough. There are of course different factors. Two laps on the infield course at LVMS is like doing a half a lap at VIR.
There is a tech on how I warm up the tires (without a tire warmer).
1. Gradually increase the lean angle from turn to turn. If the tire is only flexing near the center, then that's where it will be warmest. So gradually warm up the whole tire. When doing this, you may discover that when you leaned it over 2 or 3 more degrees than last corner, that you actually felt them slip just a touch.
2. Do this lap to lap until you don't have that "slip". Again, depending on ambient temp, wind-chill, length of track (and tire constructions too, slick vs dot tire) this could be 2-3 corners to even a half a dozen laps.
3. Now this one may be arguable, but I've had success with it... I do the same as above but I do get the tire spinning a bit out of the corner. On the drive out (picking the bike up) as there is a decent load on the tire (flexing) I increase the throttle just enough to get it squirming/slightly spinning.
Really, if you don't have tire warmers - YOU are the tire warmer. Pay attention to them!
Best,
I would agree with you on using the peg to swing out your knee.
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Way too much ammo for Lyle. We actually started to call him Phish because of the beard and hat he wore to Las Vegas a while back. He looked like a guy from "The Deadliest Catch".