Hotfoot

You can use your knee as a lean angle gauge. If you are touching it and still running wide it probably does mean you have too much speed, but it doesn't necessarily mean that speed is the ONLY (or even the PRIMARY) problem, for you, in that corner. For example, if you had a bad line or poor body position that could contribute to excess lean angle and thus limit your possible speed through the corner. If you are running wide and you don't know why it is happening, it sounds to me (especially in light of your prior questions in this thread) that you are riding over your head and pushing too hard

This is actually a tough question to answer because it can depend on a LOT of variables (pressures, temps, suspension settings, tire fit to bike, riding style, etc.) and that is probably why you haven't seen much response. It does look like cold tear and it's interesting that it seems to be happening near where the tire changes from one compound (harder) to another (softer). Do you accelerate hard, in short bursts, with minimal lean angle? What is the tire size you are running, is it the same size as the OEM, or have you put on a wider tire? I agree with Yakaru that you should probably s

Awesome, see you there!!

Based on your email above, I'd say go for a 2 day camp. More time with your coach, fewer riders on track, and a busy schedule with LOTS of riding time. At either a 2 day camp or 1 day school you will always be allowed to ride at your own pace, and not required to wait for other riders or adjust your pace to others (except in the very first couple of laps of the day which are sighting laps so you can get a look at the track, where the flags are located, etc.) Full disclosure, just so you know what to expect, even on a 2 day camp the morning of the first day can feel a little slow, due

Awesome! Welcome and have a great time at your school!

When you were trail braking could your brake release have been a little too quick or your rebound too soft? When the brake is released abruptly the forks will extend, making the bike suddenly run wide, which would change your line AND force you to have to delay the throttle until the bike came back around to your desired line. It can be really hard, when trail braking, to get the brake release slow and gradual enough to avoid that. Additionally, it is much harder to precisely judge entry speed when braking late/trail braking versus setting the entry speed earlier and using less (or no) b

You could probably squeeze an exercise ball between your knees.

Riding horses. I remember someone getting a ThighMaster, was that Stuman?

The thing that made me ask about the height change was not the lean angle issue, it was that you said now the bike wants, ever so slightly, to fall into corners now, instead of showing more tendency to stand up. Sometimes a tire that drops the front down a little (even a small amount like that) can increase that tendency. And of course the profile of the tire affects that as well, and height and profile are certainly related so I don't know WHICH of those is the greater factor, in this case.

Did you measure the difference in height of the front end when you changed the front tire?

Wait until Cobie realizes it, he more or less forced me to learn to do it. . But once I started I never stopped, I really like it, it is so much quicker and generally has less drama than trying to use the clutch, because you eliminate that possibility of holding the clutch a little too long on a downshift and having the revs drop too far and then sliding the tire as you let it out. I have not had any transmission problems - I was definitely worried that I would, but I never did. I do it on every bike - the Z125, the dirt bike, the race bike. All the bikes I have right now shift REALLY easily

Very cool, I had forgotten all about that, thanks for posting up the link so others can see it. I think on those first bikes they ended up raising the rear to get the desired balance, not dropping the front. Yes, there was a lot of experimenting, for sure!

What a great post! We are so happy you were able to come to the school and I'm really pleased to hear that the school reignited your passion for the sport! We look forward to seeing you back at school again soon; if you do some track days in between, let us know how that goes. Happy motoring!

Faffi adds an excellent point; a little stiffness in the arms (a common in-too-fast survival reaction) will restrict bar movement, add load to the front, and potentially add some countersteering input that leans the bike over farther which can VERY easily overload a front tire that is already near the traction limit. Some braking references in Twist II that might help you (the OP) on info about leaned-over braking: Ch 24 Braking sections "Efficient Braking", "In-turn Brakes", "Crash Statistics", and "Brave or Smart". Also the chapters in Section II on "Rider Input" and Section III on

I am sorry to hear about your crash. I'm not sure what to say in response to your post; I am coach with a school and our absolute #1 priority is to keep riders from crashing. I know that in the classroom there is quite a bit of explanation about how to do the no-brakes drill. Riders are told that this is a drill and not a rule - riders may of course use the brakes if needed for safety, the brakes are not disabled and the only consequence of using the brakes during the drill is possibly a corner worker showing a blue flag to remind that rider about the drill. The point of the exercise is to foc