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Have you attended a California Superbike School school?

Found 8 results

  1. In a corner which has a slight double apex, like corner 3 at Streets of Willow Springs, do you roll off the throttle at all? I can't quite recall what was said at the school. I don't recall rolling off, but I totally might have.
  2. I just attended the two day camp (level 1 and 2) at Willow Springs, which was phenomenal. I was amazed at how much faster I got in two days. A question about trail braking: In class, we looked at a graph of racers' braking timing. In the graph, the onset of braking to peak pressure was very fast, almost instantaneous, and the release (if I recall correctly) was about two seconds long. For the technique, I believe we were told to brake, and then release braking gradually as we leaned the bike and got in on line (so the forks only compress once, first for the braking, which trades off for the compression of the turn). Of course once the bike is leaned and online, we roll on the throttle, smoothly, evenly and constantly, and I think we were told that there is no overlap in brake release and throttle roll on. But with the quick turn technique, it would seem that getting the bike online is completed in less than 2 seconds. I could be underestimating the time it takes to lean the bike and get it fully online, and I know they qualified this technique as 'when appropriate', so maybe it only applies to corners which would require about 2 seconds to get online? If any coaches or students can provide clarification, I'd appreciate it!
  3. One of the differences I noticed watching many onboard racing videos is that a majority of expert club racers tend to be aggressive on the throttle right after the apex. They seem to be waiting for that magic point in the corner where they can optimize the bike power. WSBK/motogp videos on the other hand look more symmetrical in throttle control around the apex. Deceleration and acceleration change of speed are similar. Is this a valid observation? At first I thought this happens because the fastest riders have higher corner speed. But could it be because of the more sophisticated electronics managing the bike?
  4. Having never attended a school, of any kind and with 900k miles of touring and over confident open road sport riding, some of which certainly at the edge of foolish, but with very few offs, and none of significance ( other than a dog that took out my front wheel at 25mph which dislocated a shoulder) you would think I know how to corner. Well it seems I've forgotten something. I no longer see corners the same way and am working on that. (no brake/ fixed gear drills, and picking markers) I am relying too much on trail braking the spiral into corners that should be a simple counter steer to point the bike and go, and am working on that. ( going deeper -later- before committing.) But Keith suggests staying at on the seat moving Knee to knee using a hip flick. I've watched the videos several times and come to the conclusion hip flick just won't work on my bike unless I'm going very very fast and genuinely hanging off the bike ( more than just a cheek). I've done this in the past cornering at 100mph, but road riding at 60mph doesn't need that much cornering reserve. Most times 1/2 a cheek with a 1/4 a 1/2 knee is more than sufficient especially when trail braking into corners (most pleasant rural roads here in NZ are back to back reducing radius blind corners in which powering through, even on a flat throttle, will see you looking for a set of wings. Knee to knee on my bike a Suzuki GSX 400X Impulse involves little more than simply turning out one knee. For decades setting up to hang off for me has involved slide forward slightly, grip heel rests with both heels, grip tank with both knees, rise up slightly then sit gently back down while crunching the gut muscles on the side nearest the corner. This moves me over the required 1/4 - 1/2 cheek without unsettling the bike.then look and knee out just before I countersteer (90% imperceptible counter steer). Attempting to hip flick is very much like riding on fist sized rocks (wriggles) and barely moves my butt. O K the bike is tiny, pegs set for upright riding, weighs a mere 173kg(wet) to my 86 kg, and has a narrow tank so likely has something to do with it, but Keith's advice suggests my habitual move should incite far more wriggle than it does. My move is more akin to gently tilting the bike away from the corner underneath me. I guess I do slightly load the bars, but my straight line doesn't shift until I deliberately counter steer, and my hands are loose ( just firm enough to hold the throttle when doing no brake corner drill). Aside from hip flick wriggle gone mad, I'm trying to instill roll on throttle from counter steer, but I need to overcome my early commitment and habitual trail brake habits first. Believe me I'm smooth on the trail braking, having never fully lost the front and then only in hurricane weather.. Trail braking on rippled pavement is a screaming lot of fun - the front end kinda hovers while bouncing left to right and still follows my line????
  5. Hey Everyone, Hope you all have been enjoying the season. I was planning on signing up for the June 6th Level 1 course this year at Streets of Willow, but unfortunately I tore my achilles playing basketball in April (I'm getting old ) and was finally cleared to ride again in August. After a look at my finances, it looks like I will be able to attend the October 24th date and I am beyond stoked! September can't be over soon enough. I feel like I have a fairly good understanding of throttle control but I can't seem to get my body positioning right. When I'm in the corners I feel like I'm off the bike quite a bit and everytime I look at pictures of myself, it doesn't even look like I'm close! So I figured I'd post a picture and get some input. What should I be doing differently than what I'm doing now? All input is appreciated. Thanks for taking the time .
  6. So hanging off the bike moves the center of gravity a bit giving us a little more clearance before we start scraping parts. My question is, what other advantages does this give? Things I suspect are affected by hanging off: 1. suspension compliance due to the forces down the bike to the track being a little out of line 2. contact patch shape 3. steering head angle slightly less 1. would seem to be a disadvantage? 2. does its shape add more or less cornering g's? Perhaps it doesn't matter since friction is a component of the coefficient and the normal force? 3. reduces the slip angle so seems a positive but i'm sure this is a seriously slight amount.. When talking street riding where we always have more clearance (if your not an idiot) perhaps hanging off/leaning the upper body helps in no way? Or perhaps the sudden need to go to max lean angle would be a help having that max be a little more. Thoughts?
  7. I guess this raises the bar for all those people who like to show off by dragging a hand along the ground through a corner. But how did he get into the corner without using his hands? Must have been that "body steering" I keep hearing about... (I kid, I kid.)
  8. Would it be possible to collect and show Kamm circle data to students? Apparently it's relatively easy to transmit this data to a computer today. What's the cost of this technology? I'm reading about Kamm circles in "The upper half of the motorcycle", pg 100. It shows how beginner and intermediate riders tend to use lateral and longitudinal forces selectively, while more experienced riders use them both at the same time, up to the sustainable tire limits. It could help the learning process greatly to know where the student stands.
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