Author, Test Rider, Racer, Riding Coach
When people come to our wheelie course from all over the nation and even from overseas… and when this program is booked up about 4 months upfront… I think that this tells the story how good it is. So it was last Sunday. Exceptional vibe and eager through out the class.
Headcoach Can Akkaya, Superbike-Coach Corp
Our success rate on the Knee Down class speaks for itself… 18 of a 20 students are dragging the knee now. If that doesn’t ring the bell then I don’t know.
Not that this is an easy task. They learn so much from Superbike-Coach in a relatively short amount of time. I am proud for all 20 though, because their eager showed and they never gave up. That’s what its all about for me.
Congrats to everyone!
Headcoach Can Akkaya, Superbike-Coach Corp
We finally could find a date to run the promised free student and donator ride out with the entire Superbike-Coach team. I am super excited about it.
Ninety Six donations have been made, to help us to maintain. Students and even people who never been with us contributed. This is not about numbers, but their hearts. We want to ride and to hang out with them on 10/4/2020.
So, if you’ve been (no matter how far this is back) an SBC student- or if you’ve donated to support us- you can join us. You will have fill the form so we know the headcount, and to wait for the details. Eighty Eight students and donators are on the list already, but this will gain by far I guess.
Only $335 and the fundraiser goal will be reached. Lots of it will be contributed to the Superbike-Coach team, which I love to death! You might help to reach the goal.
We want to ride and to hang out- doing a little BBQ. We’ll also have a service truck with us. Dean’s camera will be glowing all night I guess :-)
All free- but for love and passion :-)
Headcoach Can Akkaya, Superbike-Coach Corp
So I was watching a Moto America race on TV the other day. Truly enjoyed it but less the commercial breaks though. During one of those commercial breaks, there was one of a more or less renowned motorcycle racing school, which appeared to me to operate more on the smarter edge. I’m not to shy to admit that I was wrong…
Fancy production, but still on the cheesy side they explained how Trail Braking works. Goal is to ‘appear samaritan’- but you figure quick that the actual goal is to showcase that they actually teach to Trail Brake in their school. That’s the truth. However, that’s not my problem. What bothers me at this point is, that they blasting critical information with a wide spread shot to riders who mostly NOT READY for such skill yet. Trail Braking separates the men from the boys. This is a skill to be mastered only when other physical skill subjects are sitting well enough and habits are successfully removed beforehand.
You also can’t just drop off only a fraction of the full scoop to a wide spread of people and leave the rest to ‘figure out’. Do Trail Braking wrong and it can turn to a death trap. Quite a risky move on their end if you ask me. To Trail Brake, lots of things will have to be adjusted under control. Only then you can move into it. Trail Braking goes way beyond physical capabilities.
This technique demands a solid range of ‘mental coolness’. This can freak most riders out, because throttle, brake, clutch and shifting procedures are different then what MOST riders have learned over years. Change all this and more while you go way faster into turns under Trail Braking could also trigger to panic. Your eyes and brain are not trained and ready for this yet (mental coolness) and that will be the biggest problem.
Things have to be unlearned to be able to learn. Mental coolness has to be established to be able to try and master.
Spreading these information without all of the above is almost like a half-way-instruction on how to climb Mount Everest without a guide. Now how many pairs of ears and eyes who’ve seen that commercial are even capable to climb Mount Everest in the first place… especially when there is no guide?!
Smart move!
Headcoach Can Akkaya, Superbike-Coach Corp
There is ‘that one bolt’ which extends a simple job in regard time, dirt, and resources… ONE stupid bolt. You know those?!
So I did a brake job on my Multistrada Enduro Pro, because ‘Indy’ was missing braking power, which is already restricted with those knobby tires. The plan: New brake fluid and bleeding air- new pads and cleaning caliper pistons- and 2 new rotors.
While everything else went well, the rotor bolts are glued in the wheel, and I knew that was coming. Some manufacturers also make it harder by using bolts you’d need Torx tools for. I have, but those are really fragile. One after another coming off, not without a fight though… a bleeding finger and a trip to the hardware store for a new set of Torx tools is what that took. Then there is that one bolt. Out by a quarter and a destroyed head.
“MacGyver mode” is on now, as well as a never surrender mind set. Not enough meat to grab it with clamp pliers. Not enough out to saw its dead head off. Figuring that those cheap bolt removal tools you can buy with those TV commercials are senseless. Drilling the head was next, but the next half size bigger hexa did the job after hammering it in as much as possible. Then turning it as straight and smooth as possible got it finally out.
Four f’n hours and a garage floor covered with dirt, tools, sweat and blood for that one bolt :-)
Coach Tip: Heating up glued in bolts helps too.
Headcoach Can Akkaya, Superbike-Coach Corp
Finally!
Superbike-Coach is back. The county finally listened and let us reopen the Little 99 Raceway so that we can continue saving more lives as we could possibly risk (that was our punch line :-)
The Fairgrounds started cleaning the facility so that I’m hoping that they’re done within this week. I’ll inspect after all, but I don’t expect any delays here so that we can run our first “aftermath” cornering class on 6/28/2020.
Of course we’ll have to- and will- do this withing certain guidelines. We’ll handle this responsibly and smart.
I can’t put in words how much I’ve missed the connection to all my students, which is a huge factor of our programs.
Though, even though that super good news, it’s take a long time to stop the bleeding. This is because of lots of classes were loaded with riders when the mess kicked in, and they all have been moved to the next class and so on. We’ve been successful on our mission… nobody lost anything. We took all the beat, so that I am hoping to have a little support from you with the ongoing ‘Help us to help you’ fundraiser: https://www.gofundme.com/f/covid19-relief-fund-for-motorcycle-school
You also can help by signing up for our classes and you get to see what we’re all about. Take care, stay safe!
Headcoach Can Akkaya, Superbike-Coach Corp
You feel like your baby could use a little bit more punch? This article is going to help you to unlock an up to dramatic improve in regard torque character and ride-ability for about 150 bux!
That might sound like those endless advertisements which promising 10% more horsepower for a race air filter- or some shiny extra strong glowing hyper-kryptonite-supersphereographical spark plugs, and you’ll get more for a extra fee :-)
Nope, this one is totally legit and easy to do yourselves. Let’s look into the slight sketchy background first.
graphic credit: www.motorcyclespecs.co.za
All those motorcycle manufactures are selling their models mainly based on two numbers… horsepower and top speed. Yea, that’s how they get you, just admit it. While the horsepower is one thing- they are achieving those crazy top speed numbers mainly via primary ratio, gear box ratios and secondary ratios. Of course also the wheel sizes have and influence as well as the general weight and aerodynamics of your bike, but that’s something you kinda have to live with if you don’t want this to be your financial grave.
Let me just give a small overview what kind of weight this has for race teams, because racing is all about acceleration and only a fraction of time about top speed. We could set up every single gear in the transmission to match corner speed and RPM’s in a perfect torque range for turn exit performance. A “longer” (more top speed) 6th gear could gain passing chance coming out of a slipstream before late braking. The ratio was calculated on the mile exact to be fully rev’d out in 6th gear about one second before braking. Wind direction or a strategical aspect depending on- if you probably lead the race or if dog fights were predicted. All of this is a crucial part of racing. For you, we are looking at the secondary- also called the final drive. This is literally ‘outside’ the bike and can be done with regular tools and affordable parts. The influence can be surprisingly good.
So here is your scenario as the street rider or even track rider. The Germans have the Autobahn, giving their riders some top speeds we Americans on our Freeways won’t get to see ever. That might doesn’t include idiots here, but generally you are doing 70-80 miles per hour max, while your baby could do about 200 actually. That’s wasted energy if you ask me, sitting there literally never used. Another effect is, that the 1st gear is so damn long that you could do 70 with it already. The ratio makes this gear almost useless. So if we would change the final drive, it’ll also have a positive influence over the entire primary ratio for more ride-ability. Cool huh?!
The terms here are ‘longer’, for more top speed- and ‘shorter’ for more acceleration, and that’s what we want. The useful torque range will move by giving up on top speed. My Panigale 1199 is topping out at a 165. She doesn’t make 200 anymore, but the acceleration beats down the brand new V4, no kidding! So here is what I do, and that’s actually a good start out point for you as well…
I chose a specific ratio because this way, my ‘Cleopatra’ can still cruise at a 6800 rpm’s in 6th on the Freeway- while this ratio is still fair enough for the most race tracks I am going to to teach track riders. So no swapping drama here for me then. The general rule is:
Front:
A smaller c-sprocket = shorter (more acceleration)Rear goes the opposite way:
Generally, I swap the sprockets this way: One tooth LESS on the front sprocket- and one tooth MORE on the rear sprocket. Rule of thumb is- one tooth more or less on the front sprocket is just like two and a half teeth on the rear. That is huge in terms of acceleration, drive-ability and responsiveness and you have no idea what you’ve been missing out here. So bare with me and get to it.
Go count front and rear sprocket teethes of your bike. Let’s say you have a 16 on the front- you go get a 15 for about $40. Now let’s say you count 45 teeth on the rear- you go get a 46 for about 80-100 bux. That small investment is the biggest ‘power upgrade’ you’ll ever get. Also no need to swap chain, because 1 down front/1 up rear needs the same chain length you already have- unless you also want to convert from your huge OEM chain to a 520 chain kit (I covered that in ‘Coach’s Motorcycle Bible‘)
Most of the needed parts are easy to get to at BikeMaster. They come affordable and fast. They also have chains if needed. if you want to go a slight different route with your sprocket choice, I’d suggest to see the ratio/speed differences ones you know the numbers of teeth your bike originally has, and compare it with the numbers you plan to go with here. If you are not sure about something- just drop a comment and I’ll see if I can help.
Please note though… if you make any changes in this regard- make sure all bolts are tight and take it easy riding it. Give it time to re-feel the new character of your bike. I’m not responsible for you bullshitting around, you hear me?! :-)
Headcoach Can Akkaya, Superbike-Coach Corp
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