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I know and understand you have expectations, but it’s you who has to understand something here. Learning is not always a steep and straight line up. That’s not impossible, but I can tell you that this doesn’t happen a lot. Then there are others whom learning curve goes in waves slowly going up. With those, it’s what granny use to say: “Sometimes you make a step backwards to finally make two forward”. But for the most track riders and racers- their learning curve is going to hit a plateau, and they stuck there for a long time if they don’t grasp this here…

As for now, you are like this… you are confused. You don’t understand why you hit plateau because you’ve learned so much. You’ve read all those f’n books, watched videos, and you might even been through some good schooling. You’re questioning what you’ve learned is right. Nothing feels right actually, and the harder you try- the worse it seems to get. You are deeply frustrated and the first thoughts of quitting popping up. Eventually not, because you could keep that away by finding some excuses. What?!… you feel offended by honesty? Why don’t you ask me how I know this shit?! I’ve been there too.

Besides that knowledge and try-and-error creates your learning curve- you pretty much have no influence of it’s waves. Those depend on other things, like you, your character, situations happening and/or how many times you’ve crashed. You’ll also learn from crashing- the bad things, but it’ll cost you making a step backwards first. See what I’m saying? Let me give you some examples.

the learning curveLook at the picture above. That’s a section on Nuerburgring Nordschleife in Germany, which was my home track by the way. Let’s say I would teach you that you could fly through this section at a 147 miles an hour on a particular line and also told you what the absolute latest braking marker would be. That teaching would be 100% right on the money… but would you be able to pull this off from the go get?… No, you more likely would get hurt on that try. That track is 12 miles long and has 154 turns. I could teach you on the dime exact where to brake and every inch of the line, but YOU are the one who has to explore what their potential is. That’s on YOU!

Let’s say I’d lead you on and off for 10 laps. Your lap times would go up and down, but in the end with an up tendency, correct? That is good this way, because if you would have the mental strength and riding abilities which allow you to go at the possible maximum- you’d die, just because you can’t memories 154 mostly blind turns within 10 laps!

Knowledge is an elevated resource- taking advantage of the potential of a newly exposed recourse takes time. The dangerous part of this is, that if you don’t SEE THIS at a time when you hit that plateau. You will get hurt mentally and eventually physically if you have a strong competitive nature. Frustration takes over and you’ll questioning what you’ve learned is even right. Wanna read the Nordschleife example ones more to get what I am saying?!

Let me give you another, maybe a more feel-able example. Let’s say you use to be riding on shitty tires, but now we put you some of the finest tires on your bike- MotoGP race tires which you can even buy even if you’d have the money for them. Now you’re going out again and you eventually make a little progress- but it is extremely unlikely that you are capable of riding them at their fullest possible potential. They deliver you a recourse you’ll have to explore on your own. That MotoGP tire engineer can tell you how they have to be ridden, so information is 100% right but the exploration depends on you and your capabilities.

If you allow impatience and/or frustration to get in-between, you will only extend your ‘plateau time’ in your learning curve. Important by then is this: honesty, trust, smartness, relaxation, reset. Truth is a sharp knife, but it cuts best!

Headcoach Can Akkaya, Superbike-Coach Corp

Can Akkaya with HRC technician in Zolder Circuit, Belgium 1993

If I would get a dollar, each time someone asks me on how to become a professional racer…

I am a strong believer in dreams, because all good things BEGIN WITH A DREAM, but becoming a professional racer is something only a few can turn into reality. I was one, and now I’m a professional coach- which is why I know. An easy way to look at it is: You gotta be THAT GOOD at it, that you get paid for it.

Just this explains a lot and makes dreams pop like soap bubbles already, right?! Especially when you just started racing and look out to those stars already by asking that question too early. Cuz’ how do you know that you’ll ever be THAT GOOD at it?! If you look for it too early, you just make yourselves a four years old who says ‘I wanna be an astronaut when I’m grown up’. Not saying it’s impossible- but it kinda skips quite some significant steps there. Btw… nova days you kinda have to be on the race bike at an age of 4 years already to eventually make pro level. If you are not, then I suggest to make sure to graduate school so that you have a plan B. Sorry for brutal honesty.

Let’s clean something up before we go deeper into this. I noticed that some claiming the title ‘professional’ because their fast- or someone calls an instructor at a track day a ‘professional’ while they are not actually. It seems this term has become a indicator for skill level, like: Amateur> Advanced> Professional. So like a replacement for Expert kinda thing. In fact- they are not professionals, unless they can make a living of it so that they don’t have to follow any other regular full or part time jobs anymore. That’s a professional.

To become one of those few comes with broken bones, blood, dedication, discipline, soul, live changing decisions, sweat, fitness, age, management skills, organization, relationships, and a drop dead killer instinct. There is way more going into this. Things which are off bike and track. You are doing things according to create or to maintain your ‘market value’. At this point… OMG, just overthinking all the facets is almost impossible to bring this together here. But let me try…

Being a professional racer is a 24/7, 365 days a year job. You have ‘vacation’ during the time your bones are healing and skin slowing closes wounds. I did 30 kilometers per day on a mountain-bike. Your daily nutrition is carefully picked (in other words, also your family etc has to play along with your racer life cycle!). Between scheduled testing new parts, you travel a lot from track to track or to the team quarters. You have an appointment for a TV show or a radio podcast interview to do. Magazines or newspapers calling for interviews. You’re sending pictures and autograph cards to fans. You organize team travel and dates for an entire calendar year. Just think of the time and money that point consumes. One of your local sponsors has an event and wants you to pick up your new mountain-bike, which he gives you for that. You shake lots of hands and smile into cameras even if you don’t feel like it. You have lots of dinners with team owners who want you to race for them. You have to evaluate a lot and make the right career decisions. In-between you do Moto Cross and whatnot, just to kick and haulin ass. You have dinners with sponsors or those who hopefully become one.

This is just a fraction of the ‘pro package’, and if you call someone a professional while they are not… then you literally slap those few in the face and take their credit away from being a real professional, because they are THAT GOOD at it- on and off the race bike.

Though…

Remember Michael ‘Eddie the Eagle’ Edwards? He never was that good at Ski Jumping actually, but his ‘Never Surrender’ attitude, the shortest jumps in Olympics ever, and his cricket way to jump got him into the hearts of the crowd. ‘Eddie’ had more publicity than the actual competition winner and got TV, radio and the press. That is marketing value, and so he got into lots of lucrative sponsorships. Proof that anyone can make it. Go get creative if you aren’t THAT GOOD at it :-)

Getting hired?

Most likely you won’t, unless you are already THAT GOOD at it. If so, than this is either the so called ‘Works team‘ (for example: Yamaha Factory Racing, HRC Honda Racing Corporation, etc)- a ‘Satellite Racing Team‘ (like: LCR, Tech3, etc). By then though, you are professional for a while already.

You’ll most likely run this just like a business. You won’t EVER get a million dollar RedBull contract of the batch. It takes time to find the right relationships. They start to trust you and discounts turn into free of charge products. If you really getting that much better, you’ll be able to have no more costs in regard bike and gear.

As your calendar fills up and you got tons better, you could turn product sponsorship contracts to monetary support a little, From here it might be enough to have a regular part time job now, and boom- you’d be a Semi-Pro. At this point you’ll pay taxes for this and your life has been immensely changed by then.

All of a sudden there is this championship winning team who just lost their number one racer due to injuries. They call you because they know that you are about to be THAT GOOD at it, and you go contact the relationships you’ve built and tell them about this opportunity. An opportunity which attracts press, fans, other teams… and the circle is closing! You are about to be a professional racer, who gets paid because he’s THAT GOOD at it.

How much can you make?

A pro racer is a promoting machine which has a market value. That value depends on many things: Character, personality, skill, fan base, intelligence, press attractive and much more- all that grows into your racing skill/appearance. Look, if you don’t have the personality to close a sponsor contract with a bunch of zero’s, then you walk away with 2 sets of tires, right?! Your race personality plays into that. Some have more fans crashing all the time just because their ‘bad ass’. Make sense?

There was a German world champion in the 90’s ones. While he barley collected $300k for his next MotoGP season, some upcoming Italian got $7 million for finishing the season 5th. Honda Racing saw more in this guy, and to be able to promote the brand. If you look like you’d ‘race for free’ and the umbrella girl next to you steals the show, then you know. You’re not walking through the paddock, low on confidence and in healthy flip flops- but expect to be seen by fans, press and sponsors. There has to be an aura, attitude, personality, race intelligence.

So there is no exact amount. It’s pretty much what you can make of it. Sky can be the limit, and that could be product sponsorships, monetary sponsorships, licensing, TV rights/share, Merchandising. season bonuses, cash for wins/results, or/and top league… a permanent pay check from a team.

What now?

I know. It sounds like that you’d have to be born with all this to become a professional. Trust me, all this is learnable and you grow into it. Let’s not destroy dreams… let’s have many. Now here is what I want you to do as an amateur racer…

You go race the living dead out of it. You develop a racing intelligence. Have an attitude and show personality god damn it. Be the one to beat and make others feel this. Create little relationships with sponsors. Ask for discounts, then for this or that product for free- and when time comes and competition level grows, you ask for money. Run your own team and learn things around it. Look good- just like you could promote something. Then you might become THAT GOOD at it that some team calls you up and ask you to race for them- OR you find sponsors so you can buy yourself into a team (they hand-pick!) which has man and equipment power to win international championships.

Then… you might don’t need to do a regular job anymore. BUT make sure you play and race real well, because pro athletes have an expiration date. Pro racers are like comets… they are glowing bright for a short moment in time only.

Headcoach Can Akkaya, Superbike-Coach Corp

As usual, I want to describe scenes from professional racing. That doesn’t mean this is about racing and doesn’t apply to you, so go grab a beer and listen closely, cuz’ you get something for free from a professional…

For the most professional racers I know, and that included myself- EVERYTHING needs to be 100% in order. In the right place, at the right time, and in a complete routine. Only THEN it can channel positive energy to make the moment count and also to be ‘perfect’. The moment when your team leaves the starting grid and you are on your own. This routine literally restarts after a race- winding back/up for the next one. It doesn’t feel this way, but it’s there. While the racer goes for some Supermoto and lots of mountain biking… he already dials towards that moment of perfection next Sunday. He’s talking to his friends and laughs. It doesn’t feel like it, but it’s there. It has begun already. The bike gets prepared down to look at each bolt. The office works to organize travels for each member. The team arrives in the paddock and sets everything up. There is fun- lots of fun so that it doesn’t feel like it… but it’s there. Practice sessions- qualifying sessions and warm up… it surly feels different all the time, but all and everyone is following routines. A routine that chases perfection. Now you’re standing on your starting grid again. Warm up sign comes up and the pace car leaves, and so your team members. You are on your own and all you think- all you feel is “…everything is perfect. I am ready!”.

The finish flag falls and you are relieved for a couple of hours before it all restarts… the strive for perfection- for that particular moment.

It’s almost like a solid OCD isn’t it? But do you see what I am pointing out here? It all channels to ‘a perfect moment’. Nothing is perfect forever ones you or someone else decides to have ‘reached perfection’. But that’s something most of you are chasing… to be perfect forever. Nothing is perfect forever. There is always something better you could do or have done. There is always the next bike you want to have- the ice cream you eat- the helmet you wear. I could go on forever one this because this one goes in all live directions.

Let me tell you something which philosophy I decided to follow. Perfection is an illusion! Don’t ever decide to have reached perfection- cuz’ where to go when you’re there? Unless you have the urge of a professional racer to chase and to channel positive energy up to THAT MOMENT, which allows you to snap into the competitor you HAVE TO BE… for you my friends, I hope you never reach perfection.

Because the moment you think you did- that moment is dangerous because you stop searching, you stop striving. Your journey is over. Just make sure you keep that strive in a healthy balance with ‘fun’, because too much of chasing and the feel to never be ‘like that guy’ (or whatever you categorize to be perfect) can lead you right into dark rooms. I’ve been there, which is why I know. A room enriched with frustration, confidence breaking energies and not knowing where the f’n door is out of the darkness.

So don’t chase perfection, cuz’ you never reach it anyway. It’s a dilemma. Instead- enjoy your imperfections. Learn to laugh about yourself, because perfection means pressure! :-)

Headcoach Can Akkaya, Superbike-Coach Corp

Bikemaster chain superbikecoach

Bikemaster chain superbikecoachYou guys remember my article ‘Motorcycle Sprocket Job: More Power‘? That’s where this one extends it a little.

So finally time has come that I can also ramp up the game on our Ducati Multistrada 1200 Enduro Pro. When it’s time for a new chain- that’s also a good time to make these upgrades, and so I took advantage of it.

“Indy” is going to get 2 more teeth on the rear. Does this bike really need more torque?… oh hell no, but pure acceleration and even better ride-ability can’t hurt. The gears were a touch too far apart in my opinion, so that bigger rear sprocket gets them closer together and that gives me more options in regard gear choice on corners. BikeMaster had all the stuff I needed to get the job done, and quick as usual and their pricing is right!

First you want to loose up all sprocket bolts, before you get the rear wheel out. That makes things easier. Now the wheel comes out and the new BikeMaster sprocket replaces that extremely cheep looking Ducati OEM part. I mean… look at it!

Bikemaster chain superbikecoachNext step is the chain. For that reason you put the wheel back in and cut the old chain. Don’t pull it out though, because you want to connect the new chain to it and to pull it through the swing arm and over and out of the front sprocket housing. That way you can save all the work with it. Now put the wheel/axle in the mid range of your chain spanners, which gives you wiggle room for your chain adjustments later. Ones done, you lay the chain up the sprocket to determine the length and so where to take links out. I recommend to look twice which and where you take it out. Now you close the chain with a lock (comes with the chain) and adjust its slack. Don’t forget to tighten up your rear axle… and you are all done.

You can’t add power and torque in a cheaper way. Do yourself a favor and do it. Thank me later :)

Headcoach Can Akkaya, Superbike-Coach Corp

There is ‘that one bolt’ which extends a simple job in regard time, dirt, and resources… ONE fuckin’ 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 knobbie 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 as shit, 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

I wished I’d have a solution for all of us. Especially I feel for those families who went- or are about to go through the worse with this Corona virus. So I hope YOU- our students and fans, that everything is fine with you so far.

Personally, I am tired of hearing it… wash your hands and keep 6ft distance. It seems though that some are not getting it and calling up for group ride outs and meet ups on social media. That attitude is to find also with churches etc. I mean… a line around shopping centers for toilet paper is a great way to keep spreading. So my conclusion is that they more likely to risk to catch the virus standing in line- than inability to wipe ass… Is that about right?! Simple risk math: How many shits does it take before heading out to ICU?!

I am worried that stupidity keeps the virus coming in waves as we’re waiting for the vaccine, which is the only way to get to the lives we’ve all had before COVID-19. Stupidity will extend the pain and loss, but that’s not all. This ignorance is extremely disrespectful to all those who try to do the right thing, and to all businesses who HAVE to shot down. Don’t be one of them.

So, I already covered how we deal with classes affected by track lock downs. Now I want to take advantage of the ‘extra time’ I’m having and to make videos to keep helping my fellow riders. I’ll also keep writing articles, just like the new one I’ve posted. I want to encourage you to make use of your extra time and to work on your bikes and gear, and to get ready for you to ride again. That way you might get a ‘don’t look back’ attitude, and I am here to answer questions in regard upgrades… or even for some mental support.

Of course, I also want you to know that Superbike-Coach is still here and will be there for you when time is right. Please do your best to slow the spread:

  • Have your own mug when getting a coffee
  • Ride slower as usual- cuz’ you don’t want to go to ANY hospital right now!
  • Have a mask when you know there are people
  • Have gloves when filling up your fuel tank
  • Wipe off shipments
  • Buy your grocery online and pick up, or better have it delivered
  • Call mom and dad!

Hope is good… too much though might blinds you.

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)
  • A bigger c-sprocket = longer (more top speed)

Rear goes the opposite way:

  • A bigger sprocket = shorter (more acceleration)
  • A smaller sprocket = longer (more top speed)

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