CLSB Trackday Setup

1. CLSBTrackday Setup

2. Overview • Topics addressed during the CLSB demo: • Gearing • Brakes • Tires • Suspension • Data acquisition and lap timers • Video ideas: • Slow and fast rebound • Measuring sag

3. GearingBasic Racing Concepts • Choosing the right gearing helps control the revs as desired. • Fast acceleration = larger ratios (shorter) = slower top speed • Slower acceleration = smaller ratios (taller) = faster top speed • When starting out don’t use all of the gears, especially on a bigger big. • Learn good throttle control and riding a variety racing lines. In other words learn how to trade off greater straight line speed for better control into and out of corners. • Finish all downshifting long before approaching a corner, but don’t let the revs drops so far that your acceleration out of the turn requires more down shifts. • You might choose your gearing simply based on corner exit acceleration. • Don’t wind a bike up to the rev limiter all of the time. • The power peak occurs at an earlier rpm. Once you have accelerated passed the horsepower peak, over-rev a little then upshift. Remember over-rev also occurs on downshifts as well, so be smooth with the clutch release to limit over-revving • Gearing affects several other systems on the motorcycle than just engine and vehicle speed: • Rear suspension motion • Higher revs can keep the suspension loaded, limiting (binding) its motion • Vehicle geometry • wheelbase and trail change with different gearing because the position of the rear axle changes

4. BrakesBasic Modifications • Brake Pad Compounds • Sintered and organic compounds • most bikes come with sintered pads stock, so when in doubt use stock • Aftermarket varieties come in different types of “feel” and offer a range of useful life • Lots of initial bite • Less initial bite, more progressive feel • Racing Brake Fluids • Once your pace quickens, you might notice that your brakes fade after fewer track days • change your fluid more frequently or consider some racing brake fluid and extend the time between fluid changes. • Key thing is don’t mix fluid type • DOT 3-4 to DOT 3-4, never mix with DOT 5 When changing types always flush the lines with fresh fluid of the desired type

5. BrakesAdvanced Modifications • Stainless Steel Brake Lines • Choice of most racers and advanced track day riders • Can expect better “feel” (feedback) when performing braking maneuvers • Stay away from Kevlar lines because they tend to kink • Brake Rotors • Metal options stainless steel and cast iron • each offering different amounts of friction, which subsequently can increase your pad wear • Button style  floating and fixed • the floating variety reduces brake drag

6. Tires • Get the tires appropriate for your bike, your riding style and the track surface • 195/70R17 slicks may fit your rim, but remember tires grow when they get hot, so make sure you have enough tire-to-swingarm space to accommodate this situation • Profiles and compounds aren’t a big concern when you are getting started, just be aware that some tracks are more abrasive and therefore will diminish tire longevity based on wear. • Count laps • Heat cycles aren’t that crucial starting your track day career. The more heat cycles your race tire sees, the more you have to work it to get heat into it  easy solution = lower the tire pressure, don’t do this too much • Remember  new tires are cheap insurance • Take offs • …

7. Suspension SetupBasic Modifications / Tuning • Checking Sag • Front  30 – 35 mmmeasured from lower triple clamp to the axle • Rear  25 – 30 mmmeasured from the rear axle to a vertical spot on the tail section • If you are far outside of this range (over or under) and you’re not getting good feedback from your bike when braking, turning or accelerating, consider upgrading your suspension

8. Suspension SetupAdvanced Modifications / Tuning • Upgrading your suspension • FORKS • Spring selection  stiffer isn’t always better, let your riding style dictate what you try first. Remember it will take time to develop a “performance feel”. • Valving options  most riders (novice to expert racers) don’t require expensive drop-in cartridges. Valving selection should be based on “performance feel”. • SHOCK • Most racing shocks have larger oil reservoirs than stock, which provides better cooling (less fade throughout the season) and valving more inline with a race handling tune. • Most racing shocks also have compression and rebound adjustments, variable preload adjustment and some type of ride height adjustment

9. Suspension SetupOlder Bikes • Older bike suspension upgrades • Consider …

10. Suspension Performance Feel • Key: What works for your friend, might not work for you. There’s no magic setting that works for everyone. • What to feel from your suspension? • No unexpected wobbling or tank slapping • The thought is that the suspension is predictable. • Depending on your level of feel, you might desire more vehicle movement to negotiate a turn • No harshness when braking or accelerating • The smoother the bike/rider interaction, the easier the bike is to control • Things that influence suspension feel • Body position and tension  over gripping, stiff arms and legs, leaning off too much • Suspension that’s bound up and not moving

11. Data acquisition and lap timers

12. Data acquisition and lap timers • Mychron 2 / UltraLap laptimers • Easy functionality and easy setup • Requires external batteries and manual power-on/off • Can store lots of laps times • Some offer ability to download records • Mychron 3 series • Easy functionality and advanced setup • Uses vehicles battery and can be switched on with key-on • Laptop required for more advanced usage and setting up sensors • Records more than just laptimes (see device specific information for exact details

13. Videos • Video ideas: • Slow and fast rebound damping/packing • Measuring sag • Riding tips