A Track-day Primer: Fundamentals of Successful Motorcycling

"inferno493" (inferno493)
05/21/2015 at 09:00 • Filed to: oppositelock, blog

Your first track day should be an exhilarating experience. Equal measures exquisite pleasure and terrifying panic that combine to create a whole greater than the sum of its parts. However, the successful culmination of this experience is in large part predicated by your actions before you ever get to the track. As in most any endeavor you can look to the “Six P’s” for inspiration. “Proper Planning Prevents Piss Poor Performance”. A modicum of foresight on your part will pave the way for a life reaffirming shot of pure awesome straight to the cerebral cortex when you successfully hustle youself around the raceway.

Most any bike can be taken to a track day. I have personally been humiliated by more geriatric fat men on Multistradas than I care to admit. The key to choosing your valiant steed should lie primarily in ensuring that said conveyance is adequately prepared and maintained to withstand the rigors of being flogged around a hot race track for an entire day. Believe me, once you get comfortable you are going to be spurring that pony harder than Rooster Cogburn rode Little Blackie to his grave. Fluids should be relatively clean and filled to appropriate levels, your chain and sprockets should not be excessively worn (if your sprocket teeth look like a carousel of shark fins, you are going to want to replace both sprockets and chain) and chain slack should be appropriately adjusted. Brake pads shouldn’t be anywhere near needing replacement.

This is a great opportunity to become more familiar with the various mechanical bits and pieces all working in majestic harmony between your legs. There are many friendly, knowledgeable people residing in motorcycle forums across the Internet that can often provide invaluable arcane knowledge specific to the particular machine you happen to be riding. Likewise, forming a good working relationship with an experienced mechanic can prove invaluable if you don’t have the necessary skills or desire to do the work yourself.

Tires are something that you will probably also need unless you recently installed some new ones. Most tech inspections (a prerequisite that must be undergone the morning of the event) require 75-90 percent of remaining tread in order to participate. This is because track days are to tires as a pizza parlor is to mozzarella cheese. Tracks consume tires in prodigious quantities. They no longer look merely worn down from use. They look tortured, as if they had been ridden by Satan across the surface of the sun. The rubber is smeared and abraded, an endless series of miniature alpine landscapes encompassing the entirety of the circumference with perhaps a narrow strip around either edge taunting you to go just a little harder on the next session. Lifespan is not measured in miles, but in days. After the cost of attending the track day itself (usually in the neighborhood of $200), tires are the second greatest expense, they are also something you do not want to skimp on. Your tires are the glue that allow you carve into a corner like a scalpel through foam-rubber and accelerate out of it like a desperate greyhound after a mechanical hare. I usually get 3-4 days out of a set before they won’t pass tech inspection in the morning. You can extend their life somewhat by riding a lighter less powerful bike or by going slower. The latter of course is not an option. I happen to fall into the former category by way of relative poverty which directly correlates with the fact that I have owned the same motorcycle for the past 23 years. I started with something sporty but not face-meltingly so and just sort of stuck with it through financial necessity.

Once you have your bike sorted you need to take a look at your apparel. Talk to the sponsor of your event to get the particulars of what they require. A one-piece leather suit can be found second hand at a reasonable price. I found mine on Craigslist for $150 with the added bonus of making me look wicked fast as the knee pucks were pre-ground by the previous owner (my virgin knees have yet to kiss the pavement). A two-piece zip together set of leathers is usually acceptable as well. Hard back protectors are often required, in addition to boots and gloves with external armor. Quality items can often be found used in good condition online through sites like craigslist or a local motorcycle forums classifieds. I like to see the equipment in person before laying out precious dollars from my miserably meager supply to ensure proper fit and finish, so local buys are a necessity for myself. However if you are comfortable buying sight unseen ebay also has a large selection of equipment available.

Your helmet is another vital piece of equipment that deserves some extra scrutiny. It is also something that I personally buy new as there may be unseen damage that you are unaware of if buying used. I had to upgrade mine due to an unfortunate incident involving my wife, my helmet, a misunderstanding and a garbage can. I would have needed a new one anyway as the date of manufacture could not exceed five years and mine had matured significantly beyond that period. They also required snell certification, which mine lacked. If you do require a new helmet there is a significant cost spectrum when it comes to the available choices. While a $200 lid may provide all of the required regulatory endorsements, it usually lacks in fit and comfort when compared to its $600 brethren. Go visit your local retailers and try a few on before you buy. Different manufacturers use varying shape profiles which can vastly affect comfort when trying to squeeze your own distorted melon into one. The fit should be snug, but not uncomfortable. Your face should feel like your aunt greeting you after a protracted absence, with your cheeks pressed firmly but gently into your teeth, creating the appearance that you have stuffed the visible portion that remains with a selection of seasonable nuts, like a squirrel. This is really a very personal choice, but comfort is key. Wear it around for a few minutes and make sure there are no hot spots or pressure points. Something that is mildly irritating in a few minutes is going to feel like Mike Myers driving an ice pick through your forehead after a few hours. Discomfort will not only reduce your enjoyment of the moment, but can be a dangerous distraction in an environment where you need to be processing information as fast as your synapses can fire it into your brain. Lastly, don’t forget earplugs! Subjecting your unprotected ears to several 20 minute sessions of howling mechanical fury is not recommended.

Once your bike and equipment have been dialed in it’s time to look at your miscellaneous support equipment. Everything from tools to lawn chairs falls into this category. I’ll try to go from most to least important on a completely subjective scale.

Transportation:

How do you plan to get there? Are you riding to the event, or hauling your bike? This will directly and significantly affect the amount of equipment you will be bringing. If you can haul the bike I highly recommend it as this will allow you to create a much more comfortable environment for you to reside in while you are waiting for your next session to begin. Planting your ass on hot asphalt under the merciless rays of an uncaring sun is far less comfortable than lounging under a portable sun shade in a folding camp chair with a cooler of your preferred non-alcoholic (beer comes later) chilled beverage by your side while munching happily on a burrito. If you must ride, I highly recommend pairing up (as I did) with someone who is hauling their equipment and shamelessly abusing their gracious generosity to bring whatever they will allow you to cram into their available cargo space. If neither of those options are available to you then bring a hat, sunglasses and high-SPF sunscreen. You are going to need it.

Food and Water:

Even more than tools, you cannot ride well if you parched and starving, and it could potentially result in more severe repercussions such as heat stroke. The event I attended provided food and water, but I brought some extra just to be sure. Pushing yourself and your machine to the upper limit of your abilities is more strenuous than you realize and I usually end up eating about double what I would on a more sedentary day.

Tools:

The more the merrier. Start with tools that are unique to your bike that you may need, such as eccentric cam spanner wrenches for adjusting chain tension. Most everyone brings tools and your fellow track day riders are normally incredibly generous and helpful when it comes to making any repairs necessary to getting out on the track, but it is best to come as prepared as possible. A good tire-pressure gauge and air compressor or bicycle pump are critical items as well. I’m going to lump extra motor oil and a funnel into this category along with any other fluids. My bike is air-cooled, but extra coolant (distilled water may be required) would also go here. You will probably need to tape up your headlight and any reflectors or signal lamps so a roll of high quality painters tape is very useful as well. A long extension cord can be incredibly useful if there are outlets available and you need the juice. A power strip to go with it will give you more flexibility and the ability to make a quick friend by sharing your treasure.

Gas:

I separated this out from tools because it’s something you may need to plan for with some foresight. You are almost certainly going to burn through more than one tank of gas and fuel is oftentimes not available at the track. I use up most of a 5-gallon can in addition to the tank I filled prior to getting to the track. Do not rely upon your street riding mileage to calculate the necessary fuel required for the day. My own mileage goes from 40-ish MPG during a brisk ride through the foothills to something roughly akin to the space shuttle boosting into orbit. Many people also seek out non-ethanol gasoline, although I have used both and didn’t notice the difference so I just get what is convenient. Splurge on super unleaded if you don’t already to help prevent any detonation problems while you’re bouncing your tach needle against the red line at wide open throttle. If you can bring a gas can with you it’s far more convenient than shooting off to the gas station between sessions.

Luxury items:

Chairs, a free-standing sun shade and a cooler filled with ice and chilled beverages are highly recommended. Wheel stands and tire warmers are a common sight that allow you to get up to speed a bit more quickly as you don’t have to spend the first couple of laps getting some heat into your tires. Go-pros and other such action cameras are ubiquitous and will let you relive your glorious exploits on the track ad nauseum. Pretty much whatever will make your downtime between sessions as relaxing and reinvigorating as possible will be an added benefit to enjoying your on-track outings. Don’t get too crazy as you will have to set up and break down whatever you bring along.

D-Day:

Arrive early if you plan on setting up equipment. Sometimes there are electrical outlets in the paddock area and they usually fill up quickly. Tech inspection usually opens an hour or two before the first session. Get there quickly so you can avoid lines and deal with any issues that may arise during the inspection. I had a bent shift lever that I got exempted but required some extra time and effort.

Part of the inspection or the signup process usually involves choosing your group. This is generally divided up into three levels: A is for experienced riders / racers that want to go fast and push their limits. It’s not a race, but passing is usually allowed both inside and out. B is an intermediate class and ability levels vary wildly. Passing is usually allowed only on the outside and doing so in very close proximity to each other is discouraged. I normally start here and move up to A if riders are bunching up in the corners and slowing everyone down. C group is for beginners or those new to the track environment. It often includes classroom instruction covering the fundamentals of braking, cornering and accelerating in and out of corners, how to choose a line and where to look when doing so and other skills related to maximizing your safety and enjoyment on the track. This is the place to start if you haven’t been to the track previously. Don’t be ashamed to start slow, you can always move up a group later in the day if you feel ready for it.

Sometime between tech inspection opening and the start of riding there will be a rider meeting. This will outline the use of flags and what they mean, how to enter and exit the track and any other relevant information. Pay attention so that you know what is expected of you and how you can foster a safe environment for yourself and those around you.

Once you are through signup and inspection, head back to your paddock and make sure everything is ready to go. Check your tire pressure and make any last minute adjustments. Make sure you know where all of your gear is. Get into your leathers (at least the bottoms) and boots. If your bike is cold, fire it up and let it idle for a few minutes to get everything warmed up and lubricated. A few minutes prior to your session time get your earplugs in and finish getting into all of your equipment. Hop on to your bike and sidle over to the entrance point. Shit is about to get real.

What a day, what a lovely day!

The first rule of Track Day is that you never tell anyone about Track Day…wait…no. The first rule of Track Day is start slow and go faster a little bit at a time. Do you know how embarrassing and utterly disappointing it is to crash on the first session of what should be a glorious and memorable day? I do not recommend it. The last track day I attended was at Portland International Raceway. It begins with a front straightaway approximately 46 miles long. By the end of the day I was mercilessly pushing my geriatric motor-horse to 140MPH. For the first lap I gingerly minced down to the first corner at 80. It’s a long day and you have plenty of time to improve. Take that time to get accustomed to the track and comfortable with your bike, it will pay you back with dividends.

Now that you are settled in, the tires are warm and sticky and you and the machine have formed a symbiotic relationship, circling the track with ethereal synchronicity…now things get interesting.

For myself this is where the track day becomes more than just riding. It allows you to focus totally on yourself and the machine, casting aside the diversions of the open highway. No traffic laws or oncoming vehicles. No police cars or red light cameras. Now you can lose yourself in the contest between exhilaration and raw panic, pushing just a little harder each time. Carrying that extra few miles an hour a little deeper into that first corner, which you know you can get around more quickly if you can just stay away from your front brake a little longer and squeeze it a little harder but also for a shorter time and turn in with just a little more speed. Balancing that against the fear rising up in your throat as you carry that speed into the corner, grabbing the brake, squeezing and feeling the nose compress and the back tire lighten and start to skitter around behind you. And then the rush of exhilaration as you heel over, sliding your ass off the seat and dropping low to the inside, looking out ahead through the corner and feeling the g-forces build as the tires bite into the asphalt, providing levels of grip that seem incomprehensible at first. Slowly, gently rolling on the throttle through the corner and hitting the apex at just the right point. You feel as if your body is skimming just millimeters above the ground. And then you are coming out of the corner, twisting the throttle wide open and balancing the centrifugal force pushing you to the outside of the corner against acceleration. Seeking that perfect combination that pushes just to the outside edge without going over. Then you are tucked down beneath the windscreen, engine screaming to redline as work your way through the gearbox, a crimson bullet, omnipotent and unvanquishable traveling at superhuman velocities. And then you jump a bit as a 14 year old girl on a 250cc two stroke frightens you with the velocity of her exhaust note dopplering up the sound spectrum then fading just as quickly when she passes you like a bullet train overtaking a Vespa.

I can’t wait to go back.

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DISCUSSION (7)

uofime-2 > inferno493
05/21/2015 at 09:44

my friend has one of those 900ss and I’ve ridden it, quite a eccentric beast, the power is delivered in on/off lumps, although that may just be because they have been trying to get the carbs right for as long as they’ve had the bike.

Nisman > inferno493
05/21/2015 at 10:56

Great story. Makes me want to get a bike that is track suited. This deserves FP.

inferno493 > uofime-2
05/21/2015 at 12:29

I ended up replacing the pistons and carburetors when the original piston rings wore out. I got a set of matched 41mm keihin carbs and the difference was immense. Not only is the throttle response a lot smoother, they now make a bird like warble at idle the builds to a banshee howl at WOT. I also get better gas mileage and even more torque.

inferno493 > Nisman
05/21/2015 at 12:35

Thanks, track days for me elevate what is fun on the street to something that is absolutely exhilarating on the track. Almost to the point that I don't want to go ride in the foothills anymore afterwards. It's just too frustrating to be limited by all of the hazards of street riding and not being able to really push yourself.

BobintheMtns > uofime-2
05/21/2015 at 14:43

If it’s jumpy, the carbs need some love. I’ve got a SS motor in my Elefant, and it’s so smooth.. even while doing very low rpm off-road techy stuff... But like Inferno493 says, either tune the carbs or get some keihin flatsides to really whip it into shape.

uofime-2 > inferno493
05/21/2015 at 16:25

This bike has pod filters WOT pulls were quite an experience!

Nisman > inferno493
05/21/2015 at 19:46

I can see that. For me, it’s all about the social aspect, weekend cruises, and basic transportation during the summer. That being said, I heard of a guy once who is a track instructor who doesn’t ride on the road because of how dangerous it is, since riding in a controlled environment is obviously much safer, even if you’re on a track. Until I no longer have a ton of people in my life with bikes, I’ll probably be a street rider, but I look forward to taking a bike to the track some day soon, hopefully.