Posts
As promised, I'd like to go into more detail about why I believe the election of Barack Hussein Obama (yeah, I said it) would be dangerous and harmful to our country.
Obama (despite his oft-repeated assertion that he is something new and different) has put forth the same old tax plan that those on the left in this country have been pushing for years. In a typical play on the class envy of the average American, Obama claims that he will be taxing only the "rich", and that Joe Schmoe will not see a a tax increase, but instead will enjoy a tax cut.
As usual, the flowery rhetoric of Obama is completely lacking in any economic common sense. I will put aside the fact that the tax increases proposed by Obama essentially constitute a substantial hike in the taxes on small businesses, since this has been very well covered. But since I am something of a simple man, I will present the matter simply. I can't think of a single middle-class or low-income American who employs a a single worker. It is irrefutable that the responsibility of employing America's workers and creating new jobs is solely the station of those who control the companies, corporations and businesses that make up the U.S. economy. Raising taxes on high-income Americans can only have one effect, and that is to hurt job growth in an economy already struggling with rising unemployment.
[As an aside and speaking of jobs, the most recent Obama propaganda I've seen on TV features a downtrodden auto worker talking about how his friends are losing their jobs, and he's concerned about the future for his grandchildren. The ad goes further to assert that John McCain simply "doesn't get it" and that McCain's friends are getting rich while the speaker's friends are losing their jobs. This is blatant class warfare, untrue, and absolute rubbish. I wish I could speak briefly with the person in the commercial (though I'm sure he's a paid actor), because I would tell him in no uncertain terms that it is his fault alone, and that of their friends, that they aspired no higher than the manufacturing jobs that they are now losing. Manufacturing is a dying industry in America, and has been for decades. If you really, truly want the same crappy jobs for your kids and grandkids that you and your father were able to get as high school dropouts or worse, I would tend to question your benevolence towards your progeny.]
But I digress. What sense does it make to increase the taxes on corporations, investments and the wealthy, in an economy that is already ailing? One mantra of the Obama campaign is that they're going to aid job growth in this country by "ending tax breaks for companies that ship jobs overseas." That's sounds great, but then why would you increase taxes for companies who do business here? Somehow, I just can't see how a tax policy even more punitive than our current one is going to spur economic growth.
Allow me to address one other myth: Corporate Taxes. I've got news for all the mindless drones on the left: Corporations don't pay taxes. I know, I know, just when you thought they couldn't get any more evil, now I'm going to tell you they don't even pay taxes?! But it's true, and I'll explain it to you. Unlike private individuals, companies in business to make money don't have discretionary income. They only have two categories of money, which are costs and profits. Taxes are costs, and like any other costs, must be rolled into the price of their products. If taxes on corporations are raised, they must roll that increased cost into the price of their products. This raises the cost of living for everyone else, but has little direct effect on the company, particularly if what they are producing is a staple (read: oil companies). If the price increase required by the tax increase would cause the company to not be competitive in their market, their only other choice is to try and cut other costs, like employee salaries, entire positions, or decrease the quality of their product. Any way you slice it, the average American is still getting hosed by corporate taxes.
Every day for the last several weeks on the news, the lead story has been what the stock market is doing. Record falls in the market indices were used to push for an economic bailout plan that the public didn't want, and if you listened to most of the major news services, you'd have though that the sky was not only falling, but that it was covered in sharp objects laced with anthrax. But in the midst of all this, Obama is advocating a tax plan that will raise the capital gains tax rate to as high as 28%. Investors are already wary of buying anything, fearful of a further market downturn and uncertain what is going to happen, with large domestic companies failing, and an ambiguous bailout plan having just been pushed through Congress. Now Obama's going to tell them that even if they do invest, and are somehow able to make money, the government is going to take nearly a third of their profit. What possible positive effect is that going to have on the stock markets? Further removing any incentive to invest in America's economy, at a time that it is already weakened, is a certain recipe for disaster.
So there you have it. Obama's tax plan is far more than ill-advised, it is dangerous and harmful to our country. It cannot and will not result in any economic growth, but will instead gravely harm the very people it is purported to aid. A vote for Obama this November is, beyond a shadow of a doubt, a vote against our country.
~Cephas
THE FREE RADICAL
Like many conservatives in this election cycle, I have found myself riding alternating waves of excitement and disappointment over the prospects of the Republican nominee for President, John McCain. He is an admitted centrist, a moderate Republican whose bragging about reaching across the aisle may endear him to voters on the fence, but simultaneously raises the eyebrow (and sometimes plants forehead in palm) of true conservatives. On the one hand, his military service and leadership experience is remarkable, and certainly unrivaled in the current election, but on the other he has advocated and espoused policies on immigration and the environment that are sharply at odds with my own.
Allow me to whine for a moment. It almost seems unfair! Election after election (since I started paying attention to politics at age 7), conservatives are seemingly forced to settle for a candidate that is seemingly reluctant to carry the conservative mantle. Meanwhile, liberals are so fortunate as to have their pick of rock-solid leftists, and are usually also given a heaping helping of charisma as well (the obvious exception being FrankenKerry).
The young idealist in me is inclined to agree and side with those conservative friends of mine who have thrown in the towel in this election, or worse, decided to vote for Obama out of some sort of reverse-psychology protest. And I acknowledge that the last time we had a president as inept as I believe Obama will be, he was followed by one Ronald Reagan, so that ended up pretty well for the country, right?
But when I consider these courses of action, I keep running back up on one giant problem with their reasoning. I love my country. And I don't mean that in the pop-culture, politically expedient manner that most celebrities and politicians say that they love it. I mean I love my country. I go to work every day in her service. I love our history, what we've overcome, what we've stood for, and what we offer to the common man. I love our national compassion, our work ethic, our innovation, and our attitude.
Because I love my country the way that I do, I want nothing but the best for it. I cannot stomach the thought of handing her over to someone who does not have her best interests in mind, or else has ideas that I believe would be harmful to her. And I believe wholeheartedly that Barack Obama fits that description in nearly every aspect.
His stated plans for taxes, health care, defense spending, social security reform and others seem to be looking out not for the best interests of us as a nation, or of the citizens as individuals, but instead for the perpetuation of government. His proposals stand to weaken our security, take more money from the people, hurt our economy, and lay the foundations of a truly socialist state. My posts over the next few weeks until the election will go into these aspects in greater detail.
And so, despite my enthusiasm over the McCain campaign wavering from time to time, my resolve to do what is best for my country remains. Sometimes, doing what is best does not include doing what is perfect, or what you would prefer in an ideal world, but doing what is least bad, in some ways. I retain hope that in a future election cycle, a candidate will arise that will represent what I and millions of other conservatives believe more closely. But in the mean time, we are only given the choices we currently have, and must choose what is best for our country from those choices.
At the end of the day, it seems no matter how much frustration and disagreement I have with John McCain over domestic issues, the alternative presented by the DNC is exponentially worse. And while it may not assuage the idealism of the conservative base to vote for yet another moderate Republican candidate, it is still what is best for the country. I cannot, and will not, vote for someone who I know will harm my country in myriad ways. I ask my fellow conservatives to put aside their idealism for another day, and do what is right and pragmatic, and join me in voting for John McCain this November.
~Cephas
THE FREE RADICAL
Allow me to whine for a moment. It almost seems unfair! Election after election (since I started paying attention to politics at age 7), conservatives are seemingly forced to settle for a candidate that is seemingly reluctant to carry the conservative mantle. Meanwhile, liberals are so fortunate as to have their pick of rock-solid leftists, and are usually also given a heaping helping of charisma as well (the obvious exception being FrankenKerry).
The young idealist in me is inclined to agree and side with those conservative friends of mine who have thrown in the towel in this election, or worse, decided to vote for Obama out of some sort of reverse-psychology protest. And I acknowledge that the last time we had a president as inept as I believe Obama will be, he was followed by one Ronald Reagan, so that ended up pretty well for the country, right?
But when I consider these courses of action, I keep running back up on one giant problem with their reasoning. I love my country. And I don't mean that in the pop-culture, politically expedient manner that most celebrities and politicians say that they love it. I mean I love my country. I go to work every day in her service. I love our history, what we've overcome, what we've stood for, and what we offer to the common man. I love our national compassion, our work ethic, our innovation, and our attitude.
Because I love my country the way that I do, I want nothing but the best for it. I cannot stomach the thought of handing her over to someone who does not have her best interests in mind, or else has ideas that I believe would be harmful to her. And I believe wholeheartedly that Barack Obama fits that description in nearly every aspect.
His stated plans for taxes, health care, defense spending, social security reform and others seem to be looking out not for the best interests of us as a nation, or of the citizens as individuals, but instead for the perpetuation of government. His proposals stand to weaken our security, take more money from the people, hurt our economy, and lay the foundations of a truly socialist state. My posts over the next few weeks until the election will go into these aspects in greater detail.
And so, despite my enthusiasm over the McCain campaign wavering from time to time, my resolve to do what is best for my country remains. Sometimes, doing what is best does not include doing what is perfect, or what you would prefer in an ideal world, but doing what is least bad, in some ways. I retain hope that in a future election cycle, a candidate will arise that will represent what I and millions of other conservatives believe more closely. But in the mean time, we are only given the choices we currently have, and must choose what is best for our country from those choices.
At the end of the day, it seems no matter how much frustration and disagreement I have with John McCain over domestic issues, the alternative presented by the DNC is exponentially worse. And while it may not assuage the idealism of the conservative base to vote for yet another moderate Republican candidate, it is still what is best for the country. I cannot, and will not, vote for someone who I know will harm my country in myriad ways. I ask my fellow conservatives to put aside their idealism for another day, and do what is right and pragmatic, and join me in voting for John McCain this November.
~Cephas
THE FREE RADICAL
Track Map
Swiftly following my breakthrough day at Mid-Ohio, Free Radical Racing loaded up the bikes again and set off for Putnam Park Road Course in Mt. Meridian, Indiana. The track day was being hosted by Cycle Options, an organization I normally don't choose to ride with because of their rather-- er, lax administration of their track days. But it was my last chance of the year to revisit the track where I got my start, and also the track I had left over a month ago with my tail between my legs, having scared myself senseless in a near-crash coming out of turn 10.
But I came ready to conquer this time, with a set of race tires still mounted on the bike, another in reserve, and my trick suspension bits freshly dialed in by Jason Etter of the Department of Suspension. I was riding a wave of confidence from my meteoric progress to-date, and had the added bonus of knowing that, this being the last track day of the season for me, I had very little to lose if I crashed the bike.
My wife's probably not all that happy to hear that last bit, come to think of it...
We arrived at the gate before dawn (a first for me), and yet there was already a considerable line to get in! After the usual ritual of setting up our pit area and drinking a Frappuccino during the rider's meeting, I made the executive decision to sit out the first session. At the rider's meeting, I had glanced over my shoulder to see a seemingly endless crowd of riders. Given my previous experience with Cycle Options, I decided to watch the first session and see how crowded the Advanced group would be, before I went out into it, and see if there were any riders I needed to be concerned with, from a safety aspect.
But not to worry, while the other two groups were packed chock-full of riders (and the track marshal wasn't even splitting them up as they went out on the track), the Advanced group was small enough, and everyone out there seemed to be riding fairly professionally. And riders coming in from their first sessions were reporting that the track was pretty grippy right from the start, which is always good news when you're running race tires without warmers.
I went out for the second session of the day (my first) and slowly felt my way back into the track and into my tires, and finished out the session turning one hot lap of a 1:23.86. Everything felt good, and I was highly impressed by the difference in the feel of my suspension since Jason had tweaked it at Mid-Ohio. Putnam is a significantly less smooth track, so suspension plays an even larger role in turning a fast lap. Properly tuned suspension can be worth its weight in gold at a bumpy track.
I went out one more time before lunch, working on settling into a rhythm, finding my braking and turn-in markers, and generally getting in the habit of turning clean laps. I settled right down into a groove, ending the session with a satsifying 1:22.29.
At any track, I've found it useful to mentally divide the track into its natural sections, and work on each of those sections individually to improve your lap times. It's easy for a rider to go into mental overload, especially as a newer rider or at a new track, trying to improve everything all at once. At Putnam Park, for instance, I take turns 1-2-3 as the first section, then 4-5-6, 7-8, and finally 9-10. Each of those sections will have individual aspects that I try to work on, but I never try to work on more than one section at a time, when I'm trying to lower my lap times. When I feel I've made progress in that section, I'll put it all together and see what it has netted me in my overall lap time.
The first session after lunch was quite productive for me, as I was able to put in 12 laps in a row, the most of any session all day, and really work hard on improving sections of my laps. I started pushing my brake marker deeper towards turn 1, which has been a perennial problem area for me. I was able to move that brake marker to the end of the rumble strip on the left side of the track, and then throw the bike into a tight line through the turn, still scrubbing off speed from the front tire. Having gotten what I wanted out of that section, I started working on opening the throttle earlier and harder exiting turn 4, to take advantage of all my new-found grip from my race tires. In that same section, I was working on carrying more speed into and through 5, and keeping the throttle open as far as I could through 6. (This is one of the secrets of Putnam that is often overlooked because if it's apparent ease, but a fast rider can make up GOBS of time here). I was fairly satisfied with my lines through 7-8 and 9-10, so I just spent the rest of the session committing my new-found lines to memory, and turned a 1:22.59 as my fastest lap. My lap average, though, had fallen considerably as I started to gain consistency, regardless of whatever traffic I was running into.
The next session, I started to put it all together, and to good effect. Directly after my warmup lap I put my head down and started pushing a bit, and was immediately in the mid- and low-22s. After sifting through some traffic, I got clear track for a lap and turned in my fastest lap to that point, a 1:21.41. The last time I had turned a lap in the 21s, I had nearly crashed doing it, so this was something of a milestone for me, and a testament to the awesome new Bridgestone rubber I was using.
At the start of the day, I had set a personal goal for myself of seeing a 1:19.xx. While not an incredible lap by any means, it would certainly represent an immense psychological triumph to be in the same "decade" as the really fast guys, who are running 1:15s or better. In my next to last session, I started really trying for that goal, and despite being hampered by traffic for much of the session, managed to claw my way down to a 1:20.88 on my last lap.
I was stoked! The bike felt good, I felt good, and I was, for the first time ever, leaving Randy and Daryl (who used to blow my doors off) behind me consistently. Turning 19s seemed perfectly attainable, all I needed was one more session and some clear track to do it.
I headed out for my last session with a single-minded sense of purpose, got out on the track, and went to business. I warmed up the tires aggressively, wanting to get every lap I could out of the session to try and make my goal happen. As I came onto the front straightaway at the end of my warmup lap, I did a swift inventory of all the things I needed to do right to make it a good lap, and then set about doing them.
Coming over the rise after the pit exit, I wound the bike out through 5th gear, wringing the throttle for all it was worth. I kept my head low, eyes just above the windscreen, and waited for my brake marker. Just as I came up to the rumblestrip on the left I popped up into the wind, getting on the brakes hard as the red and white stripes flashed by, clicking a couple downshifts and tipping the bike right towards the turn 1 apex. I dipped my shoulder in low, planting my knee on the ground just as I was trailing off the brakes, and scrubbed speed with the front tire over the ripples midway through the corner. Letting the bike drift back out to the left for just an instant and standing it up only slightly, I tossed it down on my right knee again, this time just picking up the throttle. Through the apex of turn 2, I got on the throttle with some aggression, picking the bike up for only a split second before dipping down to the right one more time for the turn 3 kink.
Rolling off the throttle just long enough to flop the bike over the other way, I tossed myself left into turn 4, dialing up as much throttle as I thought my rear tire would allow. I sucked the bike down hard to the left, my knee slider skittering over the pavement, my head and inside shoulder reaching for the rumble strip, as the power of the bike started to carry me wide again towards the right side of the track. Exiting the corner, I straightened up and tucked in at full throttle for just a second, drifting back to the left to set up for turn five. I stabbed the brakes momentarily at my previously chosen skid mark and barreled through five, squaring off the corner slightly to miss the bump in the middle line. No aggressive throttle yet, as the rumble strip at the exit rushed towards me menacingly. Standing the bike up just a bit as I got out of five, I opened the throttle hard and kept the bike headed right, to and through the apex of the turn 6 kink.
Keeping the throttle open as far and as long as my intestinal fortitude would allow, I clamped down hard on the binders for the "bus-stop" turn 7, hooking a downshift just as I was about to tip in. I slammed the bike down onto my right knee and looked for the apex, opening the throttle just as I crossed it and feeling the torque of the bike rocket me forward towards the exit. I stood the bike up just as I came to the rumble strip, short-shifted into 3rd gear and pounded the throttle to the stops for just an instant before braking for the long, left-hander that is turn 8. Settling into my well-practiced and proven line around 8, I apexed slightly late, grinding my knee slider over the inside rumble strip and rolling on the throttle smoothly as raised the bike back up and hurtled towards turns 9 and 10.
With the throttle pinned hard and the front tire just skimming the ground furtively, I set up to the left at the entrance of turn 9, just trail braking a bit and making sure I hit my apex as tight and soon enough to put me on the preferred line through the double-apex right that is the 9-10 complex. I settled the bike over onto my right knee and put in just enough throttle to settle out the chassis, letting myself drift out to the short rumble strip between 9 and 10. Sucking the bike back down into 10 I looked for the apex and started opening the throttle with a vengeance, waiting for any sign that the rear tire was going to let go. It didn't, I hit the apex and drive hard onto the straight, hitting my upshifts to 4th and 5th gears just right, at 15000 RPM.
I knew I had put in a fast lap. I knew just from the seat of my pants that it had to be my fastest lap I had put in all day, and I just couldn't wait to see what time I had pulled! So I broke my general rule, and looked down at my lap timer as I hurtled down the straight at 130 mph, and was greeted with... A BLANK SCREEN!?! A stream of obscenities not repeatable to my mild-mannered readers issued forth from my mouth, drowning out the scream of the bike and almost surprising even myself.
I tore back around the track, riding mad and sloppy, and went into the pits. I practically screeched to a stop next to the track marshal, and politely inquired what had happened to the lap timer beacon. He informed me that one of them had run out of batteries, and that the owner of the backup had packed his things and gone home. I wasn't all that thrilled to hear his answer, to say the least, but I wasn't going to waste pefectly good track time, so I set back out around the track and put in several rather determined laps, making quick work of several other bikes in the process. Those on hand who witnessed the last half of the session said that they were quite taken aback by my sudden aggression, particularly with my swift overtaking of a black R1 who was some distance ahead of me at my reentry to the track.
Despite the heartbreak of not really knowing whether I had broken into the 19s, I was somewhat content to know that at least those watching said I had gone much faster, and I had pushed the bike harder than almost ever before, and still not reached the limit of my new equipment. However, the circumstances of my final track session of the year have left me with a somewhat unrequited feeling, and the overwhelming desire to go back out and try it again. But for those of us in the Midwest, the season's over for awhile. The mornings are getting cold, the leaves are turning, and it's time to bed the bikes down for the long winter. Spring can't come soon enough!
~Cephas
THE FREE RADICAL
Swiftly following my breakthrough day at Mid-Ohio, Free Radical Racing loaded up the bikes again and set off for Putnam Park Road Course in Mt. Meridian, Indiana. The track day was being hosted by Cycle Options, an organization I normally don't choose to ride with because of their rather-- er, lax administration of their track days. But it was my last chance of the year to revisit the track where I got my start, and also the track I had left over a month ago with my tail between my legs, having scared myself senseless in a near-crash coming out of turn 10.
But I came ready to conquer this time, with a set of race tires still mounted on the bike, another in reserve, and my trick suspension bits freshly dialed in by Jason Etter of the Department of Suspension. I was riding a wave of confidence from my meteoric progress to-date, and had the added bonus of knowing that, this being the last track day of the season for me, I had very little to lose if I crashed the bike.
My wife's probably not all that happy to hear that last bit, come to think of it...
We arrived at the gate before dawn (a first for me), and yet there was already a considerable line to get in! After the usual ritual of setting up our pit area and drinking a Frappuccino during the rider's meeting, I made the executive decision to sit out the first session. At the rider's meeting, I had glanced over my shoulder to see a seemingly endless crowd of riders. Given my previous experience with Cycle Options, I decided to watch the first session and see how crowded the Advanced group would be, before I went out into it, and see if there were any riders I needed to be concerned with, from a safety aspect.
But not to worry, while the other two groups were packed chock-full of riders (and the track marshal wasn't even splitting them up as they went out on the track), the Advanced group was small enough, and everyone out there seemed to be riding fairly professionally. And riders coming in from their first sessions were reporting that the track was pretty grippy right from the start, which is always good news when you're running race tires without warmers.
I went out for the second session of the day (my first) and slowly felt my way back into the track and into my tires, and finished out the session turning one hot lap of a 1:23.86. Everything felt good, and I was highly impressed by the difference in the feel of my suspension since Jason had tweaked it at Mid-Ohio. Putnam is a significantly less smooth track, so suspension plays an even larger role in turning a fast lap. Properly tuned suspension can be worth its weight in gold at a bumpy track.
I went out one more time before lunch, working on settling into a rhythm, finding my braking and turn-in markers, and generally getting in the habit of turning clean laps. I settled right down into a groove, ending the session with a satsifying 1:22.29.
At any track, I've found it useful to mentally divide the track into its natural sections, and work on each of those sections individually to improve your lap times. It's easy for a rider to go into mental overload, especially as a newer rider or at a new track, trying to improve everything all at once. At Putnam Park, for instance, I take turns 1-2-3 as the first section, then 4-5-6, 7-8, and finally 9-10. Each of those sections will have individual aspects that I try to work on, but I never try to work on more than one section at a time, when I'm trying to lower my lap times. When I feel I've made progress in that section, I'll put it all together and see what it has netted me in my overall lap time.
The first session after lunch was quite productive for me, as I was able to put in 12 laps in a row, the most of any session all day, and really work hard on improving sections of my laps. I started pushing my brake marker deeper towards turn 1, which has been a perennial problem area for me. I was able to move that brake marker to the end of the rumble strip on the left side of the track, and then throw the bike into a tight line through the turn, still scrubbing off speed from the front tire. Having gotten what I wanted out of that section, I started working on opening the throttle earlier and harder exiting turn 4, to take advantage of all my new-found grip from my race tires. In that same section, I was working on carrying more speed into and through 5, and keeping the throttle open as far as I could through 6. (This is one of the secrets of Putnam that is often overlooked because if it's apparent ease, but a fast rider can make up GOBS of time here). I was fairly satisfied with my lines through 7-8 and 9-10, so I just spent the rest of the session committing my new-found lines to memory, and turned a 1:22.59 as my fastest lap. My lap average, though, had fallen considerably as I started to gain consistency, regardless of whatever traffic I was running into.
The next session, I started to put it all together, and to good effect. Directly after my warmup lap I put my head down and started pushing a bit, and was immediately in the mid- and low-22s. After sifting through some traffic, I got clear track for a lap and turned in my fastest lap to that point, a 1:21.41. The last time I had turned a lap in the 21s, I had nearly crashed doing it, so this was something of a milestone for me, and a testament to the awesome new Bridgestone rubber I was using.
At the start of the day, I had set a personal goal for myself of seeing a 1:19.xx. While not an incredible lap by any means, it would certainly represent an immense psychological triumph to be in the same "decade" as the really fast guys, who are running 1:15s or better. In my next to last session, I started really trying for that goal, and despite being hampered by traffic for much of the session, managed to claw my way down to a 1:20.88 on my last lap.
I was stoked! The bike felt good, I felt good, and I was, for the first time ever, leaving Randy and Daryl (who used to blow my doors off) behind me consistently. Turning 19s seemed perfectly attainable, all I needed was one more session and some clear track to do it.
I headed out for my last session with a single-minded sense of purpose, got out on the track, and went to business. I warmed up the tires aggressively, wanting to get every lap I could out of the session to try and make my goal happen. As I came onto the front straightaway at the end of my warmup lap, I did a swift inventory of all the things I needed to do right to make it a good lap, and then set about doing them.
Coming over the rise after the pit exit, I wound the bike out through 5th gear, wringing the throttle for all it was worth. I kept my head low, eyes just above the windscreen, and waited for my brake marker. Just as I came up to the rumblestrip on the left I popped up into the wind, getting on the brakes hard as the red and white stripes flashed by, clicking a couple downshifts and tipping the bike right towards the turn 1 apex. I dipped my shoulder in low, planting my knee on the ground just as I was trailing off the brakes, and scrubbed speed with the front tire over the ripples midway through the corner. Letting the bike drift back out to the left for just an instant and standing it up only slightly, I tossed it down on my right knee again, this time just picking up the throttle. Through the apex of turn 2, I got on the throttle with some aggression, picking the bike up for only a split second before dipping down to the right one more time for the turn 3 kink.
Rolling off the throttle just long enough to flop the bike over the other way, I tossed myself left into turn 4, dialing up as much throttle as I thought my rear tire would allow. I sucked the bike down hard to the left, my knee slider skittering over the pavement, my head and inside shoulder reaching for the rumble strip, as the power of the bike started to carry me wide again towards the right side of the track. Exiting the corner, I straightened up and tucked in at full throttle for just a second, drifting back to the left to set up for turn five. I stabbed the brakes momentarily at my previously chosen skid mark and barreled through five, squaring off the corner slightly to miss the bump in the middle line. No aggressive throttle yet, as the rumble strip at the exit rushed towards me menacingly. Standing the bike up just a bit as I got out of five, I opened the throttle hard and kept the bike headed right, to and through the apex of the turn 6 kink.
Keeping the throttle open as far and as long as my intestinal fortitude would allow, I clamped down hard on the binders for the "bus-stop" turn 7, hooking a downshift just as I was about to tip in. I slammed the bike down onto my right knee and looked for the apex, opening the throttle just as I crossed it and feeling the torque of the bike rocket me forward towards the exit. I stood the bike up just as I came to the rumble strip, short-shifted into 3rd gear and pounded the throttle to the stops for just an instant before braking for the long, left-hander that is turn 8. Settling into my well-practiced and proven line around 8, I apexed slightly late, grinding my knee slider over the inside rumble strip and rolling on the throttle smoothly as raised the bike back up and hurtled towards turns 9 and 10.
With the throttle pinned hard and the front tire just skimming the ground furtively, I set up to the left at the entrance of turn 9, just trail braking a bit and making sure I hit my apex as tight and soon enough to put me on the preferred line through the double-apex right that is the 9-10 complex. I settled the bike over onto my right knee and put in just enough throttle to settle out the chassis, letting myself drift out to the short rumble strip between 9 and 10. Sucking the bike back down into 10 I looked for the apex and started opening the throttle with a vengeance, waiting for any sign that the rear tire was going to let go. It didn't, I hit the apex and drive hard onto the straight, hitting my upshifts to 4th and 5th gears just right, at 15000 RPM.
I knew I had put in a fast lap. I knew just from the seat of my pants that it had to be my fastest lap I had put in all day, and I just couldn't wait to see what time I had pulled! So I broke my general rule, and looked down at my lap timer as I hurtled down the straight at 130 mph, and was greeted with... A BLANK SCREEN!?! A stream of obscenities not repeatable to my mild-mannered readers issued forth from my mouth, drowning out the scream of the bike and almost surprising even myself.
I tore back around the track, riding mad and sloppy, and went into the pits. I practically screeched to a stop next to the track marshal, and politely inquired what had happened to the lap timer beacon. He informed me that one of them had run out of batteries, and that the owner of the backup had packed his things and gone home. I wasn't all that thrilled to hear his answer, to say the least, but I wasn't going to waste pefectly good track time, so I set back out around the track and put in several rather determined laps, making quick work of several other bikes in the process. Those on hand who witnessed the last half of the session said that they were quite taken aback by my sudden aggression, particularly with my swift overtaking of a black R1 who was some distance ahead of me at my reentry to the track.
Despite the heartbreak of not really knowing whether I had broken into the 19s, I was somewhat content to know that at least those watching said I had gone much faster, and I had pushed the bike harder than almost ever before, and still not reached the limit of my new equipment. However, the circumstances of my final track session of the year have left me with a somewhat unrequited feeling, and the overwhelming desire to go back out and try it again. But for those of us in the Midwest, the season's over for awhile. The mornings are getting cold, the leaves are turning, and it's time to bed the bikes down for the long winter. Spring can't come soon enough!
~Cephas
THE FREE RADICAL
Track Map
I assume I've kept you all in suspense long enough. Time to hear less about politics and more about what really matters in life-- going really fast around a racetrack!
Tuesday, September 23rd was my third and final track day of the year at the famed Mid-Ohio Sports Car Course near Lexington, Ohio. The 15-turn, 2.4 mile course has a little bit of everything, from the amazingly fast back straight to the Esses, long corners, short corners, fast stuff, slow stuff, and quite a few blind and off-camber corners for good measure. It is certainly a track that can teach you a WHOLE lot about riding a motorcycle at speed.
Previous to this season's excursions to Mid-Ohio, I had only visited once previously, in 2006. I was still fairly new to track riding, and certainly didn't know much about what I was doing, so I bumbled along through the day and finished with a best lap time of 1:51.53. What I thought was reasonably quick then has suddenly become a rather placid warm up lap for me now! Such has been the pace of my progression as a rider this season.
On my first trip to Mid-Ohio this year on July 1st, I made immediate progress, besting my previous personal record in only the third session of the day. That afternoon, I arranged for someone to get some chase footage of me around the track, both to show me what I could be doing better, and to take home to show to family and friends. The resulting video can be found here. With the video bike behind me, I put my head down and started clicking off laps fairly well, dropping my times into the 1:47s by the end of the day.
Between that track day and the next at Mid-Ohio on August 12th, I had finally been able to upgrade my long-abused stock suspension. Thanks to Sportbike Track Gear I had a brand new Elka rear shock, and Matt Carr at Ducati Indianapolis had rebuilt my forks into something significantly more track-worthy. I felt I had reached the point where I was struggling to progress further, and this was partially due to a bike that wasn't giving me the feel, feedback and traction I needed, and was thus hurting my confidence. With these upgrades and increased determination, I dipped down to a 1:45.23, and more importantly, got the long-awaited bump into Advanced class.
[As a note, I was accompanied to this track day by my father, an aspiring (and might I add talented) photographer, whose work can be seen at the top of this page. He can be reached at f51gtracing@f51gtracing.com for future engagements. A further sampling of his work can be found on his SmugMug page.]
This track day was to be another joint venture between myself and my friend Paul, accompanied by our wives Jenny (his) and Katie (mine). Though to be honest, to simply say my wife comes along is completely untrue. Katie is the official Free Radical Racing coach, chef, nutritionist, photographer, pit crew, rig driver, cargo loader, logistician, mental health specialist, accountant, assistant mechanic and the founder and charter member of the Free Radical Fanclub. She's the reason the whole operation happens, and I owe every corner of every lap to her.
We arrived at the gate to the track just as the sun was coming up. Uncharacteristically, I had been nearly unable to sleep the night before at the hotel, for no apparent reason. Nonetheless, I didn't feel tired, and assumed (rightly) that adrenaline would carry me through the rest of the day.
We were one of the first few through the gate, and proceeded to hurry down to registration to get our garage number and begin setting up. Talk around the already-packed garage was that the morning sessions would find a rather slippery track, as overnight temperatures in the low 50s F and high relative humidity would leave quite a bit of dew on the track, despite the previous several days of clean, dry conditions. After the riders' meeting (and more warnings about slippery sections of the track), I consulted briefly with some of the faster riders I knew from previous track days, several of which said they'd be skipping the first session.
No matter to me-- I paid for track time, not to be a spectator! So I took to the track anyway. I had mounted up my first set of race tires, a set of Bridgestone BT-002 race-takeoffs, and was eager to try them out after only having the chance to briefly scrub them in on the street. The unfortunate thing about race tires is that they take longer to reach operating temperature than do street tires. Couple that with an already cold and damp track, and I found myself riding on what felt like marbles for the first couple laps of the opening session. Gradually, I started to get some heat into the tires, and five laps into the session I was finally able to get a little lean angle out of the bike, and brought my times down to the 1:44s immediately.
My goals for the day had been fairly conservative. I wanted to work primarily on consistency, being able to turn the same lap time over and over again, to prove to myself that I was reliably fast, not just fast on accident. As such, I spent the remainder of the morning and the first couple sessions of the afternoon turning 1:44s and :45s, but improving my lines and technique in various parts of the track. I was slightly unhappy that my lap times weren't falling on their own, but encouraged that I was starting to really understand how to put in a good clean lap, and repeat it at will.
Finally, at the insistence of Jeff, my friend who had shot the chase video for me previously, I went out with him and his two friends to "play". I am riding a 2004 Yamaha YZF-R6, a revolutionary middleweight bike for its time and still a very capapble track weapon, especially as I have it currently modified. Jeff rides the 2007 edition of the same model, and has the edge on brakes, acceleration, and suspension in that regard. His two friends were equipped with a Kawasaki ZX-10R and a Yamaha YZF-R1, both heavyweight horsepower giants more than capable of running away from me on any of Mid-Ohio's several fast straights.
I've played with 1000cc bikes before, so I knew the drill I would need to run in order to keep pace. Get every bit of corner speed I could out of my little 600, drive hard onto the straights, and brake like a man possessed at the end of them. That said, when we got out and started having fun, I didn't really feel like I was working hard. I was playing with them, as we fright-trained through slower traffic (wait, since when is there traffic slower than me?!), showing them my front wheel going into corners to let them know I was there, and trying new and inventive ways of passing where I could. I was pushing the bike harder than I ever had previously, but somehow it didn't feel like I was pushing. I came into the pits grinning from ear to ear (and sweating profusely), and was rewarded with a 1:42.98 on my lap timer!
Throughout the day, Paul had been progressing rapidly as well, and was trying to make the bump to join me in Advanced class by the end of the day. Finally, he had worked out a deal with one of the track coaches that the latter would follow him for the final Intermediate session, and if he rode well enough, let him ride in the last Advanced session immediately following. Paul rode well, the instructor gave his blessing, and Paul pulled up beside us to go out for the final Advanced session.
Being fairly satisfied with my progress on the day, and generally just intending to enjoy myself, I had decided to ride with Jeff and friends again, and just go have a bit of fun to close out the day. Jeff had said that he was going to take some video of his friend on the ZX-10R, and I intended to harass them mercilessly for the whole session! But then at the start of the warm-up lap, Paul (benefiting from the increased cold traction afforded by his street Pirellis) elbowed his way past the Kawasaki and took off. I laid back a bit, as my tires weren't yet up to temperature, and watched as Paul put his head down and charged off into the distance.
As my tires gave me their quiet signal that they were ready to go, I looked up to see Paul some several corners ahead of me. I muttered "oh hell no" in my helmet and put my head down as well. I made quick work of the ZX-10 in the back section of the track and went to work reeling in Paul, who rides an R6 very similar to my own. I proceeded to turn my two fastest laps of the day, a 1:41.81 and a 1:41.71 back-to-back, and found myself right on Paul's rear wheel as we entered Thunder Alley. I kept the throttle pinned through turn 12 and stuck my front wheel right up inside of him in 13, to let him know I was there. Now we could play! I didn't have the right position to actually complete the pass, but I intended to try it again on the brakes for turn 1. But to my surprise, as we came onto the front straight, he sat up and waved me by! Oh well... I spent the remainder of the session just having fun, tossing the bike around and wringing its neck like you can only at a big track like Mid-Ohio.
Paul and I both came back to the pits exhausted, but happy and satisfied with the day's work. I had dropped my times a full three and a half seconds, gained a whole lot of consistency, and gotten comfortable running the pace I was running. On the season, I dropped nearly 10 seconds from my lap times! And more importantly, I had a helluva lot of fun doing it! There are still several areas where I can improve at this track, namely in corner exits and ironing out my lines at the end of the esses, and I think improving those areas will net me some sub-1:40 lap times next season. Can't wait 'till spring!
~Cephas
THE FREE RADICAL
I assume I've kept you all in suspense long enough. Time to hear less about politics and more about what really matters in life-- going really fast around a racetrack!
Tuesday, September 23rd was my third and final track day of the year at the famed Mid-Ohio Sports Car Course near Lexington, Ohio. The 15-turn, 2.4 mile course has a little bit of everything, from the amazingly fast back straight to the Esses, long corners, short corners, fast stuff, slow stuff, and quite a few blind and off-camber corners for good measure. It is certainly a track that can teach you a WHOLE lot about riding a motorcycle at speed.
Previous to this season's excursions to Mid-Ohio, I had only visited once previously, in 2006. I was still fairly new to track riding, and certainly didn't know much about what I was doing, so I bumbled along through the day and finished with a best lap time of 1:51.53. What I thought was reasonably quick then has suddenly become a rather placid warm up lap for me now! Such has been the pace of my progression as a rider this season.
On my first trip to Mid-Ohio this year on July 1st, I made immediate progress, besting my previous personal record in only the third session of the day. That afternoon, I arranged for someone to get some chase footage of me around the track, both to show me what I could be doing better, and to take home to show to family and friends. The resulting video can be found here. With the video bike behind me, I put my head down and started clicking off laps fairly well, dropping my times into the 1:47s by the end of the day.
Between that track day and the next at Mid-Ohio on August 12th, I had finally been able to upgrade my long-abused stock suspension. Thanks to Sportbike Track Gear I had a brand new Elka rear shock, and Matt Carr at Ducati Indianapolis had rebuilt my forks into something significantly more track-worthy. I felt I had reached the point where I was struggling to progress further, and this was partially due to a bike that wasn't giving me the feel, feedback and traction I needed, and was thus hurting my confidence. With these upgrades and increased determination, I dipped down to a 1:45.23, and more importantly, got the long-awaited bump into Advanced class.
[As a note, I was accompanied to this track day by my father, an aspiring (and might I add talented) photographer, whose work can be seen at the top of this page. He can be reached at f51gtracing@f51gtracing.com for future engagements. A further sampling of his work can be found on his SmugMug page.]
This track day was to be another joint venture between myself and my friend Paul, accompanied by our wives Jenny (his) and Katie (mine). Though to be honest, to simply say my wife comes along is completely untrue. Katie is the official Free Radical Racing coach, chef, nutritionist, photographer, pit crew, rig driver, cargo loader, logistician, mental health specialist, accountant, assistant mechanic and the founder and charter member of the Free Radical Fanclub. She's the reason the whole operation happens, and I owe every corner of every lap to her.
We arrived at the gate to the track just as the sun was coming up. Uncharacteristically, I had been nearly unable to sleep the night before at the hotel, for no apparent reason. Nonetheless, I didn't feel tired, and assumed (rightly) that adrenaline would carry me through the rest of the day.
We were one of the first few through the gate, and proceeded to hurry down to registration to get our garage number and begin setting up. Talk around the already-packed garage was that the morning sessions would find a rather slippery track, as overnight temperatures in the low 50s F and high relative humidity would leave quite a bit of dew on the track, despite the previous several days of clean, dry conditions. After the riders' meeting (and more warnings about slippery sections of the track), I consulted briefly with some of the faster riders I knew from previous track days, several of which said they'd be skipping the first session.
No matter to me-- I paid for track time, not to be a spectator! So I took to the track anyway. I had mounted up my first set of race tires, a set of Bridgestone BT-002 race-takeoffs, and was eager to try them out after only having the chance to briefly scrub them in on the street. The unfortunate thing about race tires is that they take longer to reach operating temperature than do street tires. Couple that with an already cold and damp track, and I found myself riding on what felt like marbles for the first couple laps of the opening session. Gradually, I started to get some heat into the tires, and five laps into the session I was finally able to get a little lean angle out of the bike, and brought my times down to the 1:44s immediately.
My goals for the day had been fairly conservative. I wanted to work primarily on consistency, being able to turn the same lap time over and over again, to prove to myself that I was reliably fast, not just fast on accident. As such, I spent the remainder of the morning and the first couple sessions of the afternoon turning 1:44s and :45s, but improving my lines and technique in various parts of the track. I was slightly unhappy that my lap times weren't falling on their own, but encouraged that I was starting to really understand how to put in a good clean lap, and repeat it at will.
Finally, at the insistence of Jeff, my friend who had shot the chase video for me previously, I went out with him and his two friends to "play". I am riding a 2004 Yamaha YZF-R6, a revolutionary middleweight bike for its time and still a very capapble track weapon, especially as I have it currently modified. Jeff rides the 2007 edition of the same model, and has the edge on brakes, acceleration, and suspension in that regard. His two friends were equipped with a Kawasaki ZX-10R and a Yamaha YZF-R1, both heavyweight horsepower giants more than capable of running away from me on any of Mid-Ohio's several fast straights.
I've played with 1000cc bikes before, so I knew the drill I would need to run in order to keep pace. Get every bit of corner speed I could out of my little 600, drive hard onto the straights, and brake like a man possessed at the end of them. That said, when we got out and started having fun, I didn't really feel like I was working hard. I was playing with them, as we fright-trained through slower traffic (wait, since when is there traffic slower than me?!), showing them my front wheel going into corners to let them know I was there, and trying new and inventive ways of passing where I could. I was pushing the bike harder than I ever had previously, but somehow it didn't feel like I was pushing. I came into the pits grinning from ear to ear (and sweating profusely), and was rewarded with a 1:42.98 on my lap timer!
Throughout the day, Paul had been progressing rapidly as well, and was trying to make the bump to join me in Advanced class by the end of the day. Finally, he had worked out a deal with one of the track coaches that the latter would follow him for the final Intermediate session, and if he rode well enough, let him ride in the last Advanced session immediately following. Paul rode well, the instructor gave his blessing, and Paul pulled up beside us to go out for the final Advanced session.
Being fairly satisfied with my progress on the day, and generally just intending to enjoy myself, I had decided to ride with Jeff and friends again, and just go have a bit of fun to close out the day. Jeff had said that he was going to take some video of his friend on the ZX-10R, and I intended to harass them mercilessly for the whole session! But then at the start of the warm-up lap, Paul (benefiting from the increased cold traction afforded by his street Pirellis) elbowed his way past the Kawasaki and took off. I laid back a bit, as my tires weren't yet up to temperature, and watched as Paul put his head down and charged off into the distance.
As my tires gave me their quiet signal that they were ready to go, I looked up to see Paul some several corners ahead of me. I muttered "oh hell no" in my helmet and put my head down as well. I made quick work of the ZX-10 in the back section of the track and went to work reeling in Paul, who rides an R6 very similar to my own. I proceeded to turn my two fastest laps of the day, a 1:41.81 and a 1:41.71 back-to-back, and found myself right on Paul's rear wheel as we entered Thunder Alley. I kept the throttle pinned through turn 12 and stuck my front wheel right up inside of him in 13, to let him know I was there. Now we could play! I didn't have the right position to actually complete the pass, but I intended to try it again on the brakes for turn 1. But to my surprise, as we came onto the front straight, he sat up and waved me by! Oh well... I spent the remainder of the session just having fun, tossing the bike around and wringing its neck like you can only at a big track like Mid-Ohio.
Paul and I both came back to the pits exhausted, but happy and satisfied with the day's work. I had dropped my times a full three and a half seconds, gained a whole lot of consistency, and gotten comfortable running the pace I was running. On the season, I dropped nearly 10 seconds from my lap times! And more importantly, I had a helluva lot of fun doing it! There are still several areas where I can improve at this track, namely in corner exits and ironing out my lines at the end of the esses, and I think improving those areas will net me some sub-1:40 lap times next season. Can't wait 'till spring!
~Cephas
THE FREE RADICAL
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