VOL. 53 ISSUE 48 DECEMBER 6, 2016 P71
The latter two points came
with fixing the first point. Jason
discovered I was diving to the
apex because I wasn't carrying
enough roll speed, basically, not
trusting the front tire enough. I
was braking at about the right
point of the corner, but I was
braking too hard and slowing
down too much. When you slow
down, the revs drop, and you
naturally "fall" into the corner.
With higher roll speed, the revs
stay up, and you naturally want
to stay wider in the corner, keep-
ing up the corner speed and
making yourself faster on the
exit. Riding this way also stops
the chassis from see-sawing. It
keeps the bike more neutral and
thus easier to ride.
Getting the throttle opened a
touch earlier helps keep the bike
settled. Jason admitted to me
he probably opens the throttle
at 15 percent on the side of the
tire, whereas I'd be opening it 20
percent, but a touch later than
Jason. That extra five percent
would put too many stresses
(Clockwise) Kawasaki's Race
Kit ECU. A weekend tuner's
playground.
GP Suspension provided their own
25mm fork cartridge kit for the
project. Rennie and Joey swapped
out the electronic steering
damper for a conventional Ohlins
unit seen here.
Vortex rearsets had to be
chopped down to avoid
grounding out in cornering.
GP Suspension fettled Penske
8987 shock did its job over the
project, although the team did
change to a slightly heavier
spring on the final day.
Cont. on page 74
