Thunderhill Walk Through by Michael Earnest

[Prof]

Ok guys, I wasn't trying to describe Mike's ideal line and braking point for every rider and bike on the planet. I was just passing on some tidbits that he showed me and observations of his riding when he gave me a tow. I chose the corners I did because they are areas I have seen improvement due to Mike's input and because I've noticed that other riders might benefit from M. E.'s knowledge in these areas of the track.

As far as T5 and T11, the point I was trying to make, apparently without success, is that it's best to late apex them (I may not have worded my descriptions correctly, which I pointed out to Yody). How you do it I'll leave up to you. BTW Holeshot, I never mentioned trail braking, but since you did, I've had no problems trail braking either corner. I believe trail braking any particular corner is a matter of personal preference, skill, and riding style (just like backing it in).

 

[Yody]

How many times this year did you drop it in 11?:laughing Thats the point he is making.

I haven't "dropped" it once there, I have tucked the front due to riding in too close quarters with another rider. He took the early turn in and killed his corner speed. I went wide and went for the late apex. I ended up tapping his back tire and down went the front. All my fault, but it wasn't due to trailbraking.

 

[34robert]

Doesn't M.E. have a section in the Thunderhill paper about his lines?

 

[Holeshot]

Yody, I don't trail into T11 because the corner has considerable postive camber, loading the front up all on it's own...I don't want to overload the front while steering. Also, while trail braking is essential in some turns, it doesn't allow the front to actually steer and roll through the corner. Getting off the brakes in certain turns has made me considerably quicker this year alone. T11 would be one of those corners.

R1P, everyone has their own style, but as I said above, there's a time and a place for trail braking. Getting off the lever has helped me lose a whole second if not more, this season. Feel free to trail brake both T5 and T11, but as you get quicker, it's going to catch up with you. There's only so much load we can put on a front tire from steering to braking. I prefer to use up my CF with steering in those turns...considering I HAVE to get the bike steered at some point. Braking while steering quickly seem to have a habbit for sending me to the ground...

 

[Yody]

Yody, I don't trail into T11 because the corner has considerable postive camber, loading the front up all on it's own...I don't want to overload the front while steering. Also, while trail braking is essential in some turns, it doesn't allow the front to actually steer and roll through the corner. Getting off the brakes in certain turns has made me considerably quicker this year alone. T11 would be one of those corners.

R1P, everyone has their own style, but as I said above, there's a time and a place for trail braking. Getting off the lever has helped me lose a whole second if not more, this season. Feel free to trail brake both T5 and T11, but as you get quicker, it's going to catch up with you. There's only so much load we can put on a front tire from steering to braking. I prefer to use up my CF with steering in those turns...considering I HAVE to get the bike steered at some point. Braking while steering quickly seem to have a habbit for sending me to the ground...

Just a huge guess, but I'll assume your corner speed through this turn is very slow compared to your drive though 12/13?

 

[alphaq]

Continue to upshift as you accelerate up the high-speed front straight heading for the Start/Finish line. Rip off a 150 mph victory wheelie as you wave to your fans.

BRING IT ON !!!!!

Michael Earnest AFM #26 / AMA #70
2007 GSXR-1000 185 HP
Best Lap Time 1:49.9
www.PacificTrackTime.com

hey Mike! you think if I apply this to my 250 I'll be rippin' 1:49's?

 

[ILOAD2]

Yody, I don't trail into T11 because the corner has considerable postive camber, loading the front up all on it's own...I don't want to overload the front while steering. Also, while trail braking is essential in some turns, it doesn't allow the front to actually steer and roll through the corner. Getting off the brakes in certain turns has made me considerably quicker this year alone. T11 would be one of those corners.

R1P, everyone has their own style, but as I said above, there's a time and a place for trail braking. Getting off the lever has helped me lose a whole second if not more, this season. Feel free to trail brake both T5 and T11, but as you get quicker, it's going to catch up with you. There's only so much load we can put on a front tire from steering to braking. I prefer to use up my CF with steering in those turns...considering I HAVE to get the bike steered at some point. Braking while steering quickly seem to have a habbit for sending me to the ground...

As for T14?..

Off throttle under bridge right? Brakes- down ONE (1) gear on the liter bike.

Now-
Do you personally turn in at brake marker 1 -shooting for the first part of the curb,but end up catching the last 1/3 of it ?

OR

do you hold your turn in just a little late and turn in over the left hand corner of that square black patch?

Trail braking up through to a little after tip in?

Signed,

Inquiring Lager in Santa Cruz.

 

[Prof]

As for T14?..

Throttle off at bridge downshift twice to second (on my 1098); this depends on your drive out of T13, I'm doing 135-140 at the bridge. I don't use the black patch as a marker but the late entry and apex part sounds right. As far as trail braking, I only do it if needed; there have been times when I haven't got I hauled down and had to trail brake real deep. Drive off T14, short shift on the straight and square off the entry of T 15 for a late apex and superior drive onto the front straight. :nerd

 

[Holeshot]

Yuri,

on my 600 I'm braking just after the bridge, and downshifting twice at that point. It'd be the same on the liter bike. I aim to get a good drive off of T15 and have learned a neat little trick this season to do so better. If you rush the center part, or the entry of that corner, the bike tends to push out and and you're not able to get back to the throttle soon enough. I'm hard on the throttle almost right at the end of the pit road entrance and the bike is done steering for a run down the straight away.

I've found that not worrying about the tight apex to the entrance to T14 has helped me to get off T15 better. I found something in T7 at Sears due to this as well....it's helped me lose some decent time. I don't aim for a massive drive off of T14, and rather focus on getting the bike turned, sacrificing straightaway speed here for an earlier drive. It's helped a lot. I got into the high 54's the last time there, and I'm wagering this is part of the reason.

YMMV.

 

[Yody]

Yuri,

on my 600 I'm braking just after the bridge, and downshifting twice at that point. It'd be the same on the liter bike. I aim to get a good drive off of T15 and have learned a neat little trick this season to do so better. If you rush the center part, or the entry of that corner, the bike tends to push out and and you're not able to get back to the throttle soon enough. I'm hard on the throttle almost right at the end of the pit road entrance and the bike is done steering for a run down the straight away.

I've found that not worrying about the tight apex to the entrance to T14 has helped me to get off T15 better. I found something in T7 at Sears due to this as well....it's helped me lose some decent time. I don't aim for a massive drive off of T14, and rather focus on getting the bike turned, sacrificing straightaway speed here for an earlier drive. It's helped a lot. I got into the high 54's the last time there, and I'm wagering this is part of the reason.

YMMV.

(trying to understand what you are saying)

So when you say don't worry about a tight apex, you mean you don't worry about coming to the candy cane on 14? That not going wide out of 14 is the most important part because it makes it hard to setup for 15 becuase the bikes trying to push wide. And as well you kill corner speed on the entry (meaning going a little slower down the straight) to make sure that you get setup for 15 which setups you up for a great drive down the straight. Correct?

 

[DaveToo]

This is just so far above my riding level as to be about 80% useless. Entertaining, awe-inspiring, but just hard to fathom.

 

[Prof]

bump for MS and ME

 

[Jello_Biafra]

I'm gonna start reading this every night until the 24th, as well as printing a track map and writing in notes and gear selections. I'm gonna do 1:50's right out of the box dammit.

 

[Prof]

Settle down there cowboy. :teeth

 

[Toe]

this thread is awesome...should help me shave off a few seconds :cool

 

[Var]

I tried to apply these techniques on the track but it's hard to carry my laptop and ride at the same time.

 

[Yody]

this thread is awesome...should help me shave off a few seconds :cool

As Michael Ernest says, best way to shave seconds at Thill is to go really fast down the straights

 

[Holeshot]

....and use a Mach3 on your nutz and shaft.

 

[Toe]

As Michael Ernest says, best way to shave seconds at Thill is to go really fast down the straights

DONE! well...im working on it :laughing

....and use a Mach3 on your nutz and shaft.

:hand...my nuts are like eggshells

Im looking to get sub 2:10's this year, ill do whatever it takes :|

 

[Holeshot]

It takes going to a Zoom Zoom day and following me around Thomas!