Monterey Challenge is a win, but indecision equals 12th postion in AMA Superbike

The San Diego BMW transporter arrived at Laguna Seca on Wednesday afternoon and was staged in the paddock that evening. Setup began for all the teams the next morning to get ready for the thousands of fans that would be walking through during the Red Bull US Gran Prix.
The new San Diego BWM trailer and Canopies were setup for the first time at this event and turned out better than we could have hoped for.

After setup was complete it was time to take a quick trip into Monterey to pick up our credentials for the weekend and we were set, or so we thought. The rest of Thursday was supposed to be fairly relaxing with the rest of the crew and the rider arriving later that evening. The rest of the crew was not a problem; the rider on the other hand was a different story. Jeremy was going to be flying into Monterey from Arizona around ten, but due to reasons yet to be determined he was redirected to the Fresno airport around eleven o’clock (this is 9 hours before he is supposed to be on track for first practice). When we heard that the airport was closed and that he wouldn’t be able to fly out until the next morning, Alysia hit the road to pick him up. Luckily they did manage to get back up in the air and instead of having to drive three hours she was able to just wait at the airport until 1:05 am and pick him up there.
In typical Monterey fashion the morning started out cool and foggy, which might not have been the worst thing. Due to the late arrival none of the other crew nor the rider were able to get their credentials until Friday morning. With the first Monterey Challenge (MC) practice scheduled for 8am the conditions on track weren’t safe to ride in so we had everyone head to the Embassy Suites to pick up their passes.
We were back on track for MC qualifying at 10:50 am when the morning mist had lifted. Toye had no problem getting right down to business and taking pole in the twenty minute session with a 1:29.1. This would set him up nicely for the ten lap race coming up in just under an hour.

 
The SD BMW S1000RR took the holeshot and walked away with the win, setting consistent laps a full second ahead of his nearest competitor. The MC crew really had a nice surprise for the top three after the race. Not only were they greeted in the podium area by press wanting to speak with the winners, but they were also taken to the podium where the winners of the USGP would stand later that weekend. The trophies and champagne were a very nice touch, and perhaps a little relief after such a hectic evening the night before.

Bubbly aside, now was really the time for work. A win is a win, but we came here to Laguna with the goal of doing well in the AMA Superbike event, and if we were even going to have a shot at the top 5 our lap times would have to drop by FOUR seconds. Last year the AMA race at Laguna had lap times in the 1:24 range, and if we were going to make a showing there is now way our current set up was going to do it.
Looking at the data from the MC race the team and rider discussed a few variations on the setup that would be an improvement. In the first AMA Superbike practice Jeremy was able to turn faster lap times a full second faster, but that’s only one out of 4 that we needed to be competitive. There would be much discussion about what to do because something big needed to change if we were going to earn a decent spot on the grid in Saturday’s two qualifying sessions. Every part of the motorcycle from the seat to the wheelbase was scrutinized, and come Saturday morning we had something for em’.
After the first few laps we could immediately tell that the bike had improved and by the time everything was said and done Jeremy ended up going two full seconds faster. That makes 3 out of four seconds that we needed, so before Q2 in the afternoon the team needed to find out where that last second was hiding. After speaking with Jeremy they found out his level of braking was being held up by instability. Since the direction we had taken last night was better some agreed that going further down that road would be the bee’s knees for the next session. However, if “A” is like “B” and “B” is like “C” that in no way says that “A” is like “C”.
When Q2 rolled around those more dramatic changes to the bike did make a difference, but not in the right direction. The braking problem was still there and now there was also a chatter problem from the front end that was new. Jeremy was able to ride in the 1:26 range, but wasn’t able to match his best time of the morning. A little bit dejected the team went back to the drawing board. Lacking a real connection with the bike it was hard to justify any new changes for the morning warm up. There were some features of the bike in Q2 that Jeremy really liked, such as the front end feel on corner entry and the initial throttle opening. So, the plan was to ride it one more time in the morning and see if we could match the times from Q1. That idea would never happen.
When we woke up on Sunday morning it was foggy as it had been for the entire weekend, but even worse. It was so bad that I couldn’t even see the Jumbotron screen we had been watching races on just 100 yards away. This morning mist decided to hang around for quite a bit longer too, so much so that AMA had to cancel the morning warm up sessions for both Daytona Sportbike and AMA Superbike due to unsafe track conditions. Sportbike was SOL, but we were hoping that they would be able to fit in a small warm up for the Superbke guys somewhere in the schedule later in the day. We lucked out.
Just after the USGP there was enough time before our race that the AMA was going to give us an eight minute warm-up session. We found out that the bike was still the same, swimming in under breaking and now it was even bottoming out. I would love to say here that we did the right thing and put the bike back to what it was on Saturday morning when Jeremy went the fastest, but we didn’t. Instead we tried to address the problems this new setup and it backfired, big-time!
Not only did the changes we made to this setup not address the problems, they made the bike very hard to ride. Chatter in the front was exacerbated, the bike was still difficult to ride in on the binders. We were way off of our own pace, let alone the 24’s being set at the front of the field. Twenty three laps later Jeremy was 12th out of 24 bikes and there was a lot of head shaking going on, but the good news is that it didn’t end with anyone getting hurt (except for our egos a bit), and we’ve learned a very valuable lesson.
When we show up for a race weekend there is a very specific amount of time that a team has to make adjustments to the motorcycle, for the rider to test them, and then to make a decision. Sometimes there could be even less time due to weather or unforeseen circumstances, but the bottom line is that when it comes time to race it’s NOT time to start gambling! You look back on the practice sessions the team has had so far, and the setup that has produced the best results (typically a lap time) is the one that goes on the bike for the race. Period.
Our next event is the second round of the California State Championship this weekend (July 31 – August 1) and I can guarantee you that this synopsis will not happen again. Yes, we might make a change to the bike in practice that has a negative effect, but that will be in practice, NOT IN THE RACE. Next week I will be posting another race report for Gary and Jeremy’s weekend at Infineon with good news, I’m sure.

Getting ready to go

Adjusted the rake and trail for stability.

We're socked in with fog

Mount Laguna Seca is ensnared with fog this morning thay refuses to
burn off, so the AMA has cancelled the morming warm-up session. That
was our last chance to make any modifications to the bike so we're set
to go at 3:45pm after the MotoGP race.

One step backwards for Q2

The second qualifying session didn't go as well as we had hoped, with
the wind picking up almost everyones lap times were slower or no
improvement. The radar gun wasn't getting lit up either with top
speeds down by 5-6 mph.

Our best time of the session was a 1:26.76, 4/10ths slower than the
morning session. One rider improved significantly in the afternoon
session to jump onto the 2nd row of the grid, but that meant we got
bumped back one position to 13th and onto the 4th row - so nobody is
happy with that result.

The wind has picked up now every day in the late afternoon so I expect
it will be windy on Sunday when we race. We'll seen then how the
conditions play their part in the show.

12th in 1st Qualifying Session

The first qualifying session is in the books and the team improved on
yesterdays practice session by more than 1.6 seconds to a best laptime
of 1:26.332 and a top speed of 135.36 mph.

On lap 15 the bike ran out of gas as someone forgot to top it up
during the rear tire change, but the qualifying lap was already in the
books.

The next practice is at 3:50pm and the goal is to get onto the 2nd row
of the grid with an improvement of 3/10ths of a second.

Front Page of the Monterey Herald today

A day in the spotlight

Today the team had a big time show experience after we won the
Monterey Challenge. Jeremy had reporters sticking microphones in his
face then he was whisked away to the upper decks to stand on the
podium - where the likes of greats from the MotoGP from years gone by
have stood before him - and trophies were handed out by dignitaries.
Then he got to shoot champagne over the railing to the crowd below -
including me while I stood holding the bike for the photographers.

But the lap times didn't make the team happy. 1:28.998 is at least 2
seconds off where we would like to be. Jason and Jody poured over the
laptop to analyze the collected data and found that the front and rear
shocks were out of sync, especially in turn 6. They decided to change
out the spring on the rear shock. After doing that we headed to the
practice session for the AMA Superbike.

The session opened well and the lap times were an improvement, but
Jeremy came in with some feedback and Jody made some more changes.
Back out again and the lap times dropped again to a 14th fastest
1:27.998 - a full second faster than the laps of the Monterey
Challenge - and a 5th fastest trap speed of 133 mph.

After this the tires started to go off and no further improvement
trackside could be made. Back in the pits, Jason and Jody set out to
make some more adjustments to find those extra 2 seconds we need for a
top 5 finish.

Tomorrow is 2 rounds of Qualifying.

The Monterey Challenge Trophy

Jason and Jody deciding what to do to make the bike go faster

One race , one win

Jeremy Toye walked away with the Monterey Challenge at Lagnua Seca
this afternoon - running 2 seconds per lap faster than his nearest
racer - and setting a fastest lap time of 1:28.999 before easing off
the throttle and running 1:33's through to the finish.

Next on the schedule is AMA Superbike practice at 4pm

Easy win for Toye

6 second lead after 3 laps in the Monterey Challenge

Sent from my iPhone

1:29.1 tops the Monterey Challenge grid

The plane to nowhere ... And back again

Jeremy was to get into Monterey Airport last night at 9:40pm. But when
Jason went to the airport to pick him up, we find that his plane had
been diverted to Fresno because someone forgot to turn on the runway
landing beacon in the fog. The airline said they couldn't leave from
Fresno because the airport was closed. The only options available were
overnighting at the airport or a chartered bis to Monterey, neither
were appealing. Alisha, Jeremy's girlfriend, volunteered to drive to
Fresno to pick him up and left just before midnight - when the track
gates closed - for the 3 hour drive. 30 minutes into the trip she got
a call from Jeremy that the plane was leaving Fresno (don't ask me
how) and he would get into Monterey at 1:05am. But after she pocked
him up at the airport they both had to bunk with Jimmy Woods parents
downtown, because the track was locked up. So a pretty sleepless night
- lets cross our fingers that this is the WORST thing that happens all
weekend.

A day of nothing

7am - Woken by the dolcet tones of Jason banging around the RV. I
didn't hear him get in at midnight after driving his own pickup from
San Diego and that's a good thing.

We unloaded the trailer, laid the rubber flooring and setup the brand
new canopy attached to the trailer. Jason had to install a dozen
canopy clips to the trailer to finish the job but it all got done and
it looked bitchin'

Down in Monterey we collected our credentials from the AMA amd went to
Home Depot to get a Bolt after finding one of the rear latches broken
on the trailer - WARRANTY !!

Back at the pit (after bullshitting our way passed the security staff
to get Jasons truck back into the pits without a parking pass) Jason
changed out the wheels of the A-bike and installed a new front wheel
fairing before the bike could be teched for the Monterey Challenge in
the morning.

A really quiet day. But as soon as Jody gets here in an hour or two
they'll be working on the bike getting it ready for 8am practice.

And now the canopy is up

The pit is open

The pit is up

The view while we wait to get the truck into the pits

We've made it to the big show

We've just arrived at Laguna Seca for the AMA round at the MotoGP.

Hopefully we are in the right spot to get our pit assignment, but nobody is really sure WHAT is going on !

We're here!

Gary, myself, and the trailer have made it to Lancaster for a WSMC weekend! It's going to be a hot one, and on the way in we were greeted with lightning and rain...

Tuesday Trailerdate!!

Wheel locks went in the trailer today and we also received Holliday Canopie's frame kit. We'll be hunting for fence tubing tomorrow to build the frame and should be getting the top early next week! Jeremy is working on bike prep still and the Sunoco spec fuel came today for tuning. Speaking of which, Gary's S1000RR is supposed to go on the dyno tomorrow for a power commander V and race gas!!!

Moving right along!!!!

The AMA bodywork was dropped off at MC Pro Design today, the B bike is being prepped, and the Yoshimura exhausts are almost done with production!

Moving right along!!

Evolution: Suspension, Part 2

Last time we spoke I was describing to you how the complete Ohlins suspension system along with the Attack Triple Clamps complimented the S1000RR. At the very end of the article I hinted that there is a better solution, and for those of you who waited so patiently, here it is.

With the accreditation of an international magazine (thanks Roadracing World) comes the chance to test multiple components. Two of those parts happen to be at the front and the rear of the motorcycle in the form of a new Bitubo shock from Germany (the very same that Badovini uses on his Superstock S1000RR) and AK Gas forks from Traxxion Dynamics.

Something must be understood when discussing the importance of motorcycle suspension. The size and shape of the contact patch on each tire is the root of how a bike handles, feels, and grips. A rider knows what’s going on by feeling through the suspension, so it is clear that this is very important. These new parts from Bitubo and Traxxion gave Jeremy a better translation. In turn he is able to go faster much more comfortably.

To compliment this, the team has also engineered a new part for the suspension linkage on the S1000RR. The factory engineers were quite ingenious in their OEM design. When they started delivering bikes with such a progressive rate it allowed the stock S1000RR to do two things very well. First and foremost a very light spring can be installed on the rear shock. Since most customers purchasing this bike are going to use them primarily for street riding the softer spring rate will make cruising on the freeway and bumpy roads more comfortable. On the flipside the progressive suspension also keeps the bike off of the bottom when riding at an enthusiastic pace on the canyon roads, or even at a track day.

In racing conditions this progressive nature is not as desirable. When a rider starts to push the limits the shock gets lower and lower in the stroke as the centripetal force increases exponentially. If the suspension is too progressive it will mimic hitting the bottom of a standard linear linkage. A rider needs to be able to use the entire stroke on the shock to get the most out of a chassis. For that reason our development reduced this progression rate, again allowing Jeremy and Gary more speed!

Within the world of motorcycle roadracing there are huge costs, publicity, riders, crews, engineers, fans, new tracks, etcetera, etcetera, etcetera… Fundamentally, this all stems from one very “simple” act, winning. It’s not who can run the quickest single lap, or where you start on the grid, but who can get to the checkered flag first! So one must be curious what does it take to win? Is it whoever has the most money? Is it whoever has the “best” rider? Perhaps it’s the nicest bike with the nicest parts. No. To put it quite bluntly it is whoever has the combination that can run the total distance of the race in the shortest time. Now don’t get me wrong, very often it is the teams with the most money that can build the nicest bikes and pay the best riders, but if any team could complete that laps in less time, underdogs they may, they would be the winners…

See you at Laguna!