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7th Annual Sport-Touring School

Douglasjre

Douglasjre

Guest
Guest
7th Annual Sport Touring School
This annual event is designed to be educational and fun. The training is individual enough that newer riders can learn new skills, while seasoned riders capitalize upon their existing skill-sets. This track was designed with large safe runoffs. Void of cars, intersections, trees, and guardrails you will be able to implement new concepts from the classroom with the safety of a purpose-built training facility. You will be coached on the track where you will practice the theories taught in the classroom.

Skill comes first, speed comes later. "You have to slow down if you want to go fast." Check out a prior year's event:

If you want to just come hang out with the gang and see what it's all about, that's cool. You will regret not signing up, but it's ok. Come be a part of this. If you don't sign up for the school and just sit in on class and think you'll go try these new skills on a public roadway...good luck. That's like watching boxing then jumping in the ring with Mike Tyson. The track is a safe place to learn. Lord only knows how we survived learning to ride on public roads.

What This Is
This is an advanced rider training course for those looking to learn more than public roadways can safely permit. Certificates will be issued to participants who safely complete this course. Check with your insurance company for insurance discounts.

What This Is Not
This is NOT racing school. While this does take place at a closed course, this is not race school, and racing will not take place at this event.

Who Should Attend
If you have more fun in the turns than you do on the straights... If you get that Zen feeling when you’ve mastered your favorite road...or if you have ever scared yourself... Then this event is for you. You will have a former CCS/WERA licensed racer teaching in the classroom, and there will be licensed racers coaching in on track. They have mastered the concepts you will be learning.

Spectators (family and friends) are encouraged to come. The gate fee has been $10/person (children under 12 free) for the weekend, and includes camping for the whole weekend.

Rider Requirements

  • Helmet - Undamaged, DOT full face helmet with face shield. No flip-up (modular) helmets.
  • Riding Boots - Must cover the ankles. Rentals available.
  • Riding Gloves - Gloves must cover entire hand and extend over the wrist Rentals available.
  • Leather Suits - Leather suits may be one piece or two piece that zips together the entire way around (made of leather ONLY). Rentals available.
The Jennings website lists rental gear prices. Feel free to call the Track Shop if you fear you have an odd size. Or just buy a suit. It's the holidays. Never hurts to ask. You can wear yours on public roadways so it's not like it's a one-time-thing. The track is like crack. Most people get addicted so you'll use the suit there again.
Bike Requirements
Your tires should be 80% new. All glass and lights must be covered with blue painters’ tape (available at Home Depot/Lowe's/Amazon/eBay), and there must be no leaks. You can bring whatever bike you want. Contact Douglas Re (douglasjre@gmail.com) if you have questions about your bike.

Track Maps
It is best to memorize the track by drawing the map before attending. Learning the track in advance makes it easier to focus on the skills when you get there. It would be a shame if you wasted the whole morning learning the track instead of the skills. Please bring your track map and a pen with you to the track. How to draw a track map:

  1. Google the Track Map.
  2. Look at image of map, pull out a stack of 8.5x11 computer paper and use the whole page to try and draw the map. Do it again, and again.
  3. After 5-10 drawings, try drawing it from memory. Compare it to the downloaded image. Do it again and again.
  4. After you have a drawing you like, draw in the turn numbers.
  5. This is my line on this track. Follow this: https://youtu.be/5tyH8yGeH4A
  6. Draw map features like trees, start finish line, rumble strips, things you see in your line of sight.
  7. Watch Youtube again and find a video where you can see gear shift indicator/hear the gear a guy is in. Many novices use stock gearing so don't watch Expert videos.
  8. Write gear shifts onto your map.
  9. Take note of the race line. There will be much more discussion on race-line/alternate-line Friday night and Saturday in class.
  10. Try to write the turns from memory starting with turn 1. It will look like this: LLLRLLRLRLLLRR
  11. Have a friend quiz you by having them say say turn number, you'll say L or R.
  12. Next, skip ahead randomly in YouTube videos. See if you know which turn you're in, and which is coming up next
It's OK to use over 30 pieces of computer paper to learn the map. Paper is cheap. I have a track map for every track I've ever been to. You need to do your homework before school to get the most out of this. If you waste your whole morning learning the track you'll come to tell me I was right. I don't want to be right.
Camping
Camping for the weekend is included with the gate fee, payable upon arrival. The track gates lock each night at 9:45pm sharp. We have indoor bathrooms/showers for everybody that are open 24 hrs. We like you more the more you use them.

Food concessions are available for breakfast and lunch. Prices are reasonable and the American fare is excellent. You may also bring your own snacks/meals/BBQ/portable kitchen. There are RV hookups. Call the track for details. One (1) gallon of drinking water/rider/day is recommended. Don't forget adult beverages for the evenings. Would we forget that.

Don't plan on showing up Saturday morning. There is so much going on that day. Arrive Friday afternoon after 2pm but before the track walk (1 hour prior to sunset). At night, the plans are to go to the Rodeo restaurant (authentic Mexican) at Exit 5 Lake Park, GA for dinner. Then plan on camping trackside Saturday evening. After all, an adult beverage taste better at the track you were on!

Photos
There will be a professional photographer at the track who will have track photos of you available for your purchase at the end of the day.

Arrival - Friday Afternoon
You need to get to the track Friday afternoon. We will then do the well known "track walk" exactly 60 minutes before sunset (Google determines time). Trust me, you will get a workout mentally and physically. Come with a clear head and be prepared to work hard. It is advisable to start in the gym to prepare. Do not come thinking you'll be faster than your friend. You might be the fastest of all your friends, but you're all the slowest guys here. You'll be shocked at what skills others have.

Registration & Fees

All registration must be done online through the website: https://jenningsgp.com/store/p180/JGP_Track_Day_Saturday_February_11%2C_2023.html

You are only in Expert group if you are a license racer. Intermediate group is for those guys with many track days and track schools under their belt. Novice is for the rest. You're still novice if you've attended once before. The day you will sign-up/pay for is SATURDAY FEBRUARY 11, 2023.

Riders between the ages of 12-18: Please contact Jennings GP for more details. You do not need a motorcycle license as this is not a public roadway. Parental consent is required.

Online registration will close when Jennings sells all its spots. They will sell out prior to the event. Last minute sign-ups won't happen. Every year somebody tries....
Questions & Additional Information

If you have any questions, please contact event organizer Douglas Re at douglasjre@gmail.com or (407) 791-1543.
For additional information about the Jennings GP track: jenningsgp.com.

Sign-up page here: https://concours.org/event-5077791?CalendarViewType=1&SelectedDate=2/20/2023
Also don't forget to sign up for the Saturday Novice Group on the Jennings site listed above.
 
Good program, many "glad they did it" Cog riders.
**Again: Open registration spots will sell out before event, no last minute sign ups will happen as Doug said above
 
I'll most likely skip it simply because I have other plans for next year. It's well worth doing if you've never attended. Doug can actually teach you stuff & you'll have a blast doing it! ☺️
 
I have to lose about 15 lbs to get into my one piece:rolleyes:

Turned into a girdle, and I am going to wear it around the house to help stretch it.

My Brother asked how much I weighed, I said 210 and got on the scale 220:(

The female hormone shot they gave me for prostate cancer has many nasty side effects,

I knew nothing about It, the nurse says lift your shirt and bam, the worst pain spreading two feet out from the injection area,

hot flashes, hunger, lost care for sex, supposed to wear off six months, never again...

got to quit eating late.
 
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It's well worth attending. Always wanted to and finally did last year. I won't be making it this year and my leathers (worn 1 day) are for sale at less than half price.
Selling for $175. Medium (Chest 46, Waist 34,OUTSEAM 39.25, INSEAM 30.5). I'm 5'9" 170 lbs.

20220123_135615.jpg
 
Doug, you should try one of those hormone shots.

You won't like the results,

you'll start riding side saddle ;) and like It

only $2,000. I for the many inconveniences.
 

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cuda said:
Doug, you should try one of those hormone shots.

You won't like the results,

you'll start riding side saddle ;) and like It

only $2,000. I for the many inconveniences.
Click to expand...
Sounds like a good time 🤷

I think that suit looks loose on you. The stomach and legs look loose. Hard to judge from just a photo but If someone can grab a fistful of suit in the center of your chest then it's definitely loose. You're supposed to peel yourself out of it like a banana. If it's loose and slides around on you while you slide then your skin will come off on the inside of the suit. A suit that doesn't move protects best. Is that pic B4 the non-binary injection? 🤪

I vote you get some miles on those leathers...
 
As I said, I've gained weight since that picture. That dog passed away two years ago..

I went from a 6 AM workout to a 7 AM cancer treatment, lethargic.

But It's giving me an added drive to diet.
 
I highly recommend this course to all riders no matter how you feel your riding acumen is. You will absolutely come away with more than you anticipated. I had a hang-up with right cornering. While there are not a lot of right handers on this course there were enough to overcome my phobia of proper body positioning into right handers.
I would advise new tires and listen to Doug's recommendation on tire pressures and be as humble as possible because your riding deficits will surface. Doug will discuss with you privately and give alternatives that may make you look sideways at him but just do it because the man knows his shit.
Thanks Doug! I took what I learned to Eureka Springs last year with Mr Dionne riding behind me on Comms. Mike said he saw a 100% improvement in my riding since the last time he rode with me. There were A LOT of tight right handers there!!
 
This event is coming up shortly.
Be sure you have plenty of painters tape, 1 more roll than you initially think.
Any questions not answered in the initial posting pls contact Doug directly if it can't wait until you get there.
Watch the weather for night temps especially.
Jo
 
Ted, I heard you just moved. That's no excuse. Not letting you off that easy,
plus I need help getting my fat --- in this straight jacket

I just read Liposuction is about $3,500.00 :rolleyes:

Sending my ECU to Steve so you don't pass me:giggle:

We have the same old ZX 14 headers, with the cats removed, I had to remove my center stand to bring my weight closer to your petite stature
 

The Pace​

Separating street from track, riding from racing


By Nick Ienatsch
February 24, 2009

Racing involves speed, concentration and commitment; the results of a mistake are usually catastrophic because there's little room for error riding at 100 percent. Performance street riding is less intense and further from the absolute limit, but because circumstances are less controlled, mistakes and over aggressiveness can be equally catastrophic. Plenty of roadracers have sworn off street riding. "Too dangerous, too many variables and too easy to get carried away with too much speed," track specialists claim. Adrenaline-addled racers find themselves treating the street like the track, and not surprisingly, they get burned by the police, the laws of physics and the cold, harsh realities of an environment not groomed for ten-tenths riding. But as many of us know, a swift ride down a favorite road may be the finest way to spend a few free hours with a bike we love. And these few hours are best enjoyed riding at The Pace.

A year after I joined Motorcyclist staff in 1984, Mitch Boehm was hired. Six months later, The Pace came into being, and we perfected it during the next few months of road testing and weekend fun rides. Now The Pace is part of my life - and a part of the Sunday morning riding group I frequent. The Pace is a street riding technique that not only keeps street riders alive, but thoroughly entertained as well.

THE PACE
The Pace focuses on bike control and de-emphasizes outright speed. Full-throttle acceleration and last minute braking aren't part of the program, effectively eliminating the two most common single-bike accident scenarios in sport riding. Cornering momentum is the name of the game, stressing strong, forceful inputs at the handlebar to place the bike correctly at the entrance of the turn and get it flicked in with little wasted time and distance. Since the throttle wasn't slammed open at the exit of the last corner, the next corner doesn't require much, if any, braking. It isn't uncommon to ride with our group and not see a brake light flash all morning.

If the brakes are required, the front lever gets squeezed smoothly, quickly and with a good deal of force to set entrance speed in minimum time. Running in on the brakes is tantamount to running off the road, a confession that you're pushing too hard and not getting your entrance speed set early enough because you stayed on the gas too long. Running The Pace decreases your reliance on the throttle and brakes, the two easiest controls to abuse, and hones your ability to judge cornering speed, which is the most thrilling aspect of performance street riding.

ADVERTISEMENT

YOUR LANE IS YOUR LIMIT
Crossing the centerline at any time except during a passing maneuver is intolerable, another sign that you're pushing too hard to keep up. Even when you have a clean line of sight through a left-hand kink, stay to the right of the centerline. Staying on the right side of the centerline is much more challenging than simply straightening every slight corner, and when the whole group is committed to this intelligent practice, the temptation to cheat is eliminated through peer pressure and logic. Though street riding shouldn't be described in racing terms, you can think of your lane as the race track. Leaving your lane is tantamount to a crash.

Exact bike control has you using every inch of your lane if the circumstances permit it. In corners with a clear line of sight and no oncoming traffic, enter at the far outside of the corner, turn the bike relatively late in the corner to get a late apex at the far inside of your lane and accelerate out, just brushing the far outside of your lane as your bike stands up. Steer your bike forcefully but smoothly to minimize the transition time. Don't hammer it down because the chassis will bobble slightly as it settles, possibly carrying you off line. Since you haven't charged in on the brakes, you can get the throttle on early, before the apex, which balances and settles your bike for the drive out.

More often than not, circumstances do not permit the full use of your lane from yellow line to white line and back again. Blind corners, oncoming traffic and gravel on the road are a few criteria that dictate a more conservative approach, so leave yourself a three or four foot margin for error, especially at the left side of the lane where errant oncoming traffic could prove fatal. Simply narrow your entrance on a blind right-harder and move your apex into your lane three feet on blind left turns in order to stay free of unseen oncoming traffic hogging the centerline. Because you're running at The Pace and not flat out, your controlled entrances offer additional time to deal with unexpected gravel or other debris in your lane; the outside wheel track is usually the cleanest through a dirty corner since a car weights its outside tires most, scrubbing more dirt off the pavement in the process, so aim for that line.

A GOOD LEADER, WILLING FOLLOWERS
The street is not a racing environment, and it takes humility, self assurance and self control to keep it that way. The leader sets the pace and monitors his mirrors for signs of raggedness in the ranks that follow, such as tucking in on straights, crossing over the yellow line and hanging off the motorcycle in the corners, If the leader pulls away, he simply slows his straight way speed slightly but continues to enjoy the corners, thus closing the ranks but missing none of the fun. The small group of three or four riders I ride with is so harmonious that the pace is identical no matter who's leading. The lead shifts occasionally with a quick hand sign, but there's never a pass for the lead with an ego on the sleeve. Make no mistake, the riding is spirited and quick in the corners. Anyone with a right arm can hammer down the straights; it's proficiency in the corners that makes The Pace come alive.

Following distances are relatively lengthy, with the straightaways taken at more moderate speeds, providing the perfect opportunity to adjust the gaps. Keeping a good distance serves several purposes, besides being safer. Rock chips are minimized, and the police or highway patrol won't suspect a race is in progress. The Pace's style of not hanging off in corners also reduces the appearance of pushing too hard and adds a degree of maturity and sensibility in the eyes of the public and the law. There's a definite challenge to cornering quickly while sitting sedately on your bike.

New rider indoctrination takes some time because The Pace develops very high cornering speeds and newcomers want to hammer the throttle on the exits to make up for what they lose at the entrances. Our group slows drastically when a new rider joins the ranks because our technique of moderate straightaway speed and no brakes can suck the unaware into a corner too fast, creating the most common single bike accident. With a new rider learning The Pace behind you, tap your brake lightly well before the turn to alert him and make sure he understands there's no pressure to stay with the group.

There's plenty of ongoing communication during The Pace. A foot off the peg indicates debris in the road, and all slowing or turning intentions are signaled in advance with the left hand and arm. Turn signals are used for direction changes and passing, with a wave of the left hand to thank the cars that move right and make it easy for motorcyclists to get past. Since you don't have a death grip on the handlebar, your left hand is also free to wave to oncoming riders, a fading courtesy that we'd like to see return. If you're getting the idea The Pace is a relaxing, noncompetitive way to ride with a group, you are right.

RELAX AND FLICK IT
I'd rather spend a Sunday in the mountains riding at The Pace than a Sunday at the racetrack, it's that enjoyable. Countersteering is the name of the game; smooth, forceful steering input at the handlebar relayed to the tires' contact patches through a rigid sport bike frame. Riding at The Pace is certainly what bike manufacturers had in mind when sport bikes evolved to the street.

But the machine isn't the most important aspect of running The Pace because you can do it on anything capable of getting through a corner. Attitude is The Pace's most important aspect: realizing the friend ahead of you isn't a competitor, respecting his right to lead the group occasionally and giving him credit for his riding skills. You must have the maturity to limit your straightaway speeds to allow the group to stay in touch and the sense to realize that racetrack tactics such as late braking and full throttle runs to redline will alienate the public and police and possibly introduce you to the unforgiving laws of gravity. When the group arrives at the destination after running The Pace, no one feels outgunned or is left with the feeling he must prove himself on the return run. If you've got some thing to prove, get on a racetrack.

The racetrack measures your speed with a stop watch and direct competition, welcoming your aggression and gritty resolve to be the best. Performance street riding's only yardstick is the amount of enjoyment gained, not lap times, finishing position or competitors beaten. The differences are huge but not always remembered by riders who haven't discovered The Pace's cornering pureness and group involvement. Hammer on the racetrack. Pace yourself on the street.-MC

UWUP2LUE6SOGWEZXG5264PC4PY.jpg

"The Pace", first appearing in the November 1991 issue of Motorcyclist magazine
 
The track runs rain or shine. It's up to Jackie if she wants to credit you for Sunday I'll stick around if she does. Let me know
 
Good news the track is allowing us to transfer our track day with classroom time over to Sunday instead. I'm still headed up there tonight but let everybody know that the class in track time will be Sunday instead. If you still want to go out Saturday because you have to leave and sometime on Sunday no problem I'll teach you Saturday as well. Your choice. Spread the word
 
It's Going to be a nice and COOL, dry Sunday.

38 to 55 Brrr
 
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Thank You

Douglas, for a job, well done

You and your wonderful, well-informed wife, (thanks for the tape job)

and puppy tending (y)

I expected Mike's bike to be much faster, since they claimed 190 HP.
 
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We got rained out on our scheduled day, Saturday. The track granted us Sunday as a rain date. Those who could stick around enjoyed a great day of classroom skills, on-track drills, and generally fast track fun. Sunday's weather was much better to us.
 

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OK, I need more info/Foto's...
,, Cuda, is that you? Who's Mike? 190 HP?
,,, ONO, when you decide to go, let me know. {I'll find a way to go too. <evil grin>}
,,,, Doug, is that you in the Isle of man coat?
,,,,, "What" no RED Connies?

Ride safe, Ted
 
connie_rider said:
OK, I need more info/Foto's...
,, Cuda, is that you? Who's Mike? 190 HP?
,,, ONO, when you decide to go, let me know. {I'll find a way to go too. <evil grin>}
,,,, Doug, is that you in the Isle of man coat?
,,,,, "What" no RED Connies?

Ride safe, Ted
Click to expand...
red CONknees would hold up the pack!
 
OK, I was worried because his bike is said to be 195 HP and mine 160, I passed him very easily and ran away from him, put it this way it's a 2-mile track and I could lap him in eight to nine laps, I did not stay out for any full sessions that radiation has cooked me, low energy level.

The funny thing is he said he could smell fuel when I passed him, Mike has 4 bikes but this was his first time at a track, and to me, I don't believe he was winding it up high enough. ?

It pisses me off that you have to run without a tach, you must cover it with tape,

Taking Doug's air pressure advice helped me stick in the corners, 28 front 32 rear

He said some racers go to 18 psi


I had the only C 14 there ???

no one showed up from our group so I had no bike for a real comparison,

I could hang with a Ducati in speed,a 160 HP bike that weighs 200 lbs less than a 14

Those corners are a bitch with a heavy bike.

A new KTM 390 Duke 373CC 46hp single cyl was tearing up the track because its 300lbs

power To weight ratio
 
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