California Superbike School USA

Trusting tires. Here's a chat between Dylan and Johnny on that topic.

superbikeschool 1 like. "Should you trust your tires?"

Four days at Streets of Willow Springs. We are headed to New Jersey next! We will be back at Streets in October.

🏁 Superbike School, the world's largest motorcycle track school since 1980. Over 153K riders and 103 world & national championships and counting.
🏍️ Register for a school near you on www.superbikeschool.com/schedule | link in bio
Or call (800) 530-3350

South Carolina! We will be there in 3 weeks. Spots available. 800-530-3350.

Last weekend at Willow Springs.

Successful weekend at Buttonwillow! We are at Laguna Seca this week and back to Southern California next week for 4 days at Willow Springs. Limited spots remain. Looking forward to seeing all new and familiar faces!

🏁 Superbike School, the world's largest motorcycle track school since 1980. Over 153K riders and 103 world & national championships and counting.
🏍️ Register for a school near you on www.superbikeschool.com/schedule | link in bio
Or call (800) 530-3350

Technique can vary from bike to bike but most of the basics apply to all bikes. The California Superbike School specializes in personalized, focused coaching to help you improve your riding skills.

During braking, your lower body should already be set for the upcoming corner. Avoid moving your lower body while steering into the turn. Ideally, reposition your lower body just before you close the throttle.

Trail Braking article by Dylan Code:

What is trail braking? The term and the technique explained Trail braking is one of the most commonly discussed motorcycle riding techniques but is often misunderstood. Here's what it means and why it works.

How does traction control work? Maybe differently that you think:

At the bottom of the graph you see two throttle traces. The yellow line represents the rider’s throttle demand — what the rider is asking for with their right wrist. The blue line represents the throttle actually delivered by the motorcycle after the ECU applies its traction-control and ride-by-wire logic. In other words, you have requested throttle (rider input) and granted throttle (ECU output).

At the top of the graph, the light-blue trace is rear-wheel spin, shown as the percentage difference between rear-wheel speed and front-wheel speed. The lower portion of that scale is around zero wheelspin, dipping slightly negative during deceleration. At the upper end of the trace the rider is generating roughly 15% wheelspin.

The purple trace above that shows torque reduction commanded by the ECU. This is the system stepping in to control excessive wheelspin when the rear wheel is rotating faster than the parameters allow. Lean angle (not shown here) is one of the major factors that determines how sensitive the system is at that moment.

The key takeaway is that traction control is reactive: when wheelspin exceeds the allowed threshold, the ECU briefly reduces engine torque. But even when it’s not actively cutting power, the ECU is still smoothing, limiting, or reshaping the rider’s throttle request. As a result, the motorcycle is not always giving the rider exactly what their wrist is asking for, even though the rider’s input is the starting point for the system.