Dirt Track Racing Quotes

A winner, a champion, will accept his fate. He will continue with his wheels in the dirt. He will do his best to maintain his line and gradually get himself back on the track when it is safe to do so. Yes, he loses a few places in the race. Yes, he is at a disadvantage. But he i A winner, a champion, will accept his fate. He will continue with his wheels in the dirt. He will do his best to maintain his line and gradually get himself back on the track when it is safe to do so. Yes, he loses a few places in the race. Yes, he is at a disadvantage. But he is still racing. He is still alive

I’ll wait. I’ll wait forever. I’ll die waiting, holding your hand and watching you sleep. If that’s all I get, fine, I’m gonna hold the hell out of your hand.

A winner, a champion, will accept his fate. He will continue with his wheels in the dirt. He will do his best to maintain his line and gradually get himself back on the track when it is safe to do so. Yes, he loses a few places in the race. Yes, he is at a disadvantage. But he is still racing. He is still alive. The

In Memory of My Feelings" My quietness has a man in it, he is transparent and he carries me quietly, like a gondola, through the streets. He has several likenesses, like stars and years, like numerals. My quietness has a number of naked selves, so many pistols I have borrowed to protect myselves from creatures who too readily recognize my weapons and have murder in their heart! though in winter they are warm as roses, in the desert taste of chilled anisette. At times, withdrawn, I rise into the cool skies and gaze on at the imponderable world with the simple identification of my colleagues, the mountains. Manfred climbs to my nape, speaks, but I do not hear him, I'm too blue. An elephant takes up his trumpet, money flutters from the windows of cries, silk stretching its mirror across shoulder blades. A gun is "fired." One of me rushes to window #13 and one of me raises his whip and one of me flutters up from the center of the track amidst the pink flamingoes, and underneath their hooves as they round the last turn my lips are scarred and brown, brushed by tails, masked in dirt's lust, definition, open mouths gasping for the cries of the bettors for the lungs of earth. So many of my transparencies could not resist the race! Terror in earth, dried mushrooms, pink feathers, tickets, a flaking moon drifting across the muddied teeth, the imperceptible moan of covered breathing, love of the serpent! I am underneath its leaves as the hunter crackles and pants and bursts, as the barrage balloon drifts behind a cloud and animal death whips out its flashlight, whistling and slipping the glove off the trigger hand. The serpent's eyes redden at sight of those thorny fingernails, he is so smooth! My transparent selves flail about like vipers in a pail, writhing and hissing without panic, with a certain justice of response and presently the aquiline serpent comes to resemble the Medusa.

His mate was so gorgeous, and he wasn’t a fool. Not once did he imagine she was untouched. Just like him.

Racing is not what it used to be. The purity's gone. In the beginning, people lived or the thunder of hoofs against the brown dirt track. Horses were treated like royalty. Now, they're like slaves.

Damping forces depend on oil viscosity, orifice sizes, piston size, valving, shim configuration, and most of all, velocity.

three main forces in suspension components: spring forces, damping forces, and frictional forces. That’s it. That’s all there is.

Length One (L1) is the first measurement. To obtain L1, the rear wheel must be off the ground. If the bike has a centerstand, this task is simple; if not it may help to have a few, friends around to lift the bike. If you’re measuring a road race bike, don’t use a swingarm stand—even though the tire will be off the ground, the weight of the motorcycle will still be pushing down on the suspension, causing it to compress.

Now lift the sprung mass of the motorcycle up about 25mm and very slowly let it sink back down until it stops. Where it stops is L3. Again, if there were no friction, it would drop a bit more. The midpoint between L2 and L3 is where it would be without friction. Next average L2 and L3 and subtract that result from L1 to find static sag. Static Sag = L1 - ((L2 + L3)/2)

The L2 measurement is next. Put the motorcycle back on the ground and place the rider on board. Have the rider grab onto something to balance or use a wheel chock, like the Condor Pit-Stop, while the rider is in position. Now push down on the suspension about 25mm (about an inch) and very slowly let the suspension rise back up and stop. If there were no friction in the suspension, it would continue to come up further. Where the suspension stops is the L2 measurement (measure between the same two points as L1).

The main thing spring preload adjustments really do is change the ride height. A change in ride height affects what percentage of suspension travel is available for absorbing bumps and for extending into holes or dips in the road surface.

Testing has shown the proper top-out spring can drastically affect traction particularly when leaned over in the turns.

Damping is viscous friction. It turns kinetic energy into heat and is sensitive only to damper velocity and not suspension stroke position.

All forms of damping accomplish one thing: they slow down the movement of the suspension.

Oil viscosity is a measure of a fluid’s resistance to flow.

Good numbers for rear suspension are much lower—2mm is considered good and more than 6mm indicates something’s wrong.

The size of the stiction zone is an excellent indicator of the condition of the suspension.

if the rider can get used to a little looser feeling, the gains in traction will improve lap times and tire life, and his “ideal feel peak” would be closer to the traction peak.

Too much rebound damping looks like this: you push down on the seat and you can see the suspension move upward slowly. As it slowly reaches the top of the rebound stroke it stops all movement.

Here is what a good starting point for rebound damping looks like: after the suspension is compressed, it will rebound. When the suspension reaches the top of its stroke, it will barely overshoot and settle down to its free sag point (a very small, single bounce).

I like to explain stability using an analogy from my favorite sport, auto racing. A few years ago I drove to a racetrack in Southern California to spend a couple of days training with my coach. To warm up, I took a few “sedan laps” in my street car at the time, a modified BMW M3 coupe with a powerful 460+ HP engine. After months of creeping along on clogged Southern California freeways, it was hugely fun to dive into the corners and fly down the straightaways. Then I switched to the track car we had rented, basically a stripped-down, race-worthy version of the popular BMW 325i. Although this vehicle’s engine produced only about one-third as much power (165 HP) as my street car, my lap times in it were several seconds faster, which is an eternity in auto racing. What made the difference? The track car’s 20 percent lighter weight played a part, but far more important were its tighter chassis and its stickier, race-grade tires. Together, these transmitted more of the engine’s force to the road, allowing this car to go much faster through the corners. Though my street car was quicker in the long straights, it was much slower overall because it could not corner as efficiently. The track car was faster because it had better stability. Without stability, my street car’s more powerful engine was not much use. If I attempted to drive it through the curves as fast as I drove the track car, I’d end up spinning into the dirt. In the context of the gym, my street car is the guy with huge muscles who loads the bar with plates but who always seems to be getting injured (and can’t do much else besides lift weights in the gym). The track car is the unassuming-looking dude who can deadlift twice his body weight, hit a fast serve in tennis, and then go run up a mountain the next day. He doesn’t necessarily look strong. But because he has trained for stability as well as strength, his muscles can transmit much more force across his entire body, from his shoulders to his feet, while protecting his vulnerable back and knee joints. He is like a track-ready race car: strong, fast, stable—and healthy, because his superior stability allows him to do all these things while rarely, if ever, getting injured.

Racers ride special motocross bikes, also called dirt bikes. They race on rugged tracks that are closed to normal traffic.