aight i've been praticing blipping the throttle when i downshift and i'm not sure i'm doing it the right way. I engage clutch, down shift to desired gear, give throttle to match or at least try and match rpm then release clutch...If i'm doing this the right way will i even feel engine breaking (like a slight jolt) or will it jus be real smooth..thanx again guys

 

Depends on how close you match it. Dont give it enough RPMs then it will brake real good and if you give it too many RPMs it will thrust foward.

 

Depends on situation. If you're stopping then you'd want the braking. If it's for corner entry then your braking should have been already done and you're at your target speed, any further engine braking will only hurt your midcorner speed.

 

I had the hardest time learning how to blip on my bike, so I tried practicing in my truck. After some research, I found that I was doing what racers call the "Heel to Toe" method, which is essentially blipping for cars. Once I got the timing down, I tried on my 929 and it was real easy. If you watch the guys who ride at the track, they just give a quick blip of the throttle and off they go. Use the search feature here and you'll find a lot of threads that talk about blipping or rev matching...Hope this helps....

 

thanks agin guys..any more advise keep it comming..i'm all ears

 

I found the Keith Code reference that I used to learn how to downshift. Sorry for the lenght of it, but I hope it helps:

Brake/Down
Changing Gears Like a Pro

Barriers Open Doors

To make real improvement there must first exist a real barrier to overcome or a real result to achieve. These are always based on the rider’s own desires: to go faster; be more in control; have fewer panic situations; put it all together into a smooth flow or simply remove doubts and questions they have relating to those goals: when do the tires slide, how hard can I brake, how far can I lean the bike and so on.

When you look at it you’ll see that there is very little difference, if any, between a riding barrier and a riding goal; they both have the same stumbling blocks. They both have an end result to achieve. They both have some fear or uncertainty or distraction attached to them. There is always a barrier.

The Braking & Downshifting Barrier

An example of a common barrier would be the complications that arise from the hurried and slightly frantic control operations that stem from not learning to smoothly and simultaneously brake and downshift for traffic lights, obstructions and, of course, corners.

Doesn’t sound like a life or death threatening situation but when inspected closely you see what impact it really has on a rider’s attention and how they are spending it.

Check it out, if the rider can’t do braking and downshifting, simultaneously and smoothly, they are forced into one or more of the following attention draining scenarios:

1. Slowly letting out the clutch to make the downshift smoothly. This requires attention to be spent and is the most common way uneducated riders handle it.

2. Having to change gears once the bike is stopped. When the bike is stopped even the best transmissions can be sticky. Gears change more easily and more positively when the bike is moving. It causes less wear on the gearbox to change the gears while you are moving.

3. Having to change the gears after the braking is completed for a turn. That means doing it in the curve. This is distracting and can upset the bike, to say nothing of the rider.

4. Alternately going from the brake to the gas to match revs for the downshifts. This has the bike pogoing at the front. It does not get the bike slowed down quickly in an efficient manner. This is very busy riding.

5. Downshift before braking. This is fine for very relaxed riding situations at slow speeds but is hazardous to the engine if the rider is in “spirited cornering” mode as it provides the opportunity to over-rev the motor and bypass the rev limiter that protects it. Could be very expensive. In an emergency situation you don’t have time to do this because you should be on the brakes right away. Not only that but some emergencies require you to brake and then get on the gas right away for accelerating hard to avoid things like cars running a light on you. In this case the rider would not have the time to get it done.

6. Forget it entirely and just go through the corner. This forces downshift(s) to be done at the corner’s exit thus losing the drive out and complicating the whole thing by having to make a gear change when they should be rolling on the throttle. This is distracting and not smooth at all.

Coordination And Concentration

It is true that if a rider was uncoordinated and attempts simultaneous braking and downshifting it could be dangerous. For example having the front brake on along with the power can make your front wheel lock up.

On our panic-stop training bike I have seen it many times: the rider aggressively squeezes the brake and unconsciously rolls the throttle on at the same time. It’s spooky to watch. So yes, practice and coordination are necessary, you will have to practice.

More importantly, you have to make a decision. Are the 6 potential distractions above likely to ge

 

You realize a quarter turn is full throttle, right?

(at least on the F2 and up)

 

thanks skubysnak..its a lot of info but allin all the "brake-down" technique stood out to me the most, and thats something i'm gunna work on..thanks for that post..very informational

 

also thanks jaybird..you answered my inital question well

 

SpecR: What do you by a quarter turn is full throttle??? My quarter turn is basically a quick twist. Due to my wrist position before I blip, I wouldn't be able to open the throttle to full.