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Track Day #2: California Speedway, July 13, 2002
By Mike Lachance

After my first track day on the TZ, back in May, at the Firebird East track in Arizona, I was all too eagar to get back out on the TZ and work on some of the things I felt myself lacking in, first time out. The middle of July in Phoenix gets, shall we say, ridiculously hot. Typical temps range from 105-115 F. during the day, and perhaps 90-100 F. overnight. A track day in these kinds of temps is just plain unbearable. Nonetheless there had been a half-day track day scheduled for July 14, a Sunday. This would have been from 6am-11am, ending just as the temperature got "hot". Unfortunately, not enough riders pre-registered and the track day was cancelled the weekend prior.

Saved By The Internet
One of the great things about the internet is the rapid proliferation of news and the ability to communicate with efficiency and speed. By the middle of the week I learned of a track day organization in California running a discounted track day, the layout of the track, and the fact that three riders that I knew (one of them on a TZ) would be there. My decision was made! I pre-registered with FastTrack Riders and exchanged a few emails with David Pyles, the new owner of the organization, regarding details and groupings of the riders. David is a great guy and was more than willing to answer the questions I had. The track was rumored to be exceptionally nice.

TZ Adjustments
After the firebird trackday in May, I changed out my gears to allow better acceleration off tight turns. Most importantly here, was installing the low first gear. I also had looked over the clutch plates and discs, swapping some rather hashed up ones for some not so hashed up ones, from my spares box. Everything was in order.

Going to California
The drive from Phoenix, AZ to Fontana, CA would take approximately 5 hours, or so I calculated. My truck is nice, but it isn't what you'd call "fast". In particular the drive to California can seem a long drawn out climb up a long drawn out series in shallow rises. Doesn't make for the greatest of speed when you are down on HP.

The track was to open at 7am, so I figured leaving around 2am would suffice. A few minutes here and there wouldn't matter, as it would be a while before the bikes actually started on the track.

The Trip
We got to bed early Friday night, around 9:30pm. Didn't actually get to sleep until 10:30pm it seemed. Kinda' like when you're a kid, trying to go to sleep on Christmas Eve. Not as easy as you would like or want it to be. Finally, sleeeeep... disrupted by the beeping of the alarm at 1am... ok, better than no sleep. The bike was already in the truck, so Kristy and I had little to do besides a few final checks to make sure we weren't forgetting anything. We were out the door by 2am. Topped up with gas, ice, drink and some food, we hit the I-10 freeway by 2:15am. Very good timing so far!

The weather forecast called for wind and dust in Phoenix for the weekend, but partly cloudy/sunny skies for California. That was good to know. However, Phoenix wasn't going to let me leave without a goodbye kiss. Nearing central Phoenix on I-10, we were assaulted by mother nature herself. Apparently she keeps odd hours. A hellish dust storn hit us as we trucked along at 70mph. Perhaps the meanest dust storm I had seen in a few years, and definatly the first I recall ever being in at 2:30am. This was followed by some light sprinkles of rain, but luckily the rain never really built up. A few sprinkles was fine by me. With my bike totally exposed in the bed of the truck, the dust was enough to agitate me . We leave Phoenix, and with it the foul weather.

Although the dust stayed in Phoenix, and the rain was hardly noticeable, the weather system seemed to be running in an east west band all the way from Phoenix to the California border, staying just a few miles to the north of us on I-10. I hoped it would stop short of California Speedway!

The rest of the road trip went surprisingly well. The Ranger seemed to have decent power, only a few hills posed a velocity challenge, and gas mileage was normal. I had thought about handing over driving duties when we hit Palm Springs, CA, but wasn't tired when we got there so I continued driving all the way to the track.

Finding California Speedway couldn't have been easier. The track sits about 2 miles off the interstate and is so huge and well developed that you simply can't miss it. To our pleasure, we arrive at the track at exactly 7am. Doesn't get any better than that!

Welcome to California Speedway
This is a top notch facility. I had never seen a high dollar corn fed NASCAR track before and this was a doozey. The facilities seem to lack nothing. The infield course was lost within the immensity of the outer oval and the infield structures. Quite simply, this is the type of track most people WISH their local track was like. (NASCAR aside of course). For our track day, we would be using a very spacious and accomodating garage building. I didnt count, but there must have been at least 16-20 bays, back to back, fully open on the inside with at least 15 TV sets and an integrated PA system. Very nice!

Also riding at the track this weekend were David Hawks from Northridge, CA, and Kim, a friend from Phoenix. David brought his 1991 TZ250 and pitted next to us. Kind of nice having two TZ's in a row within a sea of street-sportbikes! Kim brought her CBR F1 and her boyfriend. It was nice to see people I knew. Makes the whole day more enjoyable.

There were quite a few riders today. It seemed that things might get a bit "crowded" on the track and my concern was genuine. FastTrack Riders, who run this show, had broken the riders down into 5 groups. After the riders meeting they announced that they would, instead, run 3 groups, allowing more sessions per group. The combining of groups was only to affect the advanced, and club racer levels. Fine by me. David Pyles held a very clear and efficient Riders Meeting, which was the final procedure before opening the track. This is it! Track day number two, here I come.

Short Notice
The Beginner/Student Group were the first to go out this morning. As they left David Hawks attempted to persuade me to "upgrade" to the advanced group which he was in. I thought about it, but felt that for now, the intermediate would probably be better for me.

Before I knew it they were announcing the 5 minute call for intermediate group! I never heard the 15 or 10 minute call! No Fun! I scrambled to gather all my gear and get into my leathers, boots, helmet, gloves. By the time I was on the TZ they were calling final call. I made it out in time, (there really is no cut-off) but the short warning was a bit stressful.

The TZ started up fine and was running well. I headed out and entered the track. I had studied the track map carefully and gone over it on paper with a few people. There didn't seem to be any real surprises in store for me, but this is definately a busy track. 1.7 miles and 15 turns. (more if you count the bends). As is my custom, my first few laps were rather leisurely. After a lap or so I decided to open the TZ up and start to work the bike. Once I hit the powerband the clutch began to slip.. slipping away to oblivion. I couldn't believe it! Here I am on a great track and I can't use my power. 8,000... 9,000... 10-SLIIIIIP!... I was not happy. I rode around and around, always being careful to baby the throttle, trying to get power to the pavement without spinning it into the ozone via the clutch. In retrospect, things could have been worse. On the first or second lap, two bikes went down in the decreasing radius turn 13. These guys were warned about this turn in the riders meeting. Guess some people don't get it. Nevertheless, after 6 laps I called it quits and ended my session early. The track seemed nice enough. What a waste!

FIRST SESSION LAP TIMES: (Intermediate Group, 6 laps run)
2:02.20, 1:47.10, 1:47.60, 1:50.60, 1:46.80, 1:53.65 (end lap). Engine Temp 70.

So You Thought You Knew Everything About Clutches?
I made my way back to the pits and was not a happy racer. I told David Hawks what was up and he mentioned he had the same thing happen to him once. Unfortunately, we couldn't discuss it at the moment as he was heading right out for his session.

I wished Dale were here. The guy sure is handy to have around in a crunch situation. David returned after his session and we discussed the problem in greater detail. I pulled the clutch plates and inspected the discs. Everything LOOKED fine.... but wait... whats this? I have 5 discs and FIVE plates??? What the HELL was I doing! I must have had a brain fart when I reassembled everything after changing gears. Its pretty bad when you can change TZ gears, sight unseen, but screw up something as simple as a dry clucth installation. I felt really stupid, but at least I discovered it and not David... I could only imagine how stupid he must have thought I was.

So, apparently the problem is solved. Makes sense, metal on metal is not very good for proper clutch performance. I adjust a bit of clutch lever action for the difference in clutch spec now, and the TZ is good to go.....

Three Minute call! What? Once again, I rush to get my gear on... this "no warning" stuff is getting old. Hurry, hurry, hurry, Final Call. I get the TZ out and start to roll it to start.... there is no resistance from the motor. Cluch in, clutch out, it is the same. What's going on now??? Non believing, I try again... there is just no resistance in the clutch. The TZ is most definately not startable like this. No dice. Back to the garage I roll.

How to Adjust A Clutch:101
I am pretty upset at this point. I just missed my session, and I have no idea why the clutch is acting like a freewheeling pinwheel. David informs me that it is just not adjusted right. Sometimes its the obvious things that escape me.

Since I am a self-proclaimed "Mr. Know-it-all" its times like this that really put me in my place. Now, I had done countless clutches on wet-type sportbikes. It had always been a rather simple job. Remove the old clutch parts, install the new one. a simple lever adjustment... done! seems the TZ is a bit different. We adjust the plate adjuster, the cable center adjuster and the lever adjuster and get some solid resistance. That should do it. I never had thought much about what that pressure plate adjuster really does. Makes sense now!

Instead of losing a session, I decide to move up to the Advanced Group. David informs me that they probably arn't that much faster than the Intermediate group anyway. This leaves me about 5 minutes, once again, to get ready to go out. I am beginning to tire of this hurry hurry hurry routine.

We head out and I apply some power to the TZ. DAMMIT! Same problem. Good through the lower revs, slips like mad once I hit the powerband. This is not looking good. It seems that the rpms are holding through a bit higher now than before, but this just doesn't make sense. I can't use the bike where it works best, and among otherthings, my concentration is shot due to my worrying about getting wound up into a corner and then slipping off all my power... only to have it come back and bite me all at once... What can I do? I'm getting more comfortable on this course however, and it sure has alot of turns! David zips by me with little effort. So thats what a TZ sounds like when it passes you... I feel very slow. (most likely due to the fact that I AM slow) I believe everyone in this session has passed me now. Once again, there is a bike down in the decreasing radius turn 13. I don't understand, this is not the most difficult turn on the track by any means. Its a waving red flag, so the session is over early. Disgruntled, I bring the TZ back to the pits.

SECOND SESSION LAP TIMES: (Advanced Group, 5 laps run)
1:46.10, 1:45.75, 1:38.05, 1:39.10, 1:52.45 (Red Flag Lap). Engine Temp 70-75.

We examine the plates and discs and re-adjust the clutch once again. I take the TZ around the pits and test out the clutch. It slips a little bit, so I bring it back in and re-adjust. There isn't much left for adjusting. Test it in the pits again, and it now seems to be holding. This better work.

One More Time
The third session of the day. Second session with the Advanced Group. First Lap and everything feels good. I get on the gas and hit the power band. Clutch seems to hold. By the next lap however there is some slipping evident. This problam seems to have moved up from 10,000 to around 10,500 maybe 11,000rpm. A little better, but still unnerving. The other riders are pretty fast, but my concentration is severely taxed.

Several incidents occured this time out. I missed a shift approaching turn 8 and went off the track onto the tarmac. Had to wait until the course was clear before re-entering the track. Then, several laps later, coming into 10 I took the customary wide approach before cutting the corner. The line most all riders take. Just as I'm about to turn-in a rider passes on the inside, cutting my line and cutting me off. By this time I have no choice but to abort the turn and go off the course. This brings me uneventfully onto the closed portion of the course again, along the tarmac next to a corner workers station. I wait my turn to re-enter the track and am back on course again in a minute. This is nuts. I feel like an idiot. With my lack of concentration, and the apparent lack of a proper line exhibited by certain riders here, I conclude I need to get the hell off the track untill I get this bike sorted out.

THIRD SESSION LAP TIMES: (Advanced Group, 6 laps run)
1:39.30, 1:41.50, 1:54.55, 1:55.35, 2:23.70 (off track lap), 1:48.65 (end lap). Engine Temp 70-75.

After re-installing and re-adjusting the clucth again, I double check everything. Again, it's working. Seems, however, that I am at the limits of my adjustments. It is becoming apparent that almost everything on my TZ is ending up at the "limits of it's adjustments." The humor escapes me.

LUNCH BREAK
Spent most of lunch break trying to get the clutch just a little bit better.

I'm not happy. It's looking to be a bust of a day. Wouldn't be that bad if I hadn't driven 300 miles to get here. David comes in and I explain to him whats happening. He thinks maybe the discs are shot. I tear the clutch down again and look at everything. To my eye, the plates seem a bit glazed. In my judgement they shouldn't be like that so I decide to scuff them off on the smooth concrete of the garage deck. (very smooth concrete).. Now this is an old Auto-Mechanic trick, I'm not proud of it, but when you don't have sanding material or a mill, it works. So there I am playing with clutch discs on the concrete, as I sit beside my pesky TZ in my garage bay. I feel silly, in a way, but then again, its either this, or I don't ride.

It's nice how so many people are attracted to TZ's. Several people just stop and stare at the bike. As if it were some exotic race-bred classic... I seem to forget that it is. A few people seem very interested and ask what it takes to find, buy, race, and maintain one. I tell them, often to their surprise, that it isn't hard to find one, isn't expensive to buy one, more fun than they can imagine to race one, and not as hard as they may think to maintain one. I think there is alot more mystique surrounding the TZ250 than need be.

By now my plates are no longer glazed over. They're by no means perfectly honed, but they have enough scuff on them to dispell my concerns. The discs appear to have enough meat on them, and they dont look too terribly hashed up. But they seem to be a bit plastic-like. I'm sure this can't be helping. Off I go to find someone with some brake cleaner or other clean solvent. I find a guy with some PJ-1 Contact Cleaner. I clean off each disc and each plate thoroughly. I don't wan't even a trace of oil or grease on the clutch.

There wasn't much else I could do. The adjustments seemed to be just about as good as could be. The intermediate group would be a bit more busy after lunch. Many riders were moved around, some moving up to intermediate, some moving up to advanced, some moving down from advanced.

One More Time
David Pyles and the FastTrack Riders organization are really moving the groups along here. I'm amazed at how many sessions have been out in such a short time! its not even 1pm and this will be my fourth session.

I decide that given the clutch trouble I have and the apparent lack of line judgement that a few "Advanced" riders are exhibiting, it makes more sense for me to move myself back down to the "Intermediate Group". At least this way I may not get passed as much and can focus more on the bike and my technique rather than not getting run over. It wouldn't normally be a concern for me, but given today's troubles, I feel it is the wise thing to do.

David Hawks is at home in his group however. His times are definately faster than mine.

So out I go for my fourth session! The intermediate group is rather large and there are alot of riders, but they arn't quite as aggressive. Some are very fast, but I think they have a bit less ego within their helmets. I head out on my first lap. To my amazement I can actually begin to use some TZ250 power! This is good news. The bike is handling great, as it has been all morning. The trouble was on the straights. Getting the bike to rev and keep the power to the wheels was almost impossible. Now it is working well into 11,000rpm. If I baby the gas a bit I can wind the bike through 12-13,000. To do this I have to be gentle on the top end though. A hearty mashing of the throttle at any speed above 11,000 will result in clutch slip. I begin to work with it, and in a few laps I feel I have the problem sorted out. No longer am I stuck with spinning away all my power. I'm losing a little bit on top end in the straights, but I work with it and begin to settle in. I just can't go wide open throttle on the straights.

For the first time all day I ran through to the checkered flag. This session felt great. I could actually use the power of the bike, and focus on the track and my technique. The clutch wasnt 100%, but it was manageable.

FOURTH SESSION LAP TIMES: (Intermediate Group, 11 laps run)
1:39,90, 1:40.80, 1:40.00, 1:37.30, 1:37.20, 1:35.35, 1:35.75, 1:35.60, 1:33.10, 1:33.30, 1:41.25 (end lap). Engine Temp 75-80.

Session 5
With my improvements in both lap time and clutch time on the last session, I was feeling a bit better now. Perhaps the weekend wasn't a bust after all! Out we went on our fifth session of the day!

The bike was working well, with the clutch giving me little trouble. Just enough to prevent me from using 100% throttle above 11,000rpm, but well enough to allow good, solid acceleration and power on demand. I began looking at my lines. I began realizing the potential of the TZ is well beyond my own potential. This, it turned out, was a good realization. I found myself in a few turns where I would normally fall into panic mode. Instead, however, I simply reminded myself what I was riding, and flic, the TZ250 laughed off the "supposed" crisis situation. After two such TZ moments, I had little to worry about here on this track.

To balance out this new found confidence, this session was extremely crowded. In addition to an abundance of big herky jerky thumpers and small, squidly 600's there was a sprinkling of riders whos lines resembled cracks in pavement. Negotiating these riders, and trying to predict their movements proved a bit dicey at times.

Coming into several turns on the TZ in "comfortable mode" I found myself with a windshield full of "R1". These gusy rode more brake than a senior citizen on a sunday drive. One such fellow with unmistakable black-on-black leathers seemed to be in perpetual "opposite line" mode. Merely seeing him ahead of me was unnerving. It always ended up in a criss-cross pass as I had to pass him by crossing under and behind his terrible wrong line, to the inside, as he meandered across to the outside though any given turn. This guy didn't belong here.

At the checkered flag, I felt I was clearly getting my TZ legs dialed in. I didn't work as hard, and felt more in control of the TZ than before. I did miss a few shifts during this session, a few false neutrals. Fortunately I was able to get the gears sorted out and never lost a beat through these shifting incidents. Throughout the day I did find myself screwing up some down shifts with street pattern upshifts. This can be unnerving at times, even more so when you do it repeatedly in the same spot on the track lap after lap. After a while I started catching myself before making the same mistake again. Perhaps my lap times would have been even better without all the traffic, but I wasn't about to complain. It felt good.

FIFTH SESSION LAP TIMES: (Intermediate Group, 11 laps run)
1:33.65, 1:41.05, 1:44.40, 1:39.05, 1:34.30, 1:33.20, 1:35.75, 1:33.55, 1:36.40, 1:36.65, 1:51.90 (end lap). Engine Temp 75-80.

Putting It All Together
The next session was to be the culmination of the things I learned in the previous two sessions. I was comfortable with the bike and began to feel a part of the machine, rather than a passenger. To me, this is the point where one can begin to improve, both as rider and as a student of the TZ. Not as much traffic this time out, or so it seemed. I found a good rhythm and began picking off the laps. Each lap felt better and I began touching down my toe. A small feat perhaps (a pun?) but a step up for me. (another pun?) I really wanted to get a knee down, but at the same time, didn't want to force the issue. If I didn't NEED to touch the knee down than why go out of my way trying? Still, there were a few turns that in which I knew I had to have been REALLY close to the ground, perhaps an inch off. Maybe the TZ doesn't require a knee down when your only riding it at 70% of its potential. I didn't mind. The fact that I could play around with the bike like this spoke volumes about my comfort level.

The Course: A Hot Lap
The course is very active. You come onto the front straight as you enter the course. In a moment turn one is present and a line wide to the left will allow you to cut the chicane through 1 and 2 in one fluid move. Exiting turn 2 can bring you out wide to the right unless you get a better setup exiting turn one. Regardless, there is enough run out out of 2 that you can setup for three rather easily. Exiting the right hander turn 3, you rapidly approach the turn 4-5 chicane. You've got to setup for 4 by hugging the right side of the track. Once here you can easily get a straight shot through both turns 4 and 5 at once, shooting you out wide to the left for the easy turn in through turn 6. Turn 6 can be taken under full power and will sweep you through towards, turn 7. A good line for 7 can be had by keeping to the left side of the track as you approach, cutting the turn cleanly onto the first back straight as you accelerate towards turn 8.

Whereas you came out of turn 7 through to the left side of the track, you must now get back over to the right side of the track fast, to setup for the turn 8-9 chicane. Take a wide early setup for 8 and spot the apex. The sooner you prepare mentally, the better off you'll be when it's time to negotiate the turn. Get some leg down and some body weight off the bike and take a late but assured line, cutting through 8 most importantly. Turn 9 will come naturally if you enter 8 properly. This brings you onto the second back straight, a short stint where you can only accelerate for a moment before preparing for, what I feel is, the most challenging turn of the course. Turn 10 is a no-nonsense right-left that demands proper attention and care. Setup by taking a left track approach. Find a target and use it. Drop a leg and get the bike and your weight downbefore you turn in. The wider you enter the more time youll have to clean up your entry into 11. Eleven will spit you out onto the second back straight. Here you have a long run out through to the far end of the track. The bike can be opened up rather heartily, through turn 12, which is a gentle sweeper to the left followed by a gentle entry into turn 13.

As you approach 13, decelleration is rather important. Turn 13 is a decreasing radius 180 degree operation. The turn is easy on entry and tight on exit. Use the corner worker station as a target and be aware of the rapid approach of the sharp turn at the end. Enter wide to the left of the track and bleed off only enough speed to allow a clean completion of the entrance onto the first front straight. Cut the apex across the entire track from left to right using the right side curb as a guide. This spits you out onto the first front straight while you apply power to accelerate towards turn 14.

Turn 14 can be taken with a fair amount of speed. This is another right-left type chicane which runs back to back with turn 15. This chicane is a clean entrance and exit. Spot the target well in advance and negotiating will be simple. Once out of 15 you have a long run up the front straight towards turn 1. Be prepared for the 1-2 transition. Set up mentally, before you get there. This is the longest straightaway of the course. Use it to evaluate your last lap, as you'll have little time to think again, once you hit turn one.

A Great Session, Considering
Once again the big guy with the black leathers was out slowing us down. A great lap would be in the making.. then you come up on him and play detective for half a lap. "Hmmmm.... what the hell is he doing? How do I get around him?" To make matters worse, this session ended after only 5 laps due to another crash and a Red Flag. This time someone screwed up in the 10-11 chicane, shooting grass, dirt and hay onto the track. Makes one realize how much work some riders are going through out there. Or just how bad they are. It's not for me to say.

SIXTH SESSION LAP TIMES: (Intermediate Group, 5 laps run)
1:38.40, 1:38.25, 1:33.60, 1:32.85, 1:36.85 (Red Flagged end lap). Engine Temp 75-80.

Final Glory?
By this time, the afternoon was taking its toll on many riders. David Hawks had called it a day, although I know he had a blast and was planning on returning the next day. His last session was short but I clocked him at a respectable 1:27.55. Very nice!

My last session was exceptional, in that there were only a handful of riders on the track. This session proved to be an awakening of sorts. I was focusing on technique and concentrating on putting turns together consistently. I began to regularly pass other bikes, some of which were otherwise rather fast. I was riding more aggressively and began to loosen up considerably. Gone were the gaggles of bikes grouping up like schools of fish in every corner. Ya, sure the "black leathers" guy was out there still, but by this time his laps were so slow that passing him was a matter of trivial courtesy.

As fate would have it, on the last lap yet another bike went down. This time it was in the middle of 6. I came up to the turn to find a big bike in my way. I managed to find a path around the bike and debris, and rode the rest of the lap at an easy pace under the red flag.

I still didn't manage to get a knee down, but again, I wasn't really bothered. That will come with time. I knew that this session was a major step up and my lap times were bound to show it. I came into the pits once again, and Kristy greeted me with a big smile, probably a reflection of my own.

SEVENTH SESSION LAP TIMES: (Intermediate Group, 11 laps run)
1:34.65, 1:35.85, 1:35.25, 1:32.45, 1:32.30, 1:35.05, 1:29.55, 1:33.40, 1:31.15, 1:31.00, 1:29.55, 1:58.70 (Red Flagged Last Lap). Engine Temp 70-75.

The drive back to Phoenix was rather boring and uneventful, with the exception of the unusually high number of California Highway Patrol we encountered. I hear that Kim actually got to talk with one of them. Leave it to CHP to put a damper on someones weekend.

We arrived on schedule at around 10pm, tired, but content.
Would I do it again? Yes.

Next on the list: NEW CLUTCH!

END NOTE: My riding must be improving. My first track day was on a 1.25 mile, 10 turn course. My best time was 1:27. In comparison, my second track day was on a 1.70 mile 15 turn course. My best time was a 1:29. I think this is a good trend and the tires show it!