I stole this from the previous putnam thread. Kim stole it from the putnam website. Page 8 (I'm pretty sure it's that one) has a write up by Jack as well.
Kim and I will be like kids in the van.. 'are we there yet, there yet' Jumping up and down, etc.
Tray Batey on Team Valvoline EMGO Suzuki GSXR, Putnam Park-1995
(photo courtesy Team Hammer, Inc.)
FAST LAP AT PUTNAM PARK ROAD COURSE
by Tray Batey
Accelerating toward turn one, the brake markers come into view and I ease the bike to the left of the track as I approach them. I brake at the chosen marker and aim the bike toward the right hand turn one after releasing the brakes. I put the bike approximately 12-18 inches from the inside edging of the turn at its tightest point and let it run wide toward the left at the exit in order to connect my cornering arc with the enterance to turn two. Before turn two tightens up, the bike should be outside toward the left against the dirt edging. At this point the bike is about 50% of full lean angle and I go to full lean at this point still approaching the right hand turn from the left. The bike clips the inside of turn two at the exit and carves a graceful arc toward the outside of the track approaching the right hand turn three kink.
The bike slips as I apply more throttle and bites in hard as the rear wheel hits the edge of the concrete lining the outside of the kink. I let the rear tire follow the grove of the concrete apron and pull the bike back down to point me toward turn four. Briefly I apply full throttle through the dip going ino turn four to keep the suspension stiff and prevent bottoming. I let the bike enter left hand turn four about mid-track as the extreme inside is slightly off-camber and traction is poor. I tighten my line around four until the bike is approximately 8 feet from the inside curbing toward 3/4 turn. Here I apply more throttle and slowly pick up the bike as it squirms toward the right hand edge of the track, accelerating hard now toward turn five, a right hand turn.
Turns five and six are extremely flat and it is very easy to become lost here and lose your positioning. Good reference points here are critical for a very fast lap. I let the bike ease back over to the left as I approach turn five and prepare to brake slightly and backshift. I turn the bike in toward the right and graze the concrete curbing on my right with my right knee. The bike is going very fast now and the turn has not opened up enough yet for me to see where I'm going. The point at which I dropped the bike will determine if I will stay on the track or not. No room for changes at this speed. As the outside of turn six comes into view, a concrete curbing becomes visible lining the outside of the track. The bike rushes at the concrete at an angle and touches the edge with both wheels. The bike slightly berms off the concrete and changes my arc enough to point me toward turn seven, the tight right hand bus-stop. I'm using full throttle again now and ease the bike to the left approaching the turn. Maximum braking and start to backshift, as the turn draws near, I pitch the bike down on my right knee while I'm still on the straight area preceding the turn and let the front tire start to scrub the remaining speed as the bike slowly starts to arc to the right. As the speed slows, and the front tire starts to bite in good, the bike tightens up its arc and I aim for the inside curbing from my outside approach. I graze the curb with my right knee and start to apply throttle. The bike squirms badly, finally finding traction and with the last hard twitch it lofts the front wheel.
The next upshift is made with front still airborne and the bike rushes down the hill toward Dead Bear turn. The front slowly returns to earth as I approach the left hand turn and I leave the throttle on as long as possible and move the bike to my right. The track runs downhill slightly in the braking area and I use the brakes firmly but not suddenly, giving the front a chance to grip in. I release the brakes and drop quickly onto my left knee, letting the front tire scrub off the remaining speed. I stay mid-turn through the entrance and tighten my line to the inside halfway through. The asphalt starts to climb uphill at this point and I keep the bike o my left in order to give myself plenty of room once I start to accelerate hard. As the bike starts to climb the hill I use more and more throttle, letting the force of the machine hitting the slight incline provide the rear tire with more traction. The bike squirms badly and heads for the outside of the track approaching the exit.
Full throttle now and I'm setting myself up for the long right hand carousel turn. I move left on the approach, brake hard against the slight incline, backshift, and drop the bike onto my right knee. I'm going too fast to make the turn but as I reach full lean, the front tire starts to scrub off the unnecessary speed. As the speed slows, the bike gradually starts to turn right against the incline. I let the bike have its way until mid-turn, there I bring it in tight to my right against the concrete as I crest the hill and start to descend. I let the bike run out about mid-track and gradually apply more throttle as I make my run toward the right hand kink. I lift the throttle slightly as I lean in, scrubbing speed gently with the front tire. I re-set the throttle just before reaching maximum lean and the bike runs out against the concrete curbing. The curbing causes the bike to slightly tighten its arc as I approach the right hand turn emptying onto the front straight. The bike is pointed toward the right hand curbing and I just graze it with my knee as the turn starts to open up toward the exit. I let the bike run wide now, still at full lean and gently apply more throttle. The bike squirms toward the barrier lining the outside of the pit area. The bike just grazes the edge of the pavement on the left and I pull upright hard, tucking in and upshifting down the hill toward turn one again.