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Can Akkaya with HRC technician in Zolder Circuit, Belgium 1993

How to become a professional motorcycle racer

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If I would get a dollar, each time someone asks me on how to become a professional racer…

I am a strong believer in dreams, because all good things BEGIN WITH A DREAM, but becoming a professional racer is something only a few can turn into reality. I was one, and now I’m a professional coach- which is why I know. An easy way to look at it is: You gotta be THAT GOOD at it, that you get paid for it.

Just this explains a lot and makes dreams pop like soap bubbles already, right?! Especially when you just started racing and look out to those stars already by asking that question too early. Cuz’ how do you know that you’ll ever be THAT GOOD at it?! If you look for it too early, you just make yourselves a four years old who says ‘I wanna be an astronaut when I’m grown up’. Not saying it’s impossible- but it kinda skips quite some significant steps there. Btw… nova days you kinda have to be on the race bike at an age of 4 years already to eventually make pro level. If you are not, then I suggest to make sure to graduate school so that you have a plan B. Sorry for brutal honesty.

Let’s clean something up before we go deeper into this. I noticed that some claiming the title ‘professional’ because their fast- or someone calls an instructor at a track day a ‘professional’ while they are not actually. It seems this term has become a indicator for skill level, like: Amateur> Advanced> Professional. So like a replacement for Expert kinda thing. In fact- they are not professionals, unless they can make a living of it so that they don’t have to follow any other regular full or part time jobs anymore. That’s a professional.

To become one of those few comes with broken bones, blood, dedication, discipline, soul, live changing decisions, sweat, fitness, age, management skills, organization, relationships, and a drop dead killer instinct. There is way more going into this. Things which are off bike and track. You are doing things according to create or to maintain your ‘market value’. At this point… OMG, just overthinking all the facets is almost impossible to bring this together here. But let me try…

Being a professional racer is a 24/7, 365 days a year job. You have ‘vacation’ during the time your bones are healing and skin slowing closes wounds. I did 30 kilometers per day on a mountain-bike. Your daily nutrition is carefully picked (in other words, also your family etc has to play along with your racer life cycle!). Between scheduled testing new parts, you travel a lot from track to track or to the team quarters. You have an appointment for a TV show or a radio podcast interview to do. Magazines or newspapers calling for interviews. You’re sending pictures and autograph cards to fans. You organize team travel and dates for an entire calendar year. Just think of the time and money that point consumes. One of your local sponsors has an event and wants you to pick up your new mountain-bike, which he gives you for that. Ya shake lots of hands and smile into cameras even if you don’t feel like it. ave lots of dinners with team owners who want you to race for them. You have to evaluate a lot and make the right career decisions. In-between you do Moto Cross and whatnot, just to kick and haulin ass. You have dinners with sponsors or those who hopefully become one.

This is just a fraction of the ‘pro package’, and if you call someone a professional while they are not… then you literally slap those few in the face and take their credit away from being a real professional, because they are THAT GOOD at it- on and off the race bike.

Though…

Remember Michael ‘Eddie the Eagle’ Edwards? He never was that good at Ski Jumping actually, but his ‘Never Surrender’ attitude, the shortest jumps in Olympics ever, and his cricket way to jump got him into the hearts of the crowd. ‘Eddie’ had more publicity than the actual competition winner and got TV, radio and the press. That is marketing value, and so he got into lots of lucrative sponsorships. Proof that anyone can make it. Go get creative if you aren’t THAT GOOD at it :-)

Getting hired?

Most likely you won’t, unless you are already THAT GOOD at it. If so, than this is either the so called ‘Works team‘ (for example: Yamaha Factory Racing, HRC Honda Racing Corporation, etc)- a ‘Satellite Racing Team‘ (like: LCR, Tech3, etc). By then though, you are professional for a while already.

You’ll most likely run this just like a business. You won’t EVER get a million dollar RedBull contract of the batch. It takes time to find the right relationships. They start to trust you and discounts turn into free of charge products. If you really getting that much better, you’ll be able to have no more costs in regard bike and gear.

As your calendar fills up and you got tons better, you could turn product sponsorship contracts to monetary support a little, From here it might be enough to have a regular part time job now, and boom- you’d be a Semi-Pro. At this point you’ll pay taxes for this and your life has been immensely changed by then.

All of a sudden there is this championship winning team who just lost their number one racer due to injuries. They call you because they know that you are about to be THAT GOOD at it, and you go contact the relationships you’ve built and tell them about this opportunity. An opportunity which attracts press, fans, other teams… and the circle is closing! You are about to be a professional racer, who gets paid because he’s THAT GOOD at it.

How much can you make?

A pro racer is a promoting machine which has a market value. That value depends on many things: Character, personality, skill, fan base, intelligence, press attractive and much more- all that grows into your racing skill/appearance. Look, if you don’t have the personality to close a sponsor contract with a bunch of zero’s, then you walk away with 2 sets of tires, right?! Your race personality plays into that. Some have more fans crashing all the time just because their ‘bad ass’. Make sense?

There was a German world champion in the 90’s ones. While he barley collected $300k for his next MotoGP season, some upcoming Italian got $7 million for finishing the season 5th. Honda Racing saw more in this guy, and to be able to promote the brand. If you look like you’d ‘race for free’ and the umbrella girl next to you steals the show, then you know. You’re not walking through the paddock, low on confidence and in healthy flip flops- but expect to be seen by fans, press and sponsors. There has to be an aura, attitude, personality, race intelligence.

So there is no exact amount. It’s pretty much what you can make of it. Sky can be the limit, and that could be product sponsorships, monetary sponsorships, licensing, TV rights/share, Merchandising. season bonuses, cash for wins/results, or/and top league… a permanent pay check from a team.

What now?

I know. It sounds like that you’d have to be born with all this to become a professional. Trust me, all this is learnable and you grow into it. Let’s not destroy dreams… let’s have many. Now here is what I want you to do as an amateur racer…

You go race the living dead out of it. You develop a racing intelligence. Have an attitude and show personality. Be the one to beat and make others feel this. Create little relationships with sponsors. Ask for discounts, then for this or that product for free- and when time comes and competition level grows, you ask for money. Run your own team and learn things around it. Look good- just like you could promote something. Then you might become THAT GOOD at it that some team calls you up and ask you to race for them- OR you find sponsors so you can buy yourself into a team (they hand-pick!) which has man and equipment power to win international championships.

Then… you might don’t need to do a regular job anymore. BUT make sure you play and race real well, because pro athletes have an expiration date. Pro racers are like comets… they are glowing bright for a short moment in time only.

Headcoach Can Akkaya, Superbike-Coach Corp

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Bikemaster chain superbikecoach

Two More Teeth

Bikemaster chain superbikecoach You guys remember my article ‘Motorcycle Sprocket Job: More Power‘? That’s where this one extends it a little.

So finally time has come that I can also ramp up the game on our Ducati Multistrada 1200 Enduro Pro. When it’s time for a new chain- that’s also a good time to make these upgrades, and so I took advantage of it.

“Indy” is going to get 2 more teeth on the rear. Does this bike really need more torque?… oh hell no, but pure acceleration and even better ride-ability can’t hurt. The gears were a touch too far apart in my opinion, so that bigger rear sprocket gets them closer together and that gives me more options in regard gear choice on corners. BikeMaster had all the stuff I needed to get the job done, and quick as usual and their pricing is right!

First you want to loose up all sprocket bolts, before you get the rear wheel out. That makes things easier. Now the wheel comes out and the new BikeMaster sprocket replaces that extremely cheep looking Ducati OEM part. I mean… look at it!

Next step is the chain. For that reason you put the wheel back in and cut the old chain. Don’t pull it out though, because you want to connect the new chain to it and to pull it through the swing arm and over and out of the front sprocket housing. That way you can save all the work with it. Now put the wheel/axle in the mid range of your chain spanners, which gives you wiggle room for your chain adjustments later. Ones done, you lay the chain up the sprocket to determine the length and so where to take links out. I recommend to look twice which and where you take it out. Now you close the chain with a lock (comes with the chain) and adjust its slack. Don’t forget to tighten up your rear axle… and you are all done.

You can’t add power and torque in a cheaper way. Do yourself a favor and do it. Thank me later :)

Headcoach Can Akkaya, Superbike-Coach Corp

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There is ‘that one bolt’

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bad bolt There is ‘that one bolt’ which extends a simple job in regard time, dirt, and resources… ONE stupid bolt. You know those?!

So I did a brake job on my Multistrada Enduro Pro, because ‘Indy’ was missing braking power, which is already restricted with those knobby tires. The plan: New brake fluid and bleeding air- new pads and cleaning caliper pistons- and 2 new rotors.

Coach's street rideWhile everything else went well, the rotor bolts are glued in the wheel, and I knew that was coming. Some manufacturers also make it harder by using bolts you’d need Torx tools for. I have, but those are really fragile. One after another coming off, not without a fight though… a bleeding finger and a trip to the hardware store for a new set of Torx tools is what that took. Then there is that one bolt. Out by a quarter and a destroyed head.

“MacGyver mode” is on now, as well as a never surrender mind set. Not enough meat to grab it with clamp pliers. Not enough out to saw its dead head off. Figuring that those cheap bolt removal tools you can buy with those TV commercials are senseless. Drilling the head was next, but the next half size bigger hexa did the job after hammering it in as much as possible. Then turning it as straight and smooth as possible got it finally out.

Four f’n hours and a garage floor covered with dirt, tools, sweat and blood for that one bolt :-)

Coach Tip: Heating up glued in bolts helps too.

Headcoach Can Akkaya, Superbike-Coach Corp

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COVID-19 and how Superbike-Coach deals with it

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I wished I’d have a solution for all of us. Especially I feel for those families who went- or are about to go through the worse with this Corona virus. So I hope YOU- our students and fans, that everything is fine with you so far.

Personally, I am tired of hearing it… wash your hands and keep 6ft distance. It seems though that some are not getting it and calling up for group ride outs and meet ups on social media. That attitude is to find also with churches etc. I mean… a line around shopping centers for toilet paper is a great way to keep spreading. So my conclusion is that they more likely to risk to catch the virus standing in line- than inability to wipe ass… Is that about right?! Simple risk math: How many toilet sessions does it take before heading out to ICU?!

I am worried that stupidity keeps the virus coming in waves as we’re waiting for the vaccine, which is the only way to get to the lives we’ve all had before COVID-19. Stupidity will extend the pain and loss, but that’s not all. This ignorance is extremely disrespectful to all those who try to do the right thing, and to all businesses who HAVE to shot down. Don’t be one of them.

So, I already covered how we deal with classes affected by track lock downs. Now I want to take advantage of the ‘extra time’ I’m having and to make videos to keep helping my fellow riders. I’ll also keep writing articles, just like the new one I’ve posted. I want to encourage you to make use of your extra time and to work on your bikes and gear, and to get ready for you to ride again. That way you might get a ‘don’t look back’ attitude, and I am here to answer questions in regard upgrades… or even for some mental support.

Of course, I also want you to know that Superbike-Coach is still here and will be there for you when time is right. Please do your best to slow the spread:

  • Have your own mug when getting a coffee
  • Ride slower as usual- cuz’ you don’t want to go to ANY hospital right now!
  • Have a mask when you know there are people
  • Have gloves when filling up your fuel tank
  • Wipe off shipments
  • Buy your grocery online and pick up, or better have it delivered
  • Call mom and dad!

Hope is good… too much though might blinds you.

Headcoach Can Akkaya, Superbike-Coach Corp

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Motorcycle Sprocket Job: More Power

You feel like your baby could use a little bit more punch? This article is going to help you to unlock an up to dramatic improve in regard torque character and ride-ability for about 150 bux!

That might sound like those endless advertisements which promising 10% more horsepower for a race air filter- or some shiny extra strong glowing hyper-kryptonite-supersphereographical spark plugs, and you’ll get more for a extra fee :-)

Nope, this one is totally legit and easy to do yourselves. Let’s look into the slight sketchy background first.

graphic credit: www.motorcyclespecs.co.za

All those motorcycle manufactures are selling their models mainly based on two numbers… horsepower and top speed. Yea, that’s how they get you, just admit it. While the horsepower is one thing- they are achieving those crazy top speed numbers mainly via primary ratio, gear box ratios and secondary ratios. Of course also the wheel sizes have and influence as well as the general weight and aerodynamics of your bike, but that’s something you kinda have to live with if you don’t want this to be your financial grave.

Let me just give a small overview what kind of weight this has for race teams, because racing is all about acceleration and only a fraction of time about top speed. We could set up every single gear in the transmission to match corner speed and RPM’s in a perfect torque range for turn exit performance. A “longer” (more top speed) 6th gear could gain passing chance coming out of a slipstream before late braking. The ratio was calculated on the mile exact to be fully rev’d out in 6th gear about one second before braking. Wind direction or a strategical aspect depending on- if you probably lead the race or if dog fights were predicted. All of this is a crucial part of racing. For you, we are looking at the secondary- also called the final drive. This is literally ‘outside’ the bike and can be done with regular tools and affordable parts. The influence can be surprisingly good.

So here is your scenario as the street rider or even track rider. The Germans have the Autobahn, giving their riders some top speeds we Americans on our Freeways won’t get to see ever. That might doesn’t include idiots here, but generally you are doing 70-80 miles per hour max, while your baby could do about 200 actually. That’s wasted energy if you ask me, sitting there literally never used. Another effect is, that the 1st gear is so damn long that you could do 70 with it already. The ratio makes this gear almost useless. So if we would change the final drive, it’ll also have a positive influence over the entire primary ratio for more ride-ability. Cool huh?!

The terms here are ‘longer’, for more top speed- and ‘shorter’ for more acceleration, and that’s what we want. The useful torque range will move by giving up on top speed. My Panigale 1199 is topping out at a 165. She doesn’t make 200 anymore, but the acceleration beats down the brand new V4, no kidding! So here is what I do, and that’s actually a good start out point for you as well…

I chose a specific ratio because this way, my ‘Cleopatra’ can still cruise at a 6800 rpm’s in 6th on the Freeway- while this ratio is still fair enough for the most race tracks I am going to to teach track riders. So no swapping drama here for me then. The general rule is:

Front:

  • A smaller c-sprocket = shorter (more acceleration)
  • A bigger c-sprocket = longer (more top speed)

Rear goes the opposite way:

  • A bigger sprocket = shorter (more acceleration)
  • A smaller sprocket = longer (more top speed)

Generally, I swap the sprockets this way: One tooth LESS on the front sprocket- and one tooth MORE on the rear sprocket. Rule of thumb is- one tooth more or less on the front sprocket is just like two and a half teeth on the rear. That is huge in terms of acceleration, drive-ability and responsiveness and you have no idea what you’ve been missing out here. So bare with me and get to it.

Go count front and rear sprocket teethes of your bike. Let’s say you have a 16 on the front- you go get a 15 for about $40. Now let’s say you count 45 teeth on the rear- you go get a 46 for about 80-100 bux. That small investment is the biggest ‘power upgrade’ you’ll ever get. Also no need to swap chain, because 1 down front/1 up rear needs the same chain length you already have- unless you also want to convert from your huge OEM chain to a 520 chain kit (I covered that in ‘Coach’s Motorcycle Bible‘)

Most of the needed parts are easy to get to at BikeMaster. They come affordable and fast. They also have chains if needed. if you want to go a slight different route with your sprocket choice, I’d suggest to see the ratio/speed differences ones you know the numbers of teeth your bike originally has, and compare it with the numbers you plan to go with here. If you are not sure about something- just drop a comment and I’ll see if I can help.

Please note though… if you make any changes in this regard- make sure all bolts are tight and take it easy riding it. Give it time to re-feel the new character of your bike. I’m not responsible for you bullshitting around, you hear me?! :-)

Headcoach Can Akkaya, Superbike-Coach Corp

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preparing for a track day

How to load a motorcycle on a truck

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We had lots of fun with this video, and it will put you a smile on your face as well. You don’t want to find yourself in a situation like this though, so enjoy the video first to get something out of it, and then keep reading with our article, and watch the tip video we made, and read the little article below:

So here is how Pro’s doing it in a minute- without any damage and injuries. Let’s have a look on the equipment base you need to have to get the job all by yourself done.

  • Pickup truck with at least space for one motorcycle in width and length, and at least for hooks to tie-down
  • Long (reduces the ankle to the truck bed) fold-able bike ramp, which is very wide (walking path) as well
  • One short tie-down to secure the ramp down to the truck
  • Universal Roll-On Stand for single operation
  • At least two heavy-duty buckle zip (ratchets were yesterday!) tie-downs with swivel hooks
  • At least one rubber tie to transport and secure the bike ramp on the truck

From here we let Headcoach Can Akkaya from Superbike-Coach take over to explain the process:

Read the process in detail here: https://www.superbike-coach.com/coachs-blog/coachs-motorcycle-support

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