I have never had a slipper clutch, but i started doing trackdays on a 1000 vtwin,lots of back torque,it would hop and skip the back tire at the end of a straight just by letting off the throtttle.i now ride a 1000cc 4cyl,and it to can cause the back end to "skitter" just by letting off the throttle,so i do adjust my idle up to about 2200 rpm . that is the old school trick to help keep the rear inline when deaccelerating and down shifting.No harm done by doing it ,but you will have to be ready for a different level of brakeing,simply because the engine will not be helping to slow you down as much as normal.
some modern bikes do the same thing to the idle (with the ecu) so to speak in stead of using a slipper clutch .
Its always best to e-mail Trevor trevor@sportbiketracktime.com just tell him what you want and he will put your name on them. always good to tell him is you know you need a set.
On the straights, that's easy. It's backing sideways into corners and ripping the sides of the rear tire to shreds that spooks me. And that's on the street, probably feels spookier on the track at twice the speed. Currently I cheat by entering corners in a taller gear to reduce compression braking, but that requires extra downshifting after corner apex. No I don't use the rear brake on asphalt, except for grease spots. My decelleration rear side tread wear on the street is bad enough to cause problems on accelleration while leaned over. Feels too weird twisting the throttle open while hurtlin into a corner apex hard on the brakes. Bad habit from racin cars I guess. When I'm on the brakes I don't want to be adding throttle at the same time. Stop and go seems to be what a lot of bike race schools recommend. If I could buy a slipper clutch I would. Dang Triumph factory gave up on competing in 600 and switched to the 675, which has tons of improvements and race parts.
The Triumph 675 does something like that, but offers a slipper clutch as an option. My dyno mech is raising the idle speed for me at Nash. But I'll probably have to change it back for normal riding. Probably a major inconvenience to do so, but so is R&R of lights and mirrors. A track bike is still a dream...though I suppose I could just give up on street riding?
Once you learn the technique of speed matching the engine/transmission to the speed of the bike, it's just a matter of practicing it in all situations. I'm not going to tell you to try it while leaned over in a corner, but that too becomes something that can be done with ease after you learn how to do it and practice it. Of course, shifting gears in a corner is not the best thing to do as it upsets the chassis at least to some degree, but it is certainly possible if needed, with some practice.
Question: Does STT rent back protectors? If so how much? [STT Answer: NO] This is something I really need to work on at Nash. It feels strange to me to be running 9,000 rpm with the throttle half of wide open while hard on the brakes leaned over before corner apex. So I back off the throttle a little resulting in it backing in. Very hard on the rear tire, so they last half as long, and increasing risk of highside under power. Apparently this is a problem for most "new" racers according to TV commentators, such as when 20-year race veterans move up to a faster category ("He can't save his tires for the 2nd half of the race"). In Twist of the Wrist, Keith Code recommends setting idle at 4,000 rpm to help learn corner entry. Part of the problem is my Triumph came new with Pirelli Diablos with a triangular front tread profile, requiring what the magazines called "counter countersteering". Now I've switched to Dunlops with a round front profile and it steers with normal countersteering. But I spent years getting my mind blown by Pirellis, so I have to rebuild my trust in the tires. Dave Despain described this same problem with Pirellis (standard on Ducatis to help turn long-wheelbase V-twins), which made him think he was having a stroke: http://www.youtube.com/watch?v=D7D_8wKZ6xk