matthewbrown

@AdamCord I’m afraid he’s going to have to severely cut back on the Cutty Sark for that plan to work.

If I had 100 different options for people to determine what they should do at the edge change, the very last one on my list would be to pull on the handle as hard as I possibly can. 1. How would one even know when to start pulling on handle? 2. Why is pulling on the handle that much better than the myriad of other options I may have at my disposal? 3. If I pull on the handle as hard as I can, what changes for the better or for the worse with my body position? 4. Should I even worry about my relationship to the boat or my body as it relates to the ski, or should I just let all that go and just pull on the handle as hard as I can? 5. Where should my ski and body be in relation to one another after a hard pull up of the handle? 6. Could I make easier and smaller changes that would be much more beneficial to me than ripping on the bar as hard as I can? These questions need answers before we can make any type of assessment about what to do with the handle. Many times what you see from the pros on the shore, is not what they are doing at all. Horton actually has plenty of handle control, that is not the issue. The issue is having his body in the right place at the right time in all parts of the course so that if he ever is slightly off, he can readily address the smaller minute adjustments (handle control, too much parallel speed, too narrow). Etc

@kurtis500 If I have a higher Octane fuel in my engine, it will allow me to advance my timing more and earlier, creating more power(cylinder pressure ) than if I had lower Octane which wouldn’t allow me to add anymore timing because of knock. So, if the computer is allowed to do it’s job, it will definitely squeeze more HP out of higher Octane. If you just compared 87 to 93 and had no computer adjustment for timing, then yes they would put out roughly the same power.

She delays the tail smear for as long as possible, by staying tall and centered and keeping her ski flat ,which allows her to stay on the handle path a split second longer and keeps her from getting over extended too early. This allows her to get a little higher on the boat and more importantly leaves her in a great position to initiate the turn. With her final turning move she keeps her body centered on the ski and on the path to the buoy but points her ski further out toward the shore. Now her body is leading the charge out of the turn, and the ski will follow. This leaves a wide range of flexibility in the actual turning movement. She still rocks back a little too much at the end of that turn and could use to work more to the inside, but even then because of her great positioning it doesn’t hurt her much until the line gets really short. This is what Nate does so well.

I have the supercharged LT-4 6.2l Direct Injection engine in my 2002 Silverado that I have heavily modified. Makes 1000 HP at the crank. It runs on E85 which has around a 110 Octane rating. When it runs on 91 premium gas I lose about 90HP and this happens because the computer compensates for the loss of octane by retarding timing to decrease the odds of engine detonation. So increasing octane does increase HP and subsequently torque. These numbers were rock solid as it was on a chassis dyno although there is a bigger power gain because of the boosted engine. Interestingly enough, the power gain was seen throughout the rpm curve but was more pronounced from 5500 rpm’s to the max rpm of 6950. There was still a 55HP advantage at 3500 rpm which is more of the boat operating range. I know we are talking about a lot smaller Octane variance (87 to 93) on the 6.2 DI in boats and they are not boosted but based on the numbers that I know there will be some difference in HP and torque when comparing 87 and 93. How much is it? I don’t know. What really needs to happen is a blind experiment showing that slightly more power does make a difference, small or significant and would that difference actually add to my total buoy count and consistency.

We don’t have 93 in CA, only 91. We have E85 which would be awesome to run but the boats are not equipped with flex fuel capabilities.

@Horton that comment probably deserves a panda or two, but I know you are joking otherwise that would get 3 pandas.

The disadvantage to more speed and angle through the gates as you mentioned, is the inability to bleed out softly what you’ve created. Generally unless you are Mapple, you would get popped to the inside of the handle path, causing the ski to set a hard inside edge, ruining your ideal path. Your transitions into 1,3,5 are phenomenal. The boat pulls you up softly to a nearly flat ski so that you stay on the handle path and everything flows nicely from there. There is no forced edgechange. This is the sign of great technique, when the edge changes are seemless you know you are on the right track. Bravo.

@kmenard if you are getting instructions from Terry, he would also be the best person to tell you when to move on with either the speed or rope length.

That alien post is solid Gold, if anything Horton should get a reverse panda for that.

It would have been preferable for the 99% of us from this forum listening to the Webcast, to have Wade Cox explain technically why each skier is so great, where maybe they might have to change their approach on this lake, and what specifically to look for on the next pass. But, that’s us die hards that love that info. Tyler and Dano are talented but bring a totally different approach that is definitely much more general and commercial. They have their reasons why and would probably need a good reason to change their format. I’m no genius but it probably has something to do with money.

@Horton you might be Freddy’s good luck charm, co-hosting your podcast then crushing to a Masters victory.

@ral great point. I should have clarified and said that because the back knee bends and twists much more than the front knee, at a lot higher load, especially in a high wrap boot which limits heel movement, it will require more attention.

@bsmith the back knee bends so much more than the front knee, it’s the range of bending that will be the weak point. Front leg being straighter will under less stress.

If it’s her left knee, the recovery timeline will be longer than if it would have been her right knee.