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FEATURE<br />
WATSON: “IT WAS NOT A<br />
JUMP WHERE YOU COULD<br />
AFFORD TO GET IT WRONG<br />
OR COME SHORT. I HIT THE<br />
TAKE-OFF AND I COULDN’T<br />
EVEN SEE THE LANDING. IT<br />
WAS A STRANGE FEELING.<br />
IT’S A THRILL. WHEN<br />
YOU DO IT THEN YOU<br />
GET GOOSEBUMPS AND<br />
AFTERWARDS YOU FEEL<br />
THAT IT IS SO NICE TO GET<br />
THAT FEAR/THRILL FROM<br />
RIDING.”<br />
work to a certain level but to<br />
be really fast you have to taking<br />
maximum risk all the time<br />
and that’s f**king scary. You<br />
are holding your breath a lot<br />
and the G-forces under braking<br />
are tough.<br />
BW: Sometimes when I watch<br />
road racing I’ll see a rider<br />
come down the straight and<br />
outbrake another really easily<br />
and still make the corner in a<br />
good way. If you can brake that<br />
much later than someone and<br />
then still do the corner why<br />
can’t the other guy do it as<br />
well? Is it just the risk of it?<br />
JR: I don’t know! Sometimes<br />
it is how your bike is set-up.<br />
Bike-to-bike they all have different<br />
attributes.<br />
BW: <strong>On</strong>e might be better for<br />
acceleration…<br />
JR: Exactly and all bikes are<br />
different, even inside our Kawasaki<br />
team. My head pipe<br />
angle is so wide and I have<br />
so much stability but my bike<br />
doesn’t change direction any<br />
better.<br />
I can stop the thing really well<br />
but turning is not the best<br />
whereas my teammate cannot<br />
stop as good so I can pass him<br />
on the brakes. It is a lot about<br />
set-up and that’s why you need<br />
a clever Crew Chief because
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