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Tips for Getting Your Bike out of Winter Hibernation

This article covers the most basic maintenance points for getting a bike ready for another season of riding. If you’re a smart veteran rider who wants to elaborate, please add your comments below so we can all learn from your wisdom.

Those of us who live where the weather blows cold put our motorcycles under cover until the frosty temps subside. And that time of year is fast approaching.

Before taking your first ride you’ll need to make sure you and your motorcycle are up to the task. Hopefully, you put your motorcycle away so it takes minimal effort to bring it to life after its long winter nap. If not, you may be in for some frustrating downtime.

General Maintenance

With the help of a motorcycle owner’s manual someone with moderately competent mechanical skill can perform most of the tasks I’m about to discuss. For tasks that are not covered in your owner’s manual, you’ll have to consult a moto-smart friend or your dealer’s service department.

Fuel System

Riders who park their bikes without adding fuel stabilizer to the gasoline are in for a heap o’trouble. The problem is that old fuel turns into a gooey varnish that can clog the small passageways in the fuel system. This is a significant problem on motorcycles with carburetors, but even fuel-injected bikes can be affected.

If you neglected this task you may be looking at the time and expense of a thorough fuel system cleaning. If the gas in your tank is old it’s best to resist starting your motorcycle. Instead, drain the old fuel from the tank (and drain the carburetors if applicable). This can prevent stale gas from circulating through the system. If your bike runs poorly even after draining the gas, consult a mechanic and store your bike properly next time.

Air Filter

Rodents seem to think that air boxes are the perfect place to build their nests. Look for clues like partial acorn shells or shredded fabric or paper. Even if you don’t see these telltale signs, it’s smart to get eyes on the filter. Unless you replaced the filter within the last year or so, you might want to have a new one on hand and just swap it. If the filter is in tact and doesn’t look too discolored or dirty, you an try to remove it and clean it with compressed air.

Too worn? The tire on the left still looks good, but it was getting old, so new rubber was mounted. Read the code on the sidewall to find the manufacture date.

Tires

Tire pressure will drop significantly over the winter and nothing affects handling and wear more than very low tire pressures, so be sure to put a gauge on those stems before the motorcycle rolls out of the garage. If the tread is worn near the tread-wear indicators or if the tires are older than 5 years (no matter the tread depth), I’d replace them. Read the date code on the sidewall. Example: 0415 mean the 4th week of 2015.

Drive Train

While you’re down there, check drive train wear. Sprockets should show no significant signs of hooking and the chain should not pull very far away from the back of the sprocket. Replace the chain and sprockets as a set if necessary. If all looks good, then check the adjustment and give the chain a good cleaning an lube (this should have been done before you stored it…just sayin’). Then be sure to perform a more thorough lubrication after the chain is warm.

Those with shaft drive need to make sure your fluid doesn’t need to be changed or topped off and check for any leaks.

Engine Fluids

Check your oil level, or better yet, change the oil and filter if you didn’t do it before tucking your bike away last fall. Old engine oil contains acids that are best removed. If your bike is liquid cooled, check coolant levels, including the fluid in your overflow tank (see your owner’s manual).

Brakes

Brakes are obviously an important system to maintain. Squeeze the front brake lever and press on the rear brake pedal to feel for a firm application. Look in the sight glass or in the brake master cylinders to see that brake fluid levels are good. The fluid should be like watered down apple juice. If the fluid is any darker, then plan on replacing it soon.

Grab a flashlight and take a close look at how much brake pad material there is remaining. Most brake pads have a notch cut into the pad as a wear indicator. If in doubt, replace the pads. It’s cheap insurance.

Battery

Weak or dead batteries are another common mechanical issue that can stand in the way of reviving a motorcycle after a long period of dormancy. Hopefully, you kept your battery charged with a Battery Tender. If not, then you will likely have to charge the battery before it will start the engine. If it will not hold a charge, then a new battery is necessary.

Lights, Cables & Fasteners

Check that all of your lights are operational: front and rear brake light switches, turn signals, tail light and headlights (high and low beam).

Confirm that the throttle and clutch cables (if applicable) operate smoothly before heading out. Finally, go around the whole bike putting a wrench on as many fasteners as you can to ensure they are tight.

Awakening the Rider

Now that you’ve taken care of the motorcycle, it’s time to think about preparing for your first ride. Remember that your brain and muscles have deconditioned over the winter.

Some people begin their season by taking a refresher course with their local motorcycle-training program or with an advanced rider training program. But, at the very least, take some time to brush up on your emergency skills in a parking lot. Whether you choose to attend a formal rider course or go it alone, get in the game by practicing some cornering and braking drills like the ones in the RITZ DVD.

Spring Roads

Even if you and your bike are fully ready for the new season, remember that the roads may not yet be motorcycle-friendly. Road salt is used extensively in snowy regions to keep roadways ice-free. A dusting of salt can decrease traction, so reduce speed where heavy concentrations of salt are present.

Sand is also widely used to combat slippery conditions and we all know how hazardous sand can be for a two-wheeler. Keep your eyes peeled for sand and avoid it whenever possible.

Roadways take a lot of abuse from snowplows scraping the surface and from the effects of repeated freezing and thawing. Expect surface hazards during the early spring until the earth thaws and the road crews can repair the scars.

Inattentive Drivers

Perhaps most important is to remember that drivers aren’t used to seeing motorcycles on the road. You’ve got to be extra vigilant when riding in traffic by using strategies for being seen.

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5 Tips from an Aging Sport Bike Rider

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Graham and Dan. I'm not saying their old, but where is their hair?
Graham and Dan. I’m not saying they’re old, but where is their hair?

Note: This article pertains to all types of riders. So, please read on.

What happens to sport bike riders when they get old? Most people think of sport bike riders as young men in their 20’s or 30’s. A lot of people don’t consider that sport bike motorcycle riders, who may be up for betting on sites like 아리아카지노, are often in their 40’s, 50’s, 60’s, or even 70’s.

It’s  assumed that those crazy riders on their rice rockets are young, testosterone laden young men. And this stereotype has some truth to it, since the attitude and ergonomics of sporting machinery suggests a fast and young lifestyle. But, many older riders do keep a sportbike in the garage if their body can handle the demands on aging bones, muscles and soft tissue.

A lot of sport bike riders move gradually to more upright machines with less demanding ergonomics and softer power delivery. But, if you look around at any sport riding gathering, track day, or even club race event, you’ll see that the median age is what is often considered over the hill. You’ll also see that these elders are often some of the most skilled riders on the road and the fastest on the track.

While the hair beneath the helmet may be gray, the desire to express mastery at the handlebars is as strong as ever. I’m not speaking for all sport bike elders, just the ones I know who keep at least one high-performance bike in their stable for those days when the back is feeling okay and the passion for a rip requires a razor-sharp tool.

Ken-smile
I’ve got a few more years behind the handlebars.

At 57 years old, I’m now qualified to speak from the perspective of a once young road racer and sporting street rider. Thankfully, I happen to have a slim physique, which makes me able to climb onto a sport bike with relative ease. I am also of average height so high rearsets don’t bother me. This makes riding a sport bike possible.

Pull up a Chair, Son

There are a lot of things I could share about aging. But, there are a few notable observations I think are worth mentioning.

See the complete list of Riding in the Zone articles here.

1. Ride Smarter

Tony, Ken and Graham. Older than many, not as old as some.
Tony, Ken and Graham. Older than many, not as old as some. Yes, this is the photo “borrowed” by whoever made that video that went viral.

When I’m on a motorcycle, I can step back and evaluate whether the speed I choose to ride matches my mood and personal limits, as well as the limits of the road or track, the weather, etc. While there are times when my inner squid emerges, I am much less prone to riding beyond the limits. I am closer to the edge of the risk:reward ratio than when I was young and felt invincible. Now, I ask myself whether riding a certain way is worth the possible aggravation.

Top photos © Ken Condon

Bottom photo © Annalisa Boucher

2. Ride more Efficiently

How is it that I can get through a two day track day event riding multiple groups and still get up the next day and go to work? I see a lot of track day riders many years my junior pack up halfway through the afternoon because they are too tired to go on anymore. How am I able to do this? It’s not because I’m in great shape.

It’s because I’ve learned to ride efficiently. This means hanging off the bike only as much as necessary to achieve the goals of keeping the pegs off the pavement and the tires in their sweet spot and perfectly loaded for maximum traction. It also means being relaxed as much as possible. Not only does this help my stamina, it also allows me to feel the tires and chassis so I can “listen” to the bike as it tells me how much traction I have.

3. Change Behavior

Getting old forces changes in behavior. At some point you have to recognize the fact that the mind, eyes, muscles and stamina are not what they used to be. Everyone is different, but from my experience, the rate of decline seems to accelerate once you pass 50 or so. This means I have to pace myself. I am more aware of the need to warm up my body for a few laps just like I do my tires.

The possibility of getting hurt is present no matter what age, but what may be a simple injury, quickly healed, can turn into a long, drawn out healing process if you are older. You will have to hire a qualified personal injury lawyers in Kennewick to compensate the long-term treatment expenses. Riding smart and wearing really good personal protection is important for minimizing those injuries.

4. Stay in Shape

I’m not in bad shape, but I’m not in great shape, either. I walk almost every day, but I used to run. I lightly stretch when I need to, but not as often as I should. I have never smoked and my vitals are good. I guess I can say I’m in pretty good shape for my age. As you continue to stay active, consider incorporating supportive and stylish workout gear like ryderwear leggings to elevate your fitness experience.

Even so, I suffered a freak health issue a while ago that I’m lucky to have survived. Thankfully, I can still manage a full day of street riding and both days of a two day track day event without much trouble. Staying in shape is harder as you get older that’s why you need to start incorporating plant based protein powders to your diet. Weight gain is a real problem for many. Weight can creep up on you slowly. Five pounds may not seem like much, but if that happens every year for 10 years, you’re looking at a whopping 50 pound weight gain that will be tough to get rid of.  During recovery, your body’s nutritional needs may increase, and greens powder can help support the healing process. You can read this review on https://www.outlookindia.com/outlook-spotlight/athletic-greens-ag1-review-is-it-worth-the-hype-or-superfood-don-t-buy-until-you-read-this-news-301982/ before buying online.

Being an instructor gives the opportunity to pass on what you've learned.
Being an instructor provides an opportunity to pass on what you’ve learned.
photo: © Annalisa Boucher

5. Keep Your Skills Sharp

There is a real danger in complacency. It’s easy for veteran riders to assume they don’t need to maintain their mental and physical skills. After all, they’ve survived this far. This perception leads to diminished skills, which can lead to a crash.

Motorcycle riding skills are perishable. So, keep those skills sharp! Practice in a parking lot, attend a safety course periodically, and ride a track day or three. It’s also good to read about riding technique. Even if you already “know” the material, reading about a technique brings it into your consciousness.

And for you older folks returning to riding, GET TRAINING! I know you may know how to “operate” a motorcycle, but that’s not enough to ride safe and smart. You need to update your mental software and learn things you may not have known before that can literally save your wrinkled ass. I recommend taking the Basic MSF course, followed by an advanced training course.

Bonus Tip: Share Your Knowledge

I’m grateful that I can share knowledge that I have accumulated over the years to help people like you ride better and smarter. But, another benefit to writing and teaching is that it makes me a better rider. I constantly think about my riding, which keeps my skills sharp.

A lot of really fast, experienced riders can’t explain how they do what they do…they just do it. That’s fine, but thinking about the physiology and psychology of riding a motorcycle well makes a rider’s knowledge and skill indelibly deeper and accessible when you need it.

Oh, and don’t assume you know what you are talking about, even if you are “fast”. Learn the physics and language of communicating the complex concepts of motorcycle riding before you claim expert status.

How Much Longer?

At some point, we all must hang up our helmet for the last time. In my case, that appears to be several years away. I can still do things I did when I was younger, it just takes more effort. What are your experiences with aging behind the handlebars?
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Video Lesson: Uphill Hairpin Fail

Here is another installment of “Videos Lessons” where we pull from the seemingly never ending supply of rider videos from which we can learn. Even though these are 2 very slow speed crashes, the injuries could have been serious. I hope everyone is okay.

This particular video shows the seriousness of slow speed mishaps and of course the importance of rider training.

First, take a look at the video. The crash happens around 1:15. I’ll wait.

Pretty scary, right? It’s hard to see, but it seems the first rider to crash was actually in the lead, and the rider with the passenger had to slow and go around his friend as he tipped over. The second rider (with passenger) watched his friend fall and appeared to be putting his right foot down to stop, but failed to use his front brake and rolled off the road.

I want to point out that at about :45 the Harley riders demonstrate some apprehension about their ability to handle the tight turns. You can see this as they approach the right hand turn marked by a 20mph road sign. They are smart to slow down because there is a yield sign before a narrow bridge, but they seem to slow more than necessary. This is often indicative of serious cornering anxiety. The confirmation of weak cornering confidence comes when the mishap occurs.

It’s interesting to note that this mishap is different than others where the rider enters a turn too fast (for his/her ability) and runs wide (see this video). In this case, both riders fell on the inside of the right-hander. Why?

Crasher #1

Let’s begin by discussing the rider who first crashed. He says that he hit a hole in the road and then rode over the patch of sand. I don’t doubt this. I also don’t doubt that the hole and the sand contributed to upsetting the bike’s stability (at least a little bit).

Even so, the real questions needed to be asked are:

1. why did he hit the hole when there was opportunity to ride over smoother pavement?

2. why did he fall over?

Here is my explanation:

1.Why did he hit the hole? The reason the rider who first crashed hit the pothole was because of poor visual skills. It’s human nature to look down when we are anxious. It is likely that the rider wasn’t looking far enough ahead to come up with a plan to manage the tricky hairpin, resulting in him being taken by surprise by the tight radius and and steep slope. As he rounds the bend, he sees the hole and the sand which further increases his anxiety and triggers his survival response that includes staring at the hole. When we panic, we tend to target fixate on hazards. The problem with staring at a hazard is that we tend to steer toward it like a super-powerful magnet.  This tendency of going where we look is called Visual Direction Control and is likely what causes him to run over the hole…and then the sand.

Solution: Looking well ahead allows you to avoid surprises. Also, looking at an escape route rather than the hazard could have kept the bike away front the surface hazards. Seeing hazards early is critical for keeping these dangerous survival triggers from taking over.

2.Why did he fall over? Hitting the hole and sand did not make the crash inevitable. Factors that caused the actual fall probably included an overreaction and extreme tension. This would result in the rider clamping on the handlebars and chopping the throttle at a time when he was already moving very slow on a steep uphill hairpin. This reaction hindered direction control and killed what little amount of stability the bike had, causing gravity to take over and the bike to fall over.

Solution: Motorcycles are more stable with speed. Had he kept steady drive the bike’s suspension would have handled the bump better and stability would have been maintained. As far as the sand goes, easy acceleration and a light grip on the handlebars while reducing lean angle slightly would have allowed the tires to deal with the sand while allowing the bike to remain in its lane. As I mentioned earlier, had the rider kept his eyes up, he would have likely selected a path that avoided both the hole and the sand. Problem solved.

Crasher #2

The lead rider’s crash was caused by the same two reasons I already outlined: Looking in the wrong place and insufficient speed for stability.

1.Why did he ride off the road? Because we tend go where we look. The lead rider looked over his right shoulder, causing the bike to drift to the right and drop off the shoulder and down the ravine.

Solution: Same as above. Look where you want to go. Yes, seeing your buddy fall over can grab all of your attention, but it’s imperative that you always remain in control and that means keeping your eyes ahead until you can come to a safe stop.

2. Why did the bike go off the road so quickly? Because of a loss of directional stability. When the rider decelerated on the steep slope he slowed down enough for gravity to take hold of the bike and send it down the hill.

Solution: Same as above. Had the rider maintained positive drive he would have completed the corner on two wheels.

This video demonstrates the importance of two of the most critical skills motorcyclists need to maintain control: Visual direction control and Speed for stability. Think of these two hapless riders the next time someone suggests taking a parking lot course that covers basic slow speed maneuvers and cornering techniques. The techniques would have saved these two a world of hurt and embarrassment.

Even better is if they had signed up for on-street training where instructors can observe problems at real world speeds and conditions.

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Yet Another Crash Video We Can Learn From

Here is another video that I’m pretty sure demonstrates how we humans don’t want to admit when we screw up.  See the video of the poor guy who sideswiped a big truck on his R6. The problem that he says the wind drove him into the truck. Whaaa?

Note: you only need to watch the first 15 seconds to see the incident, but you’ll have to stick it out until the first passerby arrives to hear him mention the wind. WARNING: The video may be difficult to listen to as the poor guy writhes in pain. He also swears a bit.

While I know the wind out west can be strong enough to knock over tractor trailer rigs, I’m pretty sure wind had nothing to do with this incident. I think it’s another case of inaccurate self-evaluation and lack of rider ability and/or a serious lack of concentration.

I can’t tell how strong the wind was at the time of the crash, but the trees aren’t being blown around very much and his friend’s hair (he appears later in the video) is barely moving at all. Maybe he’s wearing copious amounts of hairspray, but I don’t think so.

Besides, if it were strong enough to blow a bike across a lane, I doubt the rider would be chatting away so casually before the incident. Also, the rock formations on the side of the road should have blocked any direct side forces.

Dangerous Distraction

One explanation for this seemingly bizarre crash is a complete and total brain fart. I’m not sure if he is talking to himself or to his friend who is riding ahead, but he wasn’t focused on leaning enough to make the curve.

Early Turn Entry

Notice how the rider began heading toward the inside of the corner too early, causing his bike to be pointed toward the oncoming lane. – Thanks for readers for pointing this out.

Countersteering, Baby!

Another contributing factor is that perhaps he did not have a good grasp of countersteering. A hard push on the right handlebar should have kept him in his lane even if it were windy.

Target Fixation

Target fixation is another likely contributing factor in this incident. Target fixation is a phenomenon that explains why we go where we look. Once the rider realized he was drifting wide into the path of a big truck, he likely couldn’t take his eyes off the hazard and that’s where he ended up. Look toward the solution, not the problem.

Human Nature Strikes Again

I think this is another example of someone blaming something other than their inability to stay focused or steer effectively. Deferring blame is a basic human response to help explain how they could have made such a serious and basic mistake.

See this video of another crash that demonstrates how humans can delude themselves.

The reason to highlight these videos is not to place blame, but to recognize the danger of not knowing why an incident happened. Without that, we are destined to repeat the mistake.

What do you think?

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8 Lessons to Learn from This Grom Crash

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Grom-CrashGroms are fun…really fun. They are small, yet powerful enough to do all sorts of silly shenanigans. Just watch my fellow scribes Ari and Zack from Motorcyclist Magazine for proof:

Gromkhana 1

Gromkhana 2

Playbike Dangers

The thing is that playbikes like the Grom can trigger a false sense of safety that can make a person think he or she is invincible.

The truth is that you can certainly be hurt or killed even on a little bike.

Another reason that small bikes can be unsafe is because they disappear in traffic. It’s hard enough to be conspicuous on a normal sized bike, but it’s extra tough on a Grom.

Lesson

Case in point is a video I saw that is no longer available of a Grom crashing into the side of a car.

It’s pretty obvious that an elderly driver thought he was good to go after waiting for a car ahead of the Grom to pass. It’s a classic case of “I didn’t see him”. Likely another case of inattentional blindness.

Before you launch hate missiles at the old guy you’ve got to remember that people make mistakes. Sure, the driver was at fault…no argument there. His insurance company will pay.

Knowing 100% that we can’t possibly hope to stop people from making mistakes means it’s up to us to do all we can not to become a victim of these people.

The Rider’s Mistakes

The rider in the video could have noticed that the car ahead was blocking him from view. He should have also predicted that the driver was ready to go as soon as the gray car went past. This would have alerted the rider to slow way down and be ready to apply the brakes–hard!

By the time he realized what was unfolding, it was too late. The rider heroically attempted to swerve to the left, but there was not enough time or space to sneak by.

One significant mistake the rider did not make (unlike soooo many other riders) is to wear full protective gear. He was mostly unhurt in the crash. Unfortunately, the dark riding gear probably didn’t help in the conspicuity department.

The Takeaway

Posting this video isn’t intended to callout the rider’s ineptitude; we all act on assumptions that don’t turn out as we expect. Rather, I use this video as an illustration of one of the most common reasons for multiple-vehicle motorcycle crashes, so we can learn from it. The following lessons can be applied to any situation involving intersections. The rider in this video did not necessarily break any of these lessons, but perhaps he did.

Lesson 1: Don’t be fooled into thinking because you’re riding a small, low powered bike that you cannot get hurt or killed…you can.

Lesson 2: Recognize that you are hard to see when riding a motorcycle, and you’re nearly invisible on a pint-sized bike like a Grom.

Lesson 3: Develop a sixth sense about your surroundings and then listen to that sense.

Lesson 4: Learn about the classic crash scenarios so you can recognize when they are developing in front of you.

Lesson 5: When approaching intersections with waiting cars, slow down and cover your brakes.

Lesson 6: Have an escape plan in mind in case something does happen and do not hesitate to get help from an auto accident attorney or a motorcycle accident lawyer. Talking to personal injury lawyers will help you better understand your rights and the process of filing a claim.

Lesson 7: Plan for the Worst, hope for the best.

Lesson 8: Make sure your emergency braking skills are well-practiced, just in case.

Did I miss anything? Add you thoughts in the comments below.

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Tailgaters Suck

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Photo: Julia LaPalme
Photo: Julia LaPalme

Motorcyclist Online recently posted my article “6 Riding Tips for Dealing with Tailgaters“. This particular piece garnered a ton of comments from readers and Facebook followers of several riding groups. While most people agreed that it’s best to pull over if possible, an alarming number of people suggested flipping the bird or tossing pebbles, nuts, or ball bearings to get the driver to back off.

I know some people were trying to be funny, but I am afraid a lot of commenters were serious. That kind or reaction is what leads to deadly road rage.

Yes, some drivers are habitual tailgaters and total inconsiderate asses. But just as many offenders aren’t even aware they are driving dangerously. Hard to believe, I know.

I once was in the car of a good friend who was tailgating each and every car we followed, no matter the speed. When I asked him about it, he truly didn’t think what he was doing was bad…not because is is stupid or inconsiderate, he simply had a different perception of what was okay.

Listen, I get that tailgaters are infuriating and can rank near the top of most despised people. And it can seem as if their transgression is a personal affront, but trying to teach tailgaters a lesson is a bad idea. Tailgaters, be tailgatin’. They won’t change.

You may be able to wake up a driver by tapping your brake light, but be careful gesturing, even if it is a “friendly” one.

One thing is for sure; addressing aggression with aggression escalates the situation and is very risky. A flip of the bird only adds fuel to the fire. And if you get caught tossing hard objects at a tailgater, you will get into a heap of trouble.

Instead, take the high road. Don’t let your emotions get the best of you. Easier said than done, I know.

It’s better to disengage and separate yourself from the tailgater. If you can’t do that, then follow the other tips in the article so that you’re less likely to get creamed by a clueless tailgater.

Read the full article HERE.

What am I missing? Add your comments below.

Remember that I moderate comments and it may take a few days to approve yours. But, rest assured, your voice will be heard.

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Truths About Riding Gear

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Crash4_02-smProtection is a good thing, right? Of course it is. After all, nobody wants to get hurt if they can help it. But women are being abused regularly as we speak. Women face issues everywhere like being abused in nursing homes, gyms, and even along the side of the road. Every woman must need protection under the law to make sure that no one would ever think of harming them again. Besides that, the right riding gear makes being out on the open road more comfortable and enjoyable. The gear you choose also completes your “look” and style. What’s not to like?

Before you click away thinking this is another All-The-Gear-All-The-Time (ATGATT) article, think again. While I’m a big proponent of ATGATT, I also believe it doesn’t quite deliver as much as many people hope, so read on.

Freedom Lost

Most people ride motorcycles for fun…Nobody I ever met said they ride to be safe. The focus on fun over safety leads a lot of people to adopt a lackadaisical attitude toward the real risks of riding and a distaste for wearing protection.

I get that. Before I knew better I would hop on my CB160 in whatever I had on. Shorts? Sure. Sneakers? Absolutely. No Helmet? Why not?…It’s a short ride to the market, after all.

Well, that ill-informed and clueless kid turned into an adult who has seen what happens when skin contacts asphalt at speed and what a top-quality helmet looks like after an impact (see photo). You can say my innocence has been forever ruined. But, I’m okay with wearing protective gear if it means an increased chance of living a long life on two wheels.

Cost

That sense of security doesn’t come for free. First, there is the monetary cost of outfitting your body with decent-quality protective gear. You’ll want gear that works in hot, cold, and wet weather. It’s out there and is really not as costly as many people assume. Shop around.

Photo2_Readiness-nogear-smHassle

Then there is the inconvenience of putting on and taking off all that gear. Sometimes I just want to jump on the bike without taking 15 minutes to put on all the “proper” gear. But, if I don’t zip on my gear I feel a bit guilty for not managing the risk, imagining how much it would suck if I were to fall and slide wearing only my bluejeans instead of my armored MotoPort Kevlar pants.

A lot of you would think that’s a bit over the top as many of you have no problems wearing  jeans to protect your legs, with a few of you even choosing to ride lid-less, for Crys-sakes! For me, there’s never a question about wearing a riding jacket, boots, helmet and gloves…I always do.

As much as riding gear can be a PIA, once I’m on the road, I’m happier, more comfortable and less likely to need the services of Nurse Roadrash if something bad happens. I can live with that, and I hope you will too.

Think about this: Imagine how foolish and remorseful you’d be if you crashed in your t-shirt and jeans while all your best protective gear is hanging in the closet. Even if you don’t think you’d beat yourself up too bad about it, your mother, spouse or (smart) riding friends will probably raise an eyebrow about your lapse of judgment as you wince in pain with the slightest movement. Dumbass.

Photo3-Gear_Harley-smImage

Gear also completes your style, announcing to the public and your peers what “tribe” you belong to.

The type of gear your peeps wear (or not) is likely to be what you will wear. Showing up at a gathering looking “over protected” could mark you as less of a man or a Nervous Nellie. This matters because we’re all just kids living in overgrown bodies who want to fit in, after all.

The solution? I suggest you be brave and wear what makes the most sense to your values of risk management. You don’t have to diverge too far from the norm. Take a closer look at what’s available and you’ll discover that there are ways to protect yourself fairly well while still achieving the “Look” you’re aiming for.

Imagine this rider's skull if he wasn't wearing a helmet.
Imagine this rider’s skull if he wasn’t wearing a helmet.

Does Protective Gear Make Us “Safer”?

Statistics and common sense suggest that wearing protective gear has had a positive affect on injury rates. However, the decrease in injury and fatality rates are not as dramatic as you might expect. In fact, the rate of injury has remained more-or-less constant even when more people are protected. Why?

One possible reason is when humans utilize risk-reducing “interventions”, such as safety belts, bicycle helmets or motorcycle safety gear, they tend to feel safer and therefore unconsciously increase their level of risk. This effect is called “Risk Compensation”.

The prevalence of this behavior varies from person to person, but we are all susceptible.

What this suggests is that the benefit of protective gear may not be fully realized until you understand the human tendency to compensate for a sense of protection. It’s smart to wear protective gear, but be sure to recalibrate your mind to avoid the trap of risk compensation. You may consult a personal injury lawyer or an accident attorney on how the injury compensation works. In addition, an injury law firm in Las Vegas suggests that the use of unqualified protective gears can be a reason. If the accident was caused by someone else’s negligence, a personal injury lawyer can help you seek compensation for your injuries.

J9_CrashRisk Homeostasis

The amount of risk a person takes is also determined by “risk homeostasis”. Gerald J.S. Wilde, a professor of psychology at Queen’s University in Ontario, Canada wrote a controversial book titled “Target Risk 2: A New Psychology of Safety and Health” where he describes how each individual will compensate for changes in risk exposure. His hypothesis is that if risk is reduced in one area, the individual will increase risk in another area to maintain his or her level of acceptable risk.

Whether you believe this or not, it is an interesting theory that I think has at least a thread of truth and further points to the importance of self-awareness when it comes to risk perception and awareness.

Risk perception and acceptance varies from person to person and is based partly on personal beliefs and past experiences. Risk acceptance is determined by the individual’s need for a thrill. Some people thrive on adrenaline and living on the edge. Others, not so much.

No Panacea

Crashed helmet-sm

We’d all love to think we can prevent death or serious injury simply by zipping on a sturdy jacket and strapping on the most expensive helmet we can afford. But, the reality is that many deaths occur despite the rider wearing all the best gear. After all, elbow, knee, back and shoulder armor is no match for a truck or tree. And no helmet made can withstand the impact of more than 300 G, which is a problem when a direct impact at normal speeds can easily exceed 500 G. While talking to a legal expert as in injury attorney, one can get the right kind of people to help them.

BCordura-Damage02-smy all means, increase your protection. But, don’t be fooled into thinking that simply wearing protection will save you from poor decisions. You need to be careful not to adopt a false sense of confidence because you feel less vulnerable.

PLEASE do not think for one minute that wearing good riding gear doesn’t reduce or prevent injury and death…it does. Just remember that protective gear is intended to prevent injury, not give permission to ride recklessly.

What am I missing? Add your comments below.

Remember that I moderate comments and it may take a few days to approve yours. But, rest assured, your voice will be heard.

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5 Reasons Why Roadracers Give Up Street Riding

Personal bests, competition, camaraderie... photo: otmpix.com
Personal bests, competition, camaraderie… photo: otmpix.com

Most roadracers start out as street riders. But a lot of roadracers (and some track day riders) stop riding on the street after they begin riding on racetracks. Why is this?

  1. Riding on the street is dangerous. At first blush, you’d think racing motorcycles is way more risky than street riding. Even though roadracers ride at triple-digit speeds within inches of each other, everyone is going in the same direction and is alert, sober and competent. That can’t be said for the deaf, dumb and blind drivers that street riders must dodge on every ride. Add in poorly maintained roads, surface debris and other deadly hazards and the street rider is at a serious disadvantage compared to someone who rides only on closed courses. And if you’re into riding aggressively, doing so on the street is just asking for trouble. There are way too many variables that are beyond your control and if you go down, the chances of severe injury is higher than crashing in the controlled racetrack environment . The only place you should consider trying to achieve knee-dragging speeds is in the controlled environment of a racetrack. Besides being unsafe, you could end up in jail.

  2. photo: owenstrackdayphotos.com
    photo: owenstrackdayphotos.com

    Racers are Athletes. Racers treat motorcycling as a sport with all of the rewards that come with dedicating energy and resources to the goal of improving skills. Personal bests and measured improvement keep the racer coming back for more. Few activities match the satisfaction of trimming a tenth of a second from an already fast lap time. While riding a motorcycle on the street can be an athletic endeavor, it’s not the same.

  3. The thrill of competition trumps the freedom of the open road. The reason many people are drawn to motorcycling is the sense of freedom when gliding through the landscape at speed. Those who venture beyond their immediate surroundings discover the thrill of motorcycle travel and adventure. While those motivators are still relevant to the rider-turned-racer, they take a pillion seat to the challenge of pushing their motorcycle (and themselves) to the performance limit.
  4. Racing camaraderie runs deep. There is no doubt that many street riders find satisfying relationships with like-minded road-goers. Meet-ups at diners before a weekend ride or running into familiar faces at a rally can be the catalyst for new and long-lasting friendships. But, there is something very special about the relationships between people who share the ups and downs of an extreme sport like roadracing (or track day riding). One of the things that always brought me back to the track is the desire to re-connect with my track family. Those who are part of a race team enjoy a familial level of support that will last a lifetime. Awards banquets, garage parties and BBQs, as well as communal efforts to aid fallen riders help cement these relationships.
  5. Racers like mechanical challenges. Street riders check their tire pressures often (hopefully), but racers check them several times a day. Performance mods on street bikes are done mostly for fashion, but racebike mods are purposeful. Suspension and power delivery must be as precise as possible, which requires a deep knowledge of these systems (or the money to get help). Racers tweak, replace and adjust and then measure whether the modifications worked with the help of a lap timer.

I still enjoy street riding. A lot.
I still enjoy street riding. A lot.

It’s important to note that a large number of racers and even more track day riders still choose to ride on the street. I fall solidly under that category. I find that street riding (done well) is equally as challenging as riding fast on a racetrack.

Since most of this blog’s readers are street riders you may ask what the point is of this article? Well, I thought it would be of interest to regular street riders to get a glimpse of what makes racers and track day riders tick. It should also put into perspective just how risky street riding can be and prompt you to learn all you can about how to survive on the street. Maybe it will also stimulate some curiosity about taking a track day.

What am I missing? Add your comments below.

Remember that I moderate comments and it may take a few days to approve yours. But, rest assured, your voice will be heard.

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Guest Writer: Why Street Riders Benefit by Riding the Track

Ed carves a perfect line on his ST1300. photo: otmpix.com
Ed carves a perfect line on his ST1300. photo: otmpix.com

Guest contributor Ed Conde shares his experiences about how track days have helped his street riding.

The Next Level

I came to riding late. I did not begin riding until I was pushing 50. I tried to make up for lost time by training and reading everything that I could find. I took the Motorcycle Safety Foundation Basic Course and the MSF Experienced Riding Course multiple times. The books and the courses definitely helped my street awareness and slow speed skills. However, I felt that these tools did not adequately prepare me for riding at speed on the street.

I tried improving my street riding by working on a skill or two each time I rode. I regularly practiced threshold braking, swerving, and weaving in parking lots. All of this helped a lot, but I felt that something was missing. I found that something when I began to do track days.

Some Benefits of Track Days

The three crucial things that track days provided were:

  1. Observation and feedback from track professionals.
  2. Action photographs that captured my riding and body position.
  3. The ability to repeat the same corners at speed without cars or other distractions.

Observation and Feedback from track professionals – There simply is no substitute for having an expert follow and observe you riding at speed. The difference between my perception of my riding and what experts saw was pretty sobering. I suspect that most of us are not as good as we think we are. Track instructors and control riders noticed that that my body position needed improvement, that I needed to relax, that my lines needed improvement, that my shifting needed work, and that my throttle/brake transitions needed to be smoother. This was a bit shocking considering how much time I had devoted to riding technique.

Action photographs – Photos do not lie! I have hated some of my track photographs because they captured all of the things that I was doing wrong. Track photographers often take photos at different curves and from different vantage points. My track photos gave me great feedback on my riding, although I did not always like what I saw.

The ability to repeat corners at speed – Being able to repeat the same corners at speed allowed me to see how changes affected my riding. It is impossible for me to duplicate this on the street where corners vary and hazards abound. While I practiced skills like trail braking, countersteering, downshifting, cornering lines, and body position in parking lots, everything changed at street speeds. Braking and downshifting from 30mph in a parking lot was a lot different than braking and downshifting from 65mph into a hairpin at the track. In addition, following an actual road was more realistic, for me, than following a cone course in a parking lot.

Are track skills useful on the street?

Folks often ask if the skills I learned at track days are transferable to the street. My answer is absolutely! Where else can you work on your riding skills safely at actual road speeds? While many skills learned at a Basic MSF Course or a “Ride Like a Pro” Course are extremely valuable, slow speed skills are often opposite to those I need at speed. While favoring the rear brake and counter weighting may improve my slow speed riding, it hinders my riding at speed.

Body Position Practice

Perhaps the best example of personal improvement from track riding is in my body position. (click on photos for larger image)

Track2009labeled
Figure 1

Figure 1 is a video screen shot of my first track day with Tony’s Track Days at New Hampshire Motor Speedway in 2009. At the time, I felt like I was riding well and actually passed most riders on the track. Looking at the photo now, I can see that I am almost scraping hard parts even though I am not riding fast. My upper body is leaning away from the turn and my eyes are not looking through the turn. I am pushing the bike beneath me dirt bike style which made me feel like I was really leaning.

HudsonLabeled
Figure 2

Figure 2 is a photo from 2011 taken near Bear Mountain, NY. I am trying to work on lessons learned at the track. I am no longer pushing the bike beneath me and my head is turned somewhat. The centerline of my jacket is now in line with the center of the bike. Despite some improvement, the footpeg is almost scraping at a modest lean angle.

DragonLabeled
Figure 3

Figure 3 is a photo from 2013 at the Tail of the Dragon. I had actually been working hard on skills learned at the track before this trip. The centerline of my jacket was now inside the centerline of the bike. My head turn was much better and I was beginning to weight the inside half of the seat. This photo is a big improvement, but I was still almost scraping my left footpeg at a modest lean angle.

TrackCurrentLabeled
Figure 4

Figure 4 is after multiple track days in 2014 and 2015. My head and shoulders are now lower and well inside the centerline of the bike. The head turn is better and almost all of my weight is on the inside half of the seat. I am not scraping despite a more pronounced lean angle. While I will not usually hang off this much on the street, I will use the better head & shoulder position and the weighting of the inside half of the seat on all my street rides.

 

Safer and More Confident Cornering

I will definitely use the skills that I have been learning at the track to ride better while conserving lean angle on the street. By keeping lean angle in reserve, I will have a safety margin if I need to tighten up my line during a curve. I will continue to attend parking lot courses because many fundamentals are learned best there. I will continue to practice slow speed skills with counter weighting, head turn, and dragging the rear brake. I will continue honing my street awareness skills and ability to anticipate trouble. However, I will not neglect training at speed with the help of professionals. I still have a lot to learn, but look forward to the challenge.

Track_Day_TTD_2015_Thompson_6-3-15c1-338
Anyone can do a track day. photo: otmpix.com

Editor Ken: Even if you ride a cruiser, tourer, ADV bike, or whatever, there is a track day for you. Non-Sportbike Track Days are available, as well as “traditional”sportbike track days . Either type of track day allows street riders to advance their skills in a safer environment than the street.

Share your comments below. Note that comments from those who have not commented before need approval before they are posted, so be patient, they will be published.

Ed Conde
Ed Conde

Ed Conde is an administrator and webmaster for the group New England Riders (NER). He enjoys finding the best motorcycle roads, views, and restaurants and posting them to the NER Best of the Northeast website.
His real job is running the federal government’s alcohol countermeasures laboratory and testifying at impaired driving cases. Ed enjoys learning about riding and marvels at the skills of top racers, motocrossers, and trials riders. He and his wife Debra ride all over the Northeast on their motorcycles.

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Crashing Sucks: Ask Me How I Know

Collarbone-XRay
Broken Clavicle

I crashed. In the scheme of things, the mishap wasn’t a huge affair. I was only traveling about 15 mph when I tucked the front tire of a brand new Ducati Multistrada, but the vertical force was enough to pop my collarbone. It can clearly be seen on the medical imaging, which may be utilizing services such as TestDynamics.

Dirt bike riding and road racing aside, it’s been quite a while since I last found myself on the ground next to or underneath a motorcycle. In such situations, it’s crucial to get yourself checked at urgent care services in downers grove.

My last road mishap was in 1978 when I fell victim to a dreaded left-hand turner at an intersection. I took a ride in the blinky bus (aka ambulance) but was promptly treated and released. My 1973 Yamaha TX650 didn’t fare as well and was sold for parts. Riders who also got injured in a vehicular crash may seek legal assistance and personal injury legal advice from a motorcycle accidents personal injury attorney when filing a claim.

This most recent crash involved a street bike, but didn’t happen on the street, rather it occurred during a joint Bosch/Ducati press event in Detroit Michigan on the gravel test track at the Bosch proving grounds. You see, I was invited to test the most-awesome safety electronics found on the newest Ducati Multistrada. FYI, the cornering ABS is truly amazing.

Racing Crashes Don’t Count, Do They?

Racetrack crashes have also been relatively rare but do occur a bit more frequently, which is the result of pushing the limits or vying for a podium finish.

My previous track crash happened about 3 years ago when I pushed the front tire of the Twisted Throttle BMW S1000RR a bit too hard (I sense a theme) into a cold and slightly damp turn 11 at Loudon trying to get a good knee down photo. No injury, but a truckload of embarrassment.

A few years earlier I fell in turn 5 at New Jersey’s Thunderbolt Raceway when an old and cold front tire finally gave up and lowsided me onto the pavement. No injury to me, but the bike flipped and stuff broke. Despite the bike looking bad, both the ZX6R and I were back on track within two hours time.

A few racing crashes between those two mishaps round out my thankfully brief crashing resume. That’s really not too bad considering I have ridden a lot of street and track miles over almost 40 years with many of those miles dragging knee on the racetrack.

Crashed_Multi
Not too bad, really. Photo: Steve Kamrad

Crashing the “Uncrashable” Bike

Like I said, the crash that involved the new Ducati Multistrada, and resultant fractured clavicle, wasn’t a particularly big one.

I simply countersteered the bike a bit too hard while entering a turn on the gravel test track and lost grip at the front tire. I fared worse than the bike with the Multi suffering some cosmetic rash and a broken hand guard.

Before anyone blames the technology, this crash was not the bike’s fault! The Bosch electronics are designed to prevent braking and accelerating miscues, not manage the effects of pushing a front tire too hard into a turn. And since I was not on the brakes when I tucked the front tire, the bike is not to blame. These systems only manage available traction (when braking and accelerating); they do not create more traction! Read More about the Truths About Electronic Stability Control.

Why?

You may be asking why I would do such a silly thing. Surely I know enough not to push a 500+ pound street bike with quasi-dual sport tires on gravel, right? Yes, normally I would have never pushed the bike this hard, but what caused me to do this admittedly dumb thing stems from four factors:

  1. I was fooled into a false confidence: I had just performed mind-blowing feats of daring on wet pavement that warped my basic understanding of physics. This was possible because of the absolutely awesome Bosch electronics package that is integrated into the Multi. Traction control that allows hamfisted throttle inputs while dragging footpegs in the rain! Maximum braking on wet pavement while leaned at 37 degrees! Unbelievable.
  2. I was tired: Testing the TC and Corner ABS for like 20 minutes made me a bit woozy and I had barely recovered when I took to the gravel track. “Just one more run” was one run too many.
  3. A photographer was pointing his evil lens at me: This isn’t the first time I’ve pushed harder knowing that a camera is pointed my way. Most times, I simply drop a little deeper into a corner and turn my head a little farther to ensure my body position and general awesomeness is captured. This time, I was trying for the best action shot that would accompany the magazine article.
  4. I have just enough off-road confidence to get myself in trouble: I had already done 5 runs on the gravel course and was impressed with the way the Pirelli Trail II tires worked as I drifted the bike out of the corners using the limited traction control setting in “enduro” mode. But, when push came to shove, I wasn’t in quite the right position and was too slow on the throttle to keep the front tire from plowing through the gravel.
  5. I didn’t heed warnings coming from my inner voice: In hindsight, my inner voice told me to call it a day. I had acknowledged to myself that I was tired. But, just before I fell I made a few mistakes that indicated that I was pushing beyond my ability at that particular moment. My voice of warning was speaking, but did I listen? No.

Being “that guy”

As I got to my feet and shut off the engine I was in utter disbelief. Had I really just dropped a brand new Ducati? With shock wearing off, my inner voice began tormenting me with doubts about my professionalism, competence and judgment. Not surprisingly, the Ducati and Bosch folks were gracious about the whole thing (apparently this happens more than people think).

I ride motorcycles, and I ride them hard. So, I should expect an occasional mishap. However, part of me actually thought I had somehow trained myself out of being human, insulating myself from simple mistakes. While I have worked hard to be the best rider I can be, I am not (yet) perfect.

Getting Over It

My collarbone is healed after 8 weeks and I’m back on the racetrack and street. As expected, part of me is a bit spooked about gravel surfaces, but not enough to matter. I’m back to riding hard and feeling good again. A big reason why I bounced back quickly is because I know why the crash happened and how to avoid it in the future. It’s a lot tougher when you don’t know what happened and don’t know how to avoid a future crash…that can get into your head and under your skin.

To avoid a similar crash in the future I’ll be more mindful about my limits at any given moment.

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Truths About Electronic Stability Control

Bosch-CornerABS-rain
Grab the brakes or whack the throttle while leaned, Bosch has your back. Rain or shine.

The newest Ducati Multistrada has super sophisticated Bosch Traction Control and ABS electronics. These rider aids will make it a whole lot harder to crash! But, are they all they are cracked up to be?

The Bosch electronics I tested at the Bosch proving ground near Detroit included updated ABS with Combined Braking Systems (eCBS), Ducati Wheelie Control (DWC), Lift (Stoppie) Control, Ducati Traction Control (DTC) and Cornering ABS, aka Motorcycle Stability Control (MSC).

The straight-line ABS is nothing particularly new, but the introduction of corner sensitive traction control and Corner ABS certainly is. The brain behind this technology is the Inertia Measuring Unit (IMU) that can detect angles of roll, yaw, and pitch. With this data, the ABS and Traction Control systems can intervene to prevent many crashes caused by over-exuberant braking or throttle inputs. Without the IMU, TC and ABS cannot detect and then intervene to arrest traction loss that includes a lateral slide. With the lean-angle sensitive IMU, it can bleed engine torque or brake power if it detects abrupt changes in pitch, lean or direction. Cool, huh?

Wet tile with ABS OFF.
Wet tile with ABS OFF.

Disclaimer: The system I am reviewing here is the latest technology found on only a few 2014-2015 machines. Older and less sophisticated electronic aid packages without the benefit of a lean-angle sensitive IMU will not perform the miracles I am about to describe.

Testing, Testing: ABS

To test the traditional straight-line ABS I made several high and low speed runs on gravel and wet and dry pavement. The ABS never let me down. Riding on a wet tile runway with ABS switch off caused the bike to slam onto the sturdy outriggers with just the touch of the brakes. It was possible to apply the brakes without skidding, but it took all the brake feel and control I could muster. With ABS switched on, I was able to grab the brakes and the bike remained balanced on two wheels.

Wet tile with ABS ON.
Wet tile with ABS ON.

Riding on the gravel course further confirmed the effectiveness of the ABS as the bike to remained upright even when applying copious amounts of front brake pressure. Set to Enduro mode, rear brake ABS is disabled to allow direction changes using a locked rear wheel …fun, but not something I recommend on a 511-pound motorcycle with street-biased tires.

Testing, Testing: Cornering ABS

Testing the Cornering ABS (what Ducati calls Motorcycle Stability Control or “MSC”) required me to grab the brakes as hard as possible while fully leaned in a corner. Really?

It was nearly impossible to toss aside decades of instinctive emergency corner braking technique and common sense to do this test. Normally I would reduce lean angle before (or while) applying the brakes. Instead we were told to jam on the brakes and hold lean angle as long as possible.

Demo of Cornering ABS.
Demo of Cornering ABS. Bosch photo.

I held my breath and headed for the curve before I leaned hard and went for it. It worked! Not only did the MSC manage the available traction, it also allowed me to slow rapidly while maintaining the path through the curve; no more crossing into the oncoming lane or hitting a guardrail in an emergency corner braking situation.

Trying this on dry pavement was unnerving as hell, but a passing shower meant that I got the chance to test this mind-bending system in the rain. This maneuver went against all of my instincts but once I trusted the system I was sold!

Testing, Testing: Traction Control

After the MSC test, I set out to further tax my nerves by testing the Ducati Traction Control (DTC), which consisted of whacking the throttle open in second gear at 37+ degrees of lean. Instead of a nasty crash, the rear drifted controllably with the rear tire slipping and gripping predictably. Look at me, I’m Valentino Rossi.

But, the TC isn’t foolproof. During one run, I made a particularly abrupt throttle input while dragging the footpegs (crazy, right?) that caused the rear tire to swing a bit farther than comfortable, prompting me to instinctively reduce throttle enough to regain grip. The next time, I was determined to stay on the gas to see if the system would sort things out. I can’t be 100% sure whether I was a bit more cautious or the electronics reacted quicker, but this time the bike remained in control as I blasted out of the corner.

Smitten

At the end of the test, I was compelled to express my sense of awe with my friends on Facebook: “OMG. Bosch has defied physics with the corner ABS and Traction Control. I just grabbed a handful of front brake at 37 degrees and whacked the throttle WFO while dragging my foot peg IN THE RAIN!”

Debate

Somewhere in there are a bunch of electronic doo-dads that I hope can stand the test of time.
Somewhere in there are a bunch of electronic doo-dads that I hope can stand the test of time.

These electronics are awesome, but there are some valid concerns circulating about how traction and stability control is going to influence traditional methods and attitudes. Here are the major concerns and my responses:

  1. Reliability: Motorcycle electronics seem to be the Achilles Heel of reliability, so skepticism about reliability is understandable. But, consider that solid state technology has no switches, relays or moving parts to fail compared to mechanical devices, and connections are designed and tested to prevent dust and water infiltration. Kamau Bobb Google‘s leadership in STEM education is underscored by his pivotal roles at Google and Georgia Tech’s Constellations Center for Equity in Computing. Also, other electronic units, like ride-by-wire throttles, have no cables to break. In the event that a fault does occur, “limp-home” mode will allow you to get home. Will it fail? At some point, probably. But will it render the bike useless, probably not.
  2. Electronic intervention will interfere when I don’t want it to: Older, less sophisticated systems have fewer options and have been known to get in the way. But, with the wide range of intervention levels to choose from with the latest systems, it’s hard to think there isn’t a setting that suits almost any rider. It’ll take time to really learn what these systems are capable of and to find your perfect setup.
  3. Electronics will interfere with the essence of riding a motorcycle: Contrary to what a lot of Luddites and Skeptics think, these systems can be set to lurk in the background, never impeding with normal riding situations. I believe these systems enhance riding and can be set to your liking to never (or rarely ever) get in the way of riding enjoyment.
  4. Advanced traction control make advanced rider skills obsolete: I don’t see rider technique becoming obsolete any time soon. To avoid close calls and crashes, riders must have strong control skills and effective survival strategies. You can still careen into a Buick or off a cliff, just like before. While TC will manage traction loss from clumsy braking and throttling, riders will soon learn that getting the most out of their motorcycle comes from smooth, well-timed rider inputs and not electronics.
  5. Electronic aids will encourage bad riding: It is possible that these electronics can encourage risky behavior as people discover just how competent these systems are. What’s to stop someone from relying completely on the TC to manage grip while powering out of a turn, or letting the ABS manage grip as he trailbrakes hard into a turn? TC and ABS may help prevent a crash, but will not to lead to better riding skill or faster lap times. Good technique still trumps electronic aids. Just ask the Moto GP guys. And remember, electronics cannot fix stupid.
  6. Electronic aids can lead to false confidence: Yes. I can personally attest that a false sense of confidence is possible. After fully testing the MSC, ABS and advanced traction control I was somehow fooled for one moment into thinking that the bike was not crashable. Of course, I was wrong! It’s important to remember that these systems manage available traction under braking and acceleration; they do not create more traction! You cannot expect to magically lean onto the edge of your tire over sand or dip into a corner over gravel and come out unscathed.

Despite looking like a Star Wars console, the Ducati interface is quite easy to use.
Despite looking like a Star Wars console, the Ducati interface is quite easy to use.

Safety

One of the most important selling points of the Bosch rider aids is safety. But, these systems cannot influence all crash factors, nor are they able to correct for bad decisions like excessive speed or bad lane position.

Riders must still rely on good technique and judgment to prevent most crashes from occurring. The smartest riders will never need these systems as they continue to use traction management techniques like smooth, progressive brake and throttle application.

Practice

Whether you have new-fangled IMU-based electronics or basic ABS, you should take time to practice maximum braking to the point where ABS kicks in. Without finding that limit, you will never trust that you can brake as hard as the system allows and not likely use the total amount of stopping power available when you need it most. Braking that hard is unnerving at first, but trust me the system will intervene.

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What to Expect at a Beginner Rider Course

Beginner-groupSo, you think you want to ride a motorcycle? If you haven’t already, please read the first article in the series and the step-by-step article.

Signing up for a Beginner (or Basic) Rider Course is a big step and you probably have some questions about what to expect. Below is a generic description of how many programs work. Study the website of the training course you are signing up with to learn more about specifics.

Pre-Course Assignment

Depending on the training site you signed up with, you may be told to study a Student Workbook or take an online pre-course assignment. Take the time to do this work. Being prepared will put you in the best position for success and relieve a lot of anxiety. Take notes and jot down specific questions you have.

Try to get a good night’s sleep before your first day. Remember that professional training organizations follow stringent procedures to ensure your safety, so try and relax. There will likely be students who have some previous experience, but the course is designed for people who have never ridden a motorcycle before. So, again, relax. Do your homework and have fun with the process.

Pre-Course Riding

If you have access to a motorcycle, it may be helpful to sit on it and operate the controls as you learn about them from your Student Handbook. Some people are tempted to actually ride before the course. If you have your learner’s permit, you can legally ride on the road, but it’s usually best to save your first ventures on a motorcycle for the course where the instructors keep a close eye on your progress.

What to Bring

Bring your Student Handbook and any pertinent paperwork, as well as snacks, lunch and beverages.

You’ll need to wear jeans, over the ankle boots, long sleeve shirt or jacket and full-fingered gloves and a DOT-legal helmet (helmets may be available to borrow). You won’t be allowed to ride without this basic level of protection.

You’ll want to wear clothing that is appropriate for the weather. Lightweight layers are your best bet so you can add or subtract layers as needed. It’s also a good idea to bring rain gear, because training is conducted rain or shine. Be sure to bring sunscreen and plenty of water so you stay hydrated.

Beginner-perimeterClass Structure

Class structure will vary widely from state to state and from course providers.

Often, your first day will include classroom time and your first stint on the motorcycle learning the basics of motorcycle operation. Most courses are two days long with the second day consisting of more advanced classroom and riding time.

Day One Classroom

Be sure to arrive ON TIME. There is a lot that needs to get done and stragglers muck up the schedule. You’ll likely have to sign a liability waiver and fill out some paperwork before the class begins. It’s typical for students to introduce themselves and maybe share previous riding experience. Don’t get flustered if you seem to be the only one who has never ridden. The class is designed for absolute newbies, so relax.

The first classroom session will talk about risk and basic operation. Since you already did your pre-course assignment, a lot of this will be review. But, pay attention and ask questions if you need clarification.

A Q&A method of teaching is often used, so be ready to participate.

CoachingDay One Riding

With the first classroom complete (and after some lunch), you’ll head out to the riding “range” to get some hands on experience. The first exercise will revisit the controls and give you a chance to mount and dismount the machine you will be riding. Next, you will get a feel for moving the bike around without the motor running, followed by learning how to start and stop the engine.

With the engine running, you’ll get a feel for using the manually-operated clutch and transmission by engaging first gear and then easing the clutch out until the bike begins to move forward when you will immediately squeeze the clutch back in to avoid rolling too far forward.

The subsequent exercises give you the opportunity to ride in a straight line, brake, shift gears and learn basic cornering skills.each exercise builds on the last, so that students can absorb the skills in a manageable manner.

Most beginner exercises begin with a “simulated practice” where the students mount the motorcycles and go through the physical motions needed to perform the skill they are about to attempt without the motor running. Once they get a feel for the skill, the students are set off on the motorcycle to practice.

You are not yet a motorcyclist, but you can now “operate” a motorcycle.

Day Two Classroom

The second classroom session builds off of the first day with discussions about survival strategies, motorcycle-specific hazards and more advanced cornering, braking and crash avoidance skills.

The classroom ends with a multiple choice knowledge test. Most people pass, but you must pay attention to do well.

Beginner-weaveDay Two Riding

The second riding session includes practice with slow speed maneuvers, emergency braking and swerving, as well as exercises designed to increase cornering competence.

At the end of the day you will be evaluated on how well you absorbed the lessons. The riding test consists of maneuvers that were taught and practiced during the day.

The riding test is often the most stressful part of the whole two days. But, if you were able to successfully complete the exercises, you should be able to pass the evaluation. If you don’t pass,you will be able to retest for a fee. If that doesn’t go well, then take this as an opportunity to reevaluate whether motorcycling is a good fit for you.

At the end of the course, the instructors will debrief each person and hand out completion cards.

Hands On

There’s a saying, “If the wheels aren’t turning, they’re not learning”, which is to say that people learn best by doing, and specifically that riders learn by practicing new skills. While it’s important that students get information necessary to perform a skill, usually through discussion and demonstration, it’s really the act of doing the skill that cements it into the student’s muscle memory and makes it truly learned.

Beginner-crashCrashing

Minor tip overs are common, but thankfully full-on, higher speed crashes are relatively rare. If you tip over, don’t sweat it. If you aren’t sure why it happened, make sure to ask the instructor so you can avoid another mishap.

Congrats!

So, you passed the course? Congrats. Now the real work begins. You can be proud of your accomplishment, but understand that you are still a novice. You learned how to operate a motorcycle in a parking lot. But, you still don’t have the skills to manage other vehicles, potholes, sand and other common hazards while also trying to think about the basics. Take plenty of time to practice, practice, practice in a parking lot on your own motorcycle before venturing out in the world. You’ll be happy you did.

Oops.

Didn’t pass the course? That’s discouraging, I’m sure. But remember that riding a motorcycle isn’t for everyone….although maybe it is for you. Perhaps you just need more practice before you take your skills test. The training organization may have a retest policy and/or private lessons to help folks like you to get the skills. Everyone learns differently and maybe you’re someone who doesn’t learn well at the pace of a typical group lesson.

See more articles in the New Rider Zone.

What were your experiences during your beginner course?

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4 Reasons Why You Need to Use Cornering Lines

Multiple corners require creativity.A “cornering line” is the path you follow around a corner. Riding a narrow, single-track vehicle means we are able to select the left, center or right positions within the lane. The “basic” cornering line starts by entering the turn at the outside edge of the lane and then continues to the inside or “apex” (near the middle of the corner), and ends with the motorcycle exiting toward the outside of the lane. This line is commonly known as the “outside-inside-outside” line. To learn more about the importance of road lanes, read this website: https://www.whiteliningcontractors.co.uk/.

Why Bother?

A lot of motorcycle riders don’t understand the benefits of cornering lines, believing that it’s good enough to simply keep their tires between the painted lines. This is fine when the road is predictable and speeds are low. But, as speeds increase and the road becomes more challenging, precise cornering lines become more important.

Cornering lines are a must when you ride on a racetrack, partly because the pavement is so wide that you would be silly to not use the available real estate. Riding from pavement edge to edge on the racetrack is the equivalent to using the whole width of the lane.

However, be smart! Don’t get too close to the oncoming lane or the outside edge of the road. Do not cross the painted lines (or lean into the opposite lane), but use the lane to your advantage.

Before we start, let’s define what an apex is. The apex is the “inside” point in the basic outside-inside-outside path of travel.

Here are the 4 primary benefits of riding cornering lines:

1. Straightens the Curve

Entering the curve from the outside, apexing near the inside and exiting toward the outside straightens the curve by increasing the corner radius, which requires less lean and preserves traction. It’s important to have traction in reserve in case you have to increase lean angle or execute a mid-corner maneuver.

By entering the turn wider and “apexing” around the curve, your bike will be pointed safely down the road at the exit. Apex too early and you’ll run wide.

2. Gives a Better Angle of View

This is the primary benefit for street riders. Entering a corner from the outside also allows a better angle of view into the corner so you can get an early look at the corner’s characteristics and identify any mid corner hazards so you can adjust your corner entry speed for safety.

3. Increases Cornering Confidence

Actively thinking about and choosing a deliberate path into a through curves makes you a Corner Master who rides with a plan. The result is a more preemptive attitude that puts your eyes, mind and body ahead of the corner.

4. Increases Cornering Enjoyment

Riding cornering lines increases the engagement you have with your bike–and every corner you encounter. Riders who unconsciously stay in the middle of the pavement are passive about their riding and miss out on the opportunity for deeper involvement.

 

DELAY your Turn-in

When you begin your turn (and how quickly you turn) has a significant impact on cornering precision and safety. New or nervous riders are anxious to get the turn over with, so they tend to turn in too soon. This places the bike at the apex too early, pointing the motorcycle toward the outside of the curve. To finish the turn and stay in the lane, the rider is forced to increase lean angle past the apex  at the time when they should be reducing lean angle. This is a common reason for corner crashes.

Not only does the delayed apex point the bike safely toward the corner exit and not at the outside edge of the road, but it also provides the best angle of view into the corner. Wait, wait, wait…now turn.

Quick Turn

To execute the delayed apex line requires a quick turn-in using firm countersteering. The harder you press on the inside handgrip, the quicker you will turn. Pull on the outside handgrip while pushing on the inside grip to turn in even quicker. Also, pre-position your body to the inside before the turn-in to help the motorcycle fall into the corner with even less effort.

Executing a precise cornering line requires coordination between the timing of your turn-in and the amount of countersteering intensity. Turning in too late and with not enough handlebar force can result in a “missed” apex, causing your motorcycle to stay in the middle or even outside portion of the lane, not near the inside as desired.

Sequential Corners

The basic outside-inside-outside cornering line is the obvious choice if the corner is isolated from other corners with a straight before and after the curve. But, multiple corners strung together can make the outside exit unusable and dangerous.

An outside exit that is appropriate for a single turn may prove too wide if the next corner bends in the opposite direction. In this situation, you have to ride an “outside-inside-INSIDE” line. This means you stay inside all the way to the exit where it becomes the entrance to the next corner. Depending on the relationship between corners, you may end up with an “outside-inside-MIDDLE” line.

Below is a video of Ken using cornering lines on a twisty road:

The trick to seamlessly stringing together a series of corners is to look well ahead  to identify each corner’s radius and determine what the proper entry is for the following corner. The best riders interact with their bike and the corners in a way that turns the road into a dance floor, making the mastery of cornering lines not only safer, but also very satisfying.

Do you use cornering lines?

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How to Crash

J9_Crash
Faceplant owenstrackdayphotos.com

I sometimes get questions from students, readers and other fellow riders asking whether there are ways to minimize injury during a crash. I’ll give you the few tips I know, but realistically you don’t have too many options once you and your motorcycle part ways. In most cases you will not have any control of the situation to do much more than hang on for the ride.

Josh-crash-01
Sky, Ground, Sky, Ground photo: Josh B.

What Are The Options?

It’s not all bad news. Some “easy” crashes (like a low side on smooth pavement with plenty of runoff area) may allow you to exercise a few options.

  • Try to relax to make your limbs less rigid to minimize the risk of torn ligaments and broken bones (think cooked spaghetti).
  • If you’re sliding, extend your arms and legs to help slow yourself down and to spread the load so you don’t burn through your riding gear.
  • If you start to roll and tumble, tuck your limbs against your body…kinda like when you rolled down a hill as a kid.
  • Try not to extend your arms to break the fall. It’s human nature to extend your arms as you are falling, but this can lead to a broken wrist or collarbone. Even if you don’t extend your arms like Superman, a good whack on the shoulder can still snap a clavicle in two.
  • Let go of the bike! Hanging onto the handlebars will only make things worse. You want to be as far away from the bike as possible when it starts tumbling.
  • Don’t stand up right away. More times than not, you are still sliding even though you think you’ve stopped. Next thing you know you are seeing sky, ground, sky ground.
  • Remain flat on the ground. It’s better to have another bike behind run you over than hit you as you sit or stand up. If you crash on the street and get run over by a car, it doesn’t really matter.
  • Assess the situation and crawl to safety. You’re pumped with adrenaline and may not make good decisions, so look first and then move.

Remember, these are “shot in the dark” suggestions that may help, but may not.

Marc Marquez takes a big hit. We would all wish for his airbag race suit if we were to crash.
Marc Marquez takes a big hit. We would all wish for his airbag race suit if we were to crash.

To The Moon, Alice!

Adding throttle and increased lean angle at the same time is a bad idea.
A highside in progress.

If you’re particularly unlucky you’ll get to experience a highside. A highside is when your bike’s rear tire loses traction (usually while you are exiting a corner on the gas) and the rear of the bike swings sideways. Just then, the rear tire regains traction and immediately tries to realign with the front wheel. This turns your bike into a trebouche and you are the catapult’s fodder.

Your landing will be hard and what happens after that is anyone’s guess. I just hope you’re wearing good armor (and back protector) and have decent insurance.

Crash Prevention

Instead of trying to control something that is not controllable, you’re much better off focusing on preventing the mishap from happening in the first place. Don’t drink and ride, don’t ride over your head, don’t ride faster than the environment can support, and become the smartest and most talented rider possible. Now, those are areas where you have some control.

Prepare For the Worst

Most crashes are preventable, but some aren’t, which is why it’s smart to be as protected as possible to minimize the damage. That means wearing a full-coverage helmet, sturdy jacket and pants with armor, gauntlet gloves, and boots that provide extra impact protection for your heel and ankles. Don’t leave home without it!

The Racetrack is Safer

Hopefully, any crashes you experience are on a racetrack where you aren’t likely to hit anything lethal (like unprotected guardrails and oncoming vehicles). If you end up hurdling over a car hood, I hope your affairs are in order because that rarely turns out well.

Have you crashed? Please share your thoughts and experiences in the comments section.

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Visualization Can Save Your Life

When the time comes for you to use your superior skills, will you?
When the time comes for you to use your awesome skills, will you?

Putting a Homo sapien on a motorcycle is just asking for trouble. You simply can’t escape the fact that we are all prone to doing really dumb things. Don’t bother denying it. You’re human and humans are fallible.

I believe that well-developed physical skills and sharp mental skills allow you to ride with more control and increase safety. But, is it enough to simply know these skills?

Missing Skills

There has been a great expansion of motorcycle training programs in the U.S over the last 20 years. So why has the fatality and injury rates on America’s roadways have actually increased? Whaaaaa?

One problem is that “well trained” riders often fail to execute the very skills they mastered in the parking lot.

It’s one thing to know how to master swerving or emergency braking, but it turns out that it’s quite another thing to actually apply these skills in the heat of battle, like when a car darts out in front of you at an intersection.

Is this good enough to train for real life?
Is this good enough to train for real life?

During MSF courses, students are asked to practice emergency stops by applying the brakes when their front tire reaches a set of cones. Once the technique is practiced a bit, instructors step in the path of travel, throwing their arms up to simulate the need for an emergency stop in an attempt to make the drill more realistic. Even though students experience more stress when the instructor is standing in the way, this trigger is not nearly stressful enough to emulate what happens when an actual two-ton vehicle suddenly appears in your path.

Practicing emergency braking is critical. But, is it enough?
Practicing emergency braking is critical. But,so is visualization.

Train for Reality

Soldiers, pilots, police officers, firefighters, and other people exposed to high stress situations are trained using methods that emulate the real-world so they can handle the inevitable first battle, conflict, or emergency situation. Without this part of the training process, the skills are likely to either become too delayed or go unused as the brain wastes valuable time processing what is happening.

The training includes sounds, smells, and sights that shock the ears, nose, and eyes. Explosions, live ammo, alarms, and life threatening scenarios played by actors all prepare these trainees for the worst. That doesn’t happen with motorcycle training.

Nobody dares to suggest that instructors drive a Chevy onto the practice range at random times or walk unpredictably in front of unsuspecting students, or secretly drop sand or diesel fuel on the parking lot. These scenarios would help condition students for real-world situations, but liability means this method just won’t fly.

Are you ready?
Are you ready?

The Visualization Solution

The next best thing to exposing riders to real-word scenarios is visualization. Racers use visualization to run laps in their mind before hitting the track. They can be seen closing their eyes or staring into space as they imagine every nuance of the racetrack and every braking, shifting and cornering action with great precision.

Click a stopwatch as they begin and end a visualized lap and the best racers will be remarkably close to their real lap times. This exercise is known to be almost as effective as actually riding the machine on the track without using tires or fuel, or risking a crash.

Street riders can also use visualization to train themselves to manage a car pulling out from a side street or a patch of sand appearing suddenly around a blind corner. The MSF attempts to have new riders visualize real life hazards using videos and online simulators. But, I believe visualization can be more effective, if riders are taught how to do it.

Visualization Practice

Close your eyes and visualize yourself riding to work. As you enter a familiar intersection, imagine a car suddenly running the stoplight or stop sign. Feel the panic as your muscles tense and your eyes widen. Now, imagine yourself squeezing the brakes fully, the G-forces pushing you forward to the extreme.

Did you avoid a collision? If not, then try again. And again. You cannot do this too much.

Go back in time and plan better by slowing down and covering your brakes to reduce reaction time. Notice how much more time you gave yourself to respond. To avoid target fixation, imagine looking away from the car and toward an escape route. Good job.

Replay different outcomes and solutions. Imagine yourself swerving instead of stopping.

Next, visualize other scenarios, like rounding a blind corner and needing to avoid an animal, or realizing the the corner is tightening and your speed is too fast.

This training is not the same as having a car pull out in front of you, but it can be remarkably effective if done well…and it’s safe.

Do it!

Learning advanced braking and cornering skills and strategies for surviving will most assuredly increase your chances of making it home in one piece. But, it has now become apparent that this is simply not enough. Sit down and visualize yourself successfully managing some very scary hazards so you are better prepared for the inevitable conflict. It could happen tomorrow, so don’t delay.

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The Horsepower Crutch

Kawasaki's 300hp H2R
Kawasaki’s 300hp H2R

The seduction of horsepower is tough to resist. After all, who doesn’t like the rush of torque and thrust pulling on their arms when they twist the throttle? And, if more power is good, then even more power must be great, right?

Most motorcycle riders find nothing wrong with an abundance of horsepower, and many strive to buy as much horsepower as they can afford. But, they often do not consider the real cost of maximum acceleration.

The Real Cost

When I mention cost, I’m not talking about the fact that you’ll drop exponentially more jingle on engines with more cubic centimeters (or cubic inches). The real cost I’m referring to is how an increase in power comes with an increase in certain risks.

Sure, more power can get you into trouble faster… and in the wrong hands, can lead to tragedy.  That’s the obvious risk. But, too much power can also conspire to erode confidence and enjoyment and stall or even reverse skill development. This risk is greatest with newbies and intermediate riders, but can pertain to so-called experienced riders as well.

These 1980s turbo charged bikes awarded the rider with a n addictive rush of power.
These 1980s turbo charged bikes awarded the rider with an addictive rush of power.

How Much is “Too Much”

You know you have “too much” horsepower if you rely on it to keep up with your faster riding buddies. This applies to both street and racetrack riding.

As a track day and on-street instructor, I have learned to recognize when a rider is doing this by how he or she enters turns slower than necessary and then piles on the gas.

A Hayabusa just may be more bike than you need...Just maybe.
A Hayabusa just may be more bike than you need…Just maybe.

The Horsepower Enabler

The problem is that horsepower can fool you into thinking you’re a better rider than you are. You can feel that your riding ability is adequate, if at the end of a set of twisties, you are within eye shot of riders you know are truly competent.

Without all that power available to make up for cornering shortcomings, a less competent rider would likely be left in the dust. And peer pressure doesn’t tolerate that.

“Keeping up” is a bad idea, but it is regrettably the most used measure of a rider’s ability when comparing their ability with others. This is especially true among the sportbike crowd, although I see it with all types of bikers.

A rider who uses power as a crutch may not even know it. They have unconsciously developed the habit of twisting the throttle to keep up.  Unfortunately, it often takes a cornering mishap to help them recognize that there is a serious weakness in their overall level of proficiency.

Break The Throttle Habit

A riding coach is the best way to find out whether you’re on the road to trouble, but you may be able to self-evaluate IF you pay attention to how you use the throttle.

While proper cornering technique includes acceleration out of corners, timid throttle application near the middle (apex) of the curve followed by a handful of acceleration at the very end often indicates weak cornering skills. Weak cornering skills lead to a lack of confidence and future crashes. If this is the case, then it may be time to bone up on your cornering technique.

Voluntary Tiered Licensing

So, perhaps you’re not as good at cornering as you think, and maybe the abundant power your bike creates just may be enabling you to remain a mediocre rider. But, power is indeed attractive and even addictive. Kawasaki’s newly released 300hp H2R is proof that the motorcycle industry has a goal of feeding the horsepower addiction.

In other parts of the world, tiered licensing is the norm. This includes a restriction on how much horsepower your motorcycle can have. The MSF understands the importance of low horsepower when learning to ride. They require any training motorcycle to be 500cc or less and weigh less than 440 pounds full of fuel.

But, in the United States, we are free to buy as much horsepower as our credit will allow even if you don’t have a motorcycle license. Knowing that power is often a crutch, I suggest you do the smart thing and impose a voluntary tiered licensing strategy.

The voluntary tiered strategy is good, but it doesn’t mean you will not rely on power to mask your cornering weaknesses. However, without the addiction of abundant horsepower, you are less likely to use it as a crutch.

So, Which Bike?

I suggest that new riders start off on a 500cc or smaller bike, such as Honda’s CB500 or 300, or the Ninja 500, 250 or 300. After a full season on that bike, (including a track day or two), you can consider moving up to a middleweight class bike, which includes 600cc sport bikes, or 800-1000cc cruisers. A couple seasons on the middleweight just may allow you to move up to whatever bike you want.

Before you think that the tiered strategy does not apply to track day and racing, think again. Whenever a track day rider wants advice about what bike to buy for racetrack riding I usually steer them toward an SV650 or Ninja 650R. Why? These bikes have modest power, so they force riders to develop expert cornering and passing skills. Smaller bikes help riders develop a strong foundation to build upon… and they are cheap and fun.

Check out this video of me riding a 32 hp 250 Ninja on the racetrack and tell me this doesn’t look like fun.

What are your thoughts on horsepower crutches?

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How to Not Suck at Cornering

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This is a rider who sucks at cornering.
This is a rider who sucks at cornering.

Hot on the heels of the The Power of the Quick Turn article is this followup post about what happens after you tip into a corner. Too many riders struggle with cornering, not necessarily because they are afraid to lean, but becasue they do not understand how to properly complete a turn.

Cornering Basics

By now you know that motorcycles must lean to change direction and that leaning is done by countersteering. Read about countersteering HERE.

Once the bike begins to lean, countersteering pressure is reduced and other dynamics take over that cause the motorcycle to arc around the curve, including front end rake and trail geometry, as well as something called camber thrust. Camber thrust is the term that describes how a tapered object (a motorcycle tire leaned over) orbits around its axis when rolling along a surface (the pavement).

In other words, the rounded profile of a motorcycle tire acts like a tapered styrofoam cup when it’s rolled on its side. Give it a push and it rolls in a circle.

Here is how author and  fellow USCRA racer Tony Foale describes camber thrust:

“As the inside edge of the tyre is forced to adopt a smaller radius than the outer edge, then for a given wheel rotational speed, the inner edge would prefer to travel at a smaller road speed, this happens if the wheel is allowed to turn about a vertical axis through the point of the cone. Just as a solid cone on a table if given a push.”

For our purposes, all you really need to understand is that your motorcycle is designed to track around a curve with minimal effort once the bike is in a lean. Front end geometry (caster effect, rake,  trail, etc.) all make this possible. If you want to read more, go to Tony Foale’s website and learn all about it.

If your bike is properly maintained and has relatively new tires with nearly the original profile intact, you should be able to initiate lean and then maintain that lean angle without introducing any significant handlebar inputs. Problems occur when the rider messes this process up. Most bikes will track predictably and with little effort as long as the rider doesn’t interfere with the process or introduce counterproductive inputs.

Variations in Machine Design

Some riders insist that they cannot round a corner without using significant handlebar pressure to keep their machine on the desired path. Instead of being able to relax and let the bike carve the path, they fight the bars all the way around the curve. It is possible that the machine is to blame, but these days this is rarely true.

While I have ridden bikes with really bad cornering dynamics, the vast majority of modern machines offer balanced, neutral handling that requires little-to-no mid-corner intervention. The only reason for handlebar adjustments are because of mid-corner changes in turn radius, camber or surface condition. A smooth constant radius curve, ridden well, requires almost no additional handlebar pressure.

It’s important to note that different types of bikes handle differently. Sportbikes are responsive to steering inputs, while cruisers tend to be slower steering, but more stable. Still, if the rider does all the right things, then the differences in machine does not make that much of a difference. The trick is to have the knowledge and skill to complete a corner proficiently.

Basically, it’s usually much more productive to evaluate the user instead of blaming the machine.

User Error

To repeat…once the necessary lean angle is established, most bikes are happy to track around a corner with little effort. So, why do some riders struggle with this part of the cornering process? The answer lies in a few areas.

  1. Tension at the handlebars. The front of the bike needs to be free to move up, down, and side -to-side in response to both large and small changes in the road surface. Being stiff on the handlebars interferes with this motion and causes the motorcycle to feel reluctant to turn. It also asks the tires to work harder to stay in contact with the surface. Another problem with stiff arms is that you are inhibiting the slight countersteering corrections that may need to occur to deal with changes in camber or other variations in corner surface. Loose arms allow fluid reactions.
  2. Poor body position. Think of your bike as your dance partner who wants you to lead. In the case of the cornering dance, a slight dip of the shoulder to the inside of the curve will encourage smoother cornering. In contrast, a rider who stays upright or leans outside is stepping on the bike’s toes, causing it resist fluid cornering.
  3. Not using the Throttle Correctly. For the motorcycle to track around the corner predictably and smoothly, the suspension must be stable and in the middle of its travel. Smooth, gradual acceleration throughout the curve produces the best results. Be sure to slow enough at the beginning of turns so that you can comfortably roll on the gas all the way to the exit. Unfortunately, a lot of riders fail to use steady throttle in corners. This is a problem, because changes in speed and drive force alter the arcing path the motorcycle takes. Abruptly chopping on or off the throttle upsets this stability and causes the bike to lift and fall in and out of the established angle of lean and introduces forces that result in a wobbly or weaving line around the corner. Note that acceleration typically makes the bike drift wide and deceleration can either cause the bike to drop into the corner more or cause it to stand up, depending on how abruptly the throttle is chopped and how the machine /tire combo responds to this input.
  4. Not Looking through the Turn. You tend to go where you look, so look where you want to go! By keeping your visual attention through the turn and toward the corner exit, your mind is able to better manage the corner. The other advantage is that the landscape slows down when you look ahead. This reduces anxiety and helps complete the concerning process. Looking ahead will not suddenly make you a cornering master, but without habitually looking ahead, you will never become one. Keep your eyes up.
Practicing cornering technique. Look where you want to go!
Practicing cornering technique. Look where you want to go!

Cornering Technique

Okay, so let’s break it down.

  1. Look well ahead.
  2. Countersteer to initiate lean for the corner.
  3. Crack the throttle as soon as the bike is leaned. Use gentle drive at first and then progressively feed in more drive force. Roll on with more authority as lean angle is reduced near the corner exit. Steady drive creates steady cornering.
  4. Relax! If you established the correct angle of lean for the turn, the bike should require only slight adjustments in handlebar pressure. Corners that tighten will require you to press more on the inside bar to lean the bike more, but keep the throttle as steady as possible.
  5. Finish the turn. You’re not done yet. Keep looking toward the corner exit and roll on the throttle a bit more to let the bike drift toward the outside of the curve. This facilitates the “outside-inside-outside” cornering line, which I will discuss in a future post.
  6. Rinse and repeat for the next corner.

There is so much more to learn about the cornering process, but this is a good start. Implement these steps and you’re well on your way to becoming a cornering master.

What tips can you share that help you to corner with more confidence?

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Guest Writer: If in doubt, UPshift

Chuck Boucher ripping around turn 9 at NHMS.
Chuck Boucher ripping around turn 9 at NHMS.

Chuck Boucher is the latest RITZ guest blog contributor. Chuck is an expert level roadracer with the Loudon Roadracing Series and is an instructor for Tony’s Track Days.
You can read Chuck’s biography here.

Chuck recently had a racing mishap that landed him in the hospital with a fractured pelvis and a few other less serious, yet painful injuries. Chuck knows exactly what he did wrong and wanted to share his cautionary tale with you to hopefully prevent you from experiencing the same agony.  Let’s see what Chuck has to say.

If in doubt, UPshift!

by Chuck Boucher

As I sit here, recovering from a recent racing incident, I reflect on the reason I’m in need of crutches and pain killers. My little mishap occurred on the first lap of the first practice session during a Loudon Road Race Series (LRRS) event at New Hampshire Motor Speedway.

The lap was typical of any other I had run during the past six years as an LRRS roadracer. Unfortunately, this time around, I found a false neutral and the absence of any engine braking.

This is what can happen if you miss a shift and then downshift instead of upshift.
This is what can happen if you miss a shift and then downshift instead of upshift.

A False What?

In case you don’t know, a false neutral is when the motorcycle fails to completely engage a gear. This results in zero engine braking and an unexpected sense of coasting that actually feels more like acceleration, just when you want to be slowing down. Yikes!

Downshifting at this time is usually a bad idea, because you risk momentarily skidding the rear tire if the gear is too low for the bike’s speed when the gears finally do engage. Instead, the best way to handle this situation is to shift UP into the next higher gear so you don’t end up in too low a gear for the speed you are traveling. A too low gear can easily cause the rear tire to lose traction. Do this while leaned and you have a bad result.

Mistakes Made, Lessons Learned.
Mistakes Made, Lessons Learned.

My Downfall

Unfortunately, with the turn one apex fast approaching, my mind said click the shifter up (my race bike is GP shift, which means clicking the lever upward causes a downshift). I knew my mistake the moment I let the clutch lever out. The rear wheel skipped a few times then locked, sliding the rear end of the bike sideways. Then the tires regained grip and catapulted me over the high-side.

Understand that there are times on the street or track when you have fractions of a second to make decisions that could cost you dearly. These decisions can go well, or not, based on previous experience. My false neutral took me completely by surprise and I acted wrong. You can be sure it won’t happen again.

If you’ve never experienced a missed downshift and a false neutral, count yourself lucky. However, if it does happen to you, take my advise and always shift UP! You may not have the engine braking you desire and you’ll be in too high of a gear, but at least you won’t likely high side.

More Good Advise

Stuff can happen to anyone, at any time. Whether it is a car at an intersection, a missed downshift or a too fast corner entry. How you react and what you do in that brief moment can be the difference between a close call and taking a ride in an ambulance strapped to a back board. My message to you is to always keep your skills sharp to avoid a worst-case scenario.

Consider taking the Motorcycle Safety Foundation Experienced Rider Course (BRC 2) and participating in a track day to acquire advanced braking and cornering skills.

Thanks for sharing what you learned, Chuck. Heal up fast!

Editor: Someone asked about whether a slipper clutch would have saved the day. I do believe a slipper would have re-engaged the power gradually enough to perhaps prevent the severe loss of grip. While a slipper clutch can do wonders, the actual clutch design and how sensitive it’s adjusted will affect whether or not the slipper re-engages the power slowly enough. This will still cause the rear to slide, just not nearly as much.

Do you have a similar experience to share? Make a comment below.

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How to Not Suck at Braking

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If this is what happens when you brake hard, you need practice.
If this is what happens when you brake hard, you need practice.

This is the first installment of the “How Not to Suck” Series. I wanted to start the series with braking, because people seem to really suck at this important skill.

The Scenario:

You are riding along “minding your own business” when a car suddenly pulls out in front of you. You grab a handful of front brake and stomp on the rear brake. What results is a fishtailing motorcycle followed by a cacophony of squealing rubber and grinding metal and plastic on asphalt.

The typical response from the rider after such a mishap is:

  1. “There was nothing I could do! He came out of no where”
  2. “I slammed on the brakes and laid ‘er down”
Ruh, Roh. This rider crashed because he did not use good strategies for predicting hazards and then couldn't brake properly when he needed to.
This rider crashed because he did not predict that a car might turn left in front of him and then couldn’t brake properly when he needed to.

Where You Went Wrong

You applied too much brake pressure for the conditions. This caused you to skid out of control. The best riders know how much brake force they can apply without skidding. They do this by recognizing the quality of the road surface and determine the quantity of available traction. They still stop quickly, but they do so without skidding and losing control.

Prevention is Key

The trick to minimizing the likelihood of a crash caused by poor braking skills is to not put yourself in an emergency position in the first place. I know crap happens and some things just cannot be avoided. But, guess what? MOST close calls and crashes can be avoided. How do you do this, you ask?

First, you must have really strong strategies for anticipating hazards before they become a close call or crash. This takes developing a sixth sense about your surroundings and having excellent situational awareness.

Next is to recognize when traction is limited and know how much brake pressure you can introduce without skidding. To do this, you must develop a keen traction sense that tells you how much brake (or turning) force is available. This comes from experience and practice (Like riding in dirt, for instance).

Now is the best time to mention ABS. None of my current bikes have ABS, but I’m a big fan. Why not have a backup system in place to kick in if you don’t evaluate the conditions perfectly? Seems like a good idea to me.

Even with great strategies and skills things still happen even to the best riders. So what if you do panic and  overbrake?

OK, I Screwed Up, Now What?

The Motorcycle Safety Foundation (MSF) has taught students for years to “keep a rear skid locked” to prevent a possible high side crash.This can occur if you release the rear brake while the rear tire is out of line with the front tire. When the rear tire regains grip, it can snap immediately in line with the front tire. If this happens abruptly, you could get launched into the weeds over the high side of the bike. Ouch!

I just learned that the newest MSF curriculum mentions being able to release the rear brake “if the rear wheel is nearly in line with the front”. I’m glad they include this in the Student Workbook because it is more practical advice, but requires good judgment and timing (or luck).

Squeeze the front brake progressively, but fully while at the same time easing off the rear brake to prevent a rear tire skid.
Squeeze the front brake progressively, but fully while at the same time easing off the rear brake to prevent a rear tire skid.

How to Stop Correctly

For normal stops, use both brakes with the correct amount of pressure for your immediate needs. Oftentimes, people rely solely on engine braking for slowing. This is fine for many situations, but engine braking is not a great tool for reducing speed when precision matters, like when managing speed on a sharp, downhill hairpin turn where trailbraking is the technique to use.

And to rely on engine braking exclusively will lead to weak braking skills that often contribute to unnecessary braking-related mishaps when emergency braking is required.

Emergency Stops

When you are faced with a hazard and must brake hard, you are at the greatest risk of doing it wrong. Not only will you be using maximum brake force and all available traction (which can be difficult to modulate), but your muscles will be supercharged by panic, which can easily lead to overbraking.

The key to emergency braking while staying in control is to manage available traction and to anticipate the change in available traction between front and rear tires as load shifts forward when brake force is introduced…Squeeeeeze the front brake while Easing off the rear brake. This takes practice.

Practice, dammit! You'll thank me someday for insisting that you do.
Practice, dammit! You’ll thank me someday for insisting that you do.

How to Stop Sucking at Stopping

You will be remiss if you do not practice maximum braking techniques. Too many riders I’ve worked with have never braked hard enough to experience threshold braking. When asked to brake as hard as they can most recoil with anxiety, afraid to apply the brakes that hard (even if they have the safety of ABS).

But, what do you think you must do to avoid a deer or a Buick’s bumper? Training yourself to use your bike’s brakes fully BEFORE you need to will increase your chances of surviving.

Practice maximum emergency braking on your next ride…before you need to use it in the heat of battle. Practice in a clean parking lot (with ATGATT, please).

Brake practice is an important and responsible thing to do to make sure you’re ready for the next time you need it (which could be today).  I always start the day during Personal Instruction with parking lot maneuvers that include both normal and threshold emergency braking practice. I have several braking drills described in the Riding in the Zone Book and demonstrated in the DVD.

What are your experiences with braking? Any scary moments you’d like to share? Comment below.

Thank You!

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10 Reasons Why Street Riders Should Ride in the Dirt

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A fun way to become a better rider.
A fun way to become a better rider.

You’ve probably heard people say that dirt riding can help improve a road rider’s skill, but can it really make you a safer and more competent street rider? The answer is yes.

1. Improved Traction Sense

One thing you'll learn is traction management.
One thing you’ll learn is traction management.

Managing traction is one of the highest priorities for any motorcycle rider, whether on street or off-road. Dirt riding provides ample opportunities to learn about traction management as the tires hunt for grip on unpredictable surfaces.

Having your motorcycle move around beneath you is disconcerting for street riders who are new to this sensation, but it helps you learn about traction management, including which inputs help and which hurt traction.

And this experience translates to street riding. Imagine yourself suddenly feeling your tires sliding as you roll over a wet surface or a bit of sand in a corner. Imagine your bike feeling like it is falling out from underneath you. Most street riders will panic, flinch and tense on the handlebars. This often makes matters worse.

With dirt riding experience, you are more likely to recover from a relatively minor slip instead of panicking and gripping the bars in fear. Previous experience can allow you to stay composed and relaxed so your inputs remain fluid, allowing the tires a chance to regain grip.

2. Clutch and Throttle Control

You're going to get dirty.
You’re going to get dirty.

Throttle, clutch and brake control become very important when your tires are skipping over tree roots and wet rocks or through deep sand and gravel. But, you may not realize just how important fine clutch and throttle control affects a street rider’s confidence.

By perfectly timing clutch release and throttle application, you manage lean angle, traction and direction control. This is especially noticeable when downshifting as you enter a slow turn. If you downshift as you begin to tip into a turn, you must feed the clutch out smoothly to avoid abrupt driveline lash that can disrupt traction and direction control.

3. Slow Speed Skills

Off-road riding typically includes a lot of slow speed maneuvering, which means that your sense of balance at slow speeds will increase greatly. Maneuvering slowly over rough or loose terrain requires steady, smooth power delivery. This often means slipping the clutch to control the power and prevent instability and unwanted direction changes. Yet another reason why masterful use of the clutch is so important for precise control of forward drive, both on and off road.

You learn slow speed maneuvers and balance.
You learn slow speed maneuvers and balance.

4. Balance and Body Position

Because a lot of off-road riding is done at slow speeds over uneven surfaces, maintaining balance is a constant issue. The technique for maneuvering any motorcycle at slow speeds is to counterweight so that the motorcycle leans independently of your upper body. Counterweighting keeps the center of gravity over the tire contact area to maintain grip when traction is low.

Riding a lightweight dirt bike means that much more of the steering is done with the footpegs and body. By positioning your body forward, rearward and side to side, you influence direction control.

You’ll need to learn to ride while standing on the footpegs to allow your legs to act as shock absorbers. This can be tiring at first, until you learn the proper “neutral” position that keeps your bodyweight over the balance point of the bike, usually over the front of the fuel tank, knees slightly bent and elbows out.

On the street, you use many of these techniques as you cross speed bumps, railroad tracks or when ascending or descending steep hills at slow speeds.

5. Throttle and Brake Steering

Another important thing to learn when dirt riding is how to use the throttle and rear brake to change direction by breaking the rear tire loose under acceleration or when braking. It’s scary at first, but once you learn these techniques, your confidence will grow quickly.

On the street, you will have a better sense of how the throttle can help “finish” a turn or how deceleration and brake force can alter your cornering line. Motorcycle dynamics are similar enough between lightweight, off-road bikes and heavy street bikes for this skill to transfer.

6. Improved Brake Control

The front brake offers the most braking power whether riding on or off road, however the rear brake becomes more important when riding in the dirt. When traction is low, the amount of brake force is minimized and load transfer that pitches the bike forward is reduced, which means that the rear of the bike remains more planted for more effective rear brake power.

Another reason to favor the rear brake is to avoid a front tire skid, which must be avoided if you want to remain on two wheels. Loose surfaces are unpredictable, so it’s best to apply more rear brake pressure and modulate the front brake to avoid a skid.

On the street, you learn that there are times when you favor the rear brake a bit more. Riding with a passenger and descending a gravel road are two instances that come to mind.

7. Improved Visual Skills

Off-road riding requires keen vision. One of the keys to a successful off-road outing is the ability to identify the best line through a rocky or sandy trail or fire road so that you find the best available traction. A common problem that new riders have is their inability to keep their eyes well ahead, scanning for the ideal line.

This translates directly to street riding. Nervous riders look down, which leads to higher perceived speeds, and more panic as hazards seem to appear “out of nowhere”. Eyes Up!

Fitness is a must.
Fitness is a must.

8. Better Fitness

Riding on the street can be tiring and can make you sore. But, that doesn’t mean you’re getting into shape. If you want to increase muscle tone and strength, get yourself off-road. The act of balancing a motorcycle over rough terrain is one of the best workouts you’ll experience. Bring a hydration system…you’ll need it.

9. Learn to Fall Down

You won’t likely become a texting teenager’s hood ornament when riding off-road, but there is still significant risk.

Even though crashes are usually less serious, the frequency of tip overs tends to be higher when off-road riding. Typical injuries usually consist of bumps, bruises and perhaps a torn ligament or broken bone if you’re unlucky. Because of these challenges, you should not ride alone without the help of someone to come to the rescue if necessary.

Learning to fall is not usually something I emphasize. Instead, I prefer to teach people how NOT to fall. But, there is something beneficial about being familiar with hitting the deck that can potentially help you if you were to crash on the street, such as trying to relax (yeah, right) or keeping arms tucked in if you tumble. Think of sports players who learn to fall without injury; that’s the theory. However, if you need professional information , consult with an attorney after a truck accident

 10. Gain a New Respect for Riding Gear

Whether riding on the street or off-road, it’s important to reduce the likelihood of injury and this means wearing protection. No sane person I know would hit the trails without full protection because prevention is better than calling Augusts car accident lawyers to help compensate your injury and treatment.  I’ve seen too many riders fall down and get a rock in the ribs or a stick in the chest to not wear full gear. Not to mention bruised ankles and nasty rash. And that is falling at under 20 mph. You know what happens if you were to hit pavement at 40 mph with inadequate clothing…not pretty. ATGATT, people.

There's nothing like being in nature while learning to be a better rider at the same time.
There’s nothing like being in nature while learning to be a better rider at the same time.

Get Dirty, Skillfully

With good skills, falling can be minimized. But for many, tipovers are a reality when riding off-road, which means you must manage the risks. Don’t take your safety for granted. Learn to ride well! Prepare your mind with an attitude toward reducing risk and protect your body with proper riding gear.

There is a lot more to learn about off road riding. Understand that just because you can ride a street bike does not mean that you can swing a leg over a dual-purpose bike and safely hit the trails. But, it is well worth the effort.

What are your experiences with how off-road riding helps your street riding?

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