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Top 5 Ways That Motorcycle Riders Screw Up

Being average isn't good enough.
Being average isn’t good enough.

1.Thinking You Are Better Than You Are

Overconfidence and an inaccurate, overinflated self-image is responsible for a lot of motorcycle crashes. This is certainly true with young men (the majority of crashes in MA involve young sportbike riders). But, you old guys (and gals) aren’t immune. So, listen up.
Most motorcycle riders are average, at best. On the surface, they look competent enough, but when the going gets rough, their weaknesses become apparent. Everyone should occasionally look in the mirror to try and identify their weaknesses and then act to turn those weaknesses into strengths.

Group riding can bring out the worst behavior.
Group riding can bring out the worst behavior.

2. Succumbing to Pack Mentality

Group Riding can make the most level-headed rider do really stupid things. It’s something about the energy of a group, in combination with the need to prove that you’re a good rider that often fuels bad behavior. I’m not immune. Knowing that I can get sucked into riding too fast (for the street environment) causes me to be very selective about who I ride with.

Busted!
Busted!

3. Speeding in All the Wrong Places

Riding too fast for the street environment is one of the stupidest things you can do on a motorcycle. Yes, it sucks to get pulled over, but it sucks more to crash because you simply didn’t respect the reality of street riding. Errant cars, animals and pedestrians can jump out from anywhere and sand, gravel and fallen branches often lurk around corners undetected. I like riding fast, but not too fast. I reserve the really fast stuff for the racetrack.

An all too common sight.
An all too common sight.

4. Mixing Alcohol with Riding

Are you kidding me? As if being an average rider isn’t dangerous enough,  are you willing to add impairment to the equation? Talk about stacking the deck against you. Listen, I like  drinking a beer or two just like the next guy (or gal), and there was a time long ago when I would even jump on the bike after having a few. Thankfully, I survived those days.
You may think you’re fine to ride with one or two cold ones having passed your gullet, but combining drinking or other impairments with riding is totally counter to managing risk. I’m not your father, so do what you want. But, I ask you to please refrain.

See it coming before it happens.
See it coming before it happens.

5. Failing to Predict Danger

Close calls are a warning. Crashes are the result of you not heeding those warnings. The best riders develop a sixth sense about their surroundings. They scan the roadway looking for anomalies and evaluate if anything is “wrong with the picture”. They are actively searching for problems and are way ahead of the situation, because they are prepared. By “preloading” hazard scenarios into their mind, they are already halfway toward managing any hazard. Try it. Not only does it make riding safer, it’s also fun, like a video game. Don’t let them get you!
Add to the list in the comment section, below.

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Riding the Zero Electric Motorcycle

Ground control to Major Tom.
Ground control to Major Tom.

I’ve ridden all sorts of motorcycles, from Harleys to sidecar rigs, to all manner of sport and touring machines. But up until a couple of weeks ago, I had never had the chance to ride an electric motorcycle.
Thanks to Eugene Morin of Seems Electric Vehicles, I was able to cross that off my bucket list. The bike Tony (Tony’s Track Days) and I rode was the Zero “FX” , which is the dual-sport model. This particular motorcycle is outfitted with police lights and siren for the Block Island, Rhode Island Police Department. Eugene has outfitted machines for the Newport, RI men and women in blue, as well.

How Long Will it Go?

The number one question I get when I tell people that I rode an electric bike is how long will it run on a charge? According to Zero’s specifications for the FX, it can go for up to 35 miles with a single battery configuration, or 70 miles on a dual-battery setup. This is for what they call “city” riding. 70 mph highway riding causes the battery life to plummet to only 15 miles with the single battery and 30 miles with the dual battery.
But, this dual-sport model is perfectly suited for the job it is intended for: curb jumping, rock hopping and general shenanigans, and not for droning on a highway.

Eugene brought the magic machine from Rhodie.
Eugene brought the magic machine from Rhodie.

What About the Power?

The Zero FX puts out 70 foot-pounds of torque from the moment you twist the throttle. The unit we rode had just a single battery, but a second battery is available that provides more horsepower (but the same torque). With 70 foot pounds of torque from the bottom, the bike jumps to life, reaching 60 mph in 4 seconds! Yahoo!
However, once underway you quickly find the top end of its 27hp (44hp with two batteries). Max hp is reached at just 3,750 rpm. Flat out, baby.
Tony and I took the little FX in some dirty parts of Thompson Speedway’s infield, dodging construction equipment and roosting the rear tire to see what the potential is for trail riding. In four words, “it is a blast”. This is more of what the FX is made for.
There is no gearshift lever or clutch to modulate, just twist the throttle on and off to regulate speed and power. With fully- adjustable suspension, the bike will handle most anything you toss in front of it.
On the racetrack, it was lively, but ultimately, it fell flat once you got the motor wound up. Max speed is 80 mph, but I wasn’t comfortable going much over 60 on the dual-sport tires. The bike only weights 240 pounds, so it was light and flickable. Perfect for off-road or city riding, but out of its element on a pavement racetrack (or extended highway riding).

The dash was spartan, but has plenty of ways to customize power delivery.
The dash is spartan, but had plenty of ways to customize power delivery.

We didn’t mess too much with the power modes, but there are some. One mode delivers a mellow power delivery, while the other snaps to attention with a bit more authority. There is much more to learn about all the settings. I can see the potential for some riders to just hit the “easy” button and ride happily for weeks.

What’s It Like To Ride?

Riding the Zero FX was a pleasant surprise. I expected scooter-like sensations. What I got was the power and responsiveness of a real motorcycle. It’s combination of liter-bike torque with 250 Ninja horsepower is something I’d have to get used to. But, that torque is enough to satisfy me and make me want to ride the Zero more and more.
The other observation that stands out when riding the Zero is that something visceral is missing…sound. What you hear when the bike is stationary is complete silence. Tony had to ask whether the bike was “running” or not. It was. There is an ignition key and some safety switches to prevent accidental launching, which is a good thing, because it is impossible at a quick glance to know whether the thing is loaded or not. Until you get used to the immediate torque and the safety systems, it’s probably best not to point it at any solid objects before you’re ready to roll.

Can I Live With One?

Tony
Tony

Electric bikes are definitely something I am interested in. I can imagine stealthily working my way through the woods or traffic with just the whistle of the wind, the whine of the tires and the whirring of the Z-Force® 75-5 passively air-cooled, high efficiency, radial flux permanent magnet, brushless motor to remind me that I’m on a motorcycle.
The range may be a problem, but not if you use it for what it’s designed for. A bike like this would be a great trail bike and commuter. I would keep my Triumph Sprint for long-haul duty and my Street Triple for the track.
The street versions offer more power and range and a more streetbike-like experience, or so I’m told. (Try 106 foot pounds of torque for the Zero SR!) Thankfully, Eugene promises to bring a handful of Zero Electric Motorcycles to a few Tony’s Track Days events for us to try (yes, customers can ride them, too). Join the TTD mailing list to stay informed.
For you loud pipes folks, I never believed that loud pipes save lives, so I am not concerned about any safety deficit. And even though I love the sufficiently muffled, but booming sound of a V-Twin, or the music of a spinning triple or in-line four in my ears, I can equally appreciate the silence of an electric motor. My neighbors will, too.
Imagine eliminating all the problems off-road and paved racetrack owners have now with neighbors who complain about loud motorcycles. Silence is golden, people.

Cost

Unfortunately, prices are still a bit high for my personal bank account to endure.  The FX retails for $9,500.00 with a single battery or $12,000.00 for the two-battery setup. What you get is a unique, quality-built machine that happens to get the equivalent of 470 mpg (city).
Prices should continue to fall, so I suspect we will be seeing more and more electric bikes in the woods, on the street, and on the track in the near future. One may even appear in my garage before the next decade rolls around. But for now, I’ll have to stick to fossil fuel-consuming road burners.

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"Riding in the Zone" Personal Training

AMA Charter Certificate
AMA Charter Certificate

The Riding in the Zone Motorcyclist Training Program is kicking off it’s third season with the support of the American Motorcyclist Association and the Massachusetts Rider Education Program (MREP).
I’m excited to see the RITZ street riding program grow. Students are signing up now for the summer. If you’re interested in participating, please visit the Personal Training Tours Page.

Scholarship Possibilities

One of this year’s students was able to receive the Paul B. Memorial Scholarship from the BMW/MOA Foundation for rider education. Here is an article about another rider who received a BMW/MOA scholarship to attend Lee Park’s Total Control course.
I understand that the cost can be prohibitive for many, which is why I will be reaching out to other organizations and put together a list of available scholarships. If you know of such a program, please drop me a line. My goal is to make this program available to as many motorcycle riders as possible.

Available Dates

I am scheduling training tour dates during the week when possible, but a weekend day is not out of the question.

Ken teaching an MSF course.
Ken teaching an MSF course.

Group Training Tours

Personal Training Tours are designed for one or two riders, which allows individualized training.
However, group days can be arranged. Last season, we conducted a two-day tour with the Women’s Motorcyclist Foundation Road to the Cures Program. If your group of friends or a club wants to talk about a training day (or weekend), Give me a shout.
Read more HERE.
Also, read the Personal Instruction web page to learn all about the Program. If you have any questions, Contact Me.

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When Motojournalists Die

RIP, Jeff
RIP, Jeff

I’m saddened once again at the news that a fellow motorcycle journalist has died while riding his bike. Last week, I learned of the death of Backroads Magazine contributor, Jeff Bahr. Jeff collided with a Cadillac driven by an 86 year old man who pulled out from a shopping center in front of his Triumph Explorer.

Wait, There’s More

Jeff is only one of a string of motorcycle journalists whose ride on this Earthly plane ended suddenly. There are many others who I do not recall at the moment, but these stick in my head.

RIP, Larry
RIP, Larry

Larry Grodsky of Stayin’ Safe and Rider Magazine fame collided with a deer in 2006. Larry was 55 years old.
RIP, Christian
RIP, Christian

Christian Neuhauser of Roadrunner Magazine died when he was hit by a truck while riding a sidecar in North Carolina. He was 45.
RIP, Kevin
RIP, Kevin

Kevin Ash, a renowned British journalist died in 2013 on an off-road group ride in South Africa with other journalists test riding the new BMW R1200GS. He was 53.
RIP, Greg
RIP, Greg

Greg McQuide worked for Motorcyclist Magazine when he died back in 2000 after a truck cut across his lane on Interstate 40 while visiting the Honda Hoot in North Carolina. He was 20 years old!
I know there are more, but I am embarrassed to say I can’t remember them all. Help me if you can so we can pay respects to their contributions to motorcycling.

Why, WHy, WHY?

Jeff's Explorer.
Jeff’s Explorer.

I ask myself what could be happening to cause these presumably skilled, experienced and thoughtful motorcycle riders to die at what they do best? It’s certainly possible that each of these riders made a fatal mistake. Maybe it was an unfamiliar road combined with too great a speed, or perhaps they lost concentration for just a moment, which allowed a hazard to turn nasty.
What I think is more likely is the fact that motorcycle journalists have a dangerous job. You see, moto-journalists have an inordinately high exposure to the risks associated with riding a motorcycle. Yes, they sit for what seems like endless hours tapping at a keyboard (which has its own hazards, believe me). But, they also spend many hours and miles riding all kinds of motorcycles in all kinds of situations. And many of these bikes are not familiar to them.

Notoriety

Of course, many hundreds of motorcycle riders die each year who often don’t get much more than a line of text in the local newspaper. In contrast, when a national-level moto-journalist dies while riding a motorcycle, it is industry news. This makes it all seem more notable, but it also shoves a mirror into the face of every “average” motorcycle rider who asks “If it can happen to him (or her), then it can happen to me”.

Do All You Can

Anyone can find themselves facing the sharp end of the “motorcycling is dangerous” stick. The answer is not to give up riding (as if you would actually consider this), rather, the solution is to do all you can to minimize the risks. Even with all the knowledge and skill in the world, you still may end up in trouble. But, you owe it to yourself and your loved-ones to be the smartest and best motorcycle rider you can be.
Sorry to be a bummer. Reality sucks sometimes.
Share your thoughts below.
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Guest Writer: Track Day Rain Riding

Adam Butler is the first ever RITZ guest blog contributor. Adam is an expert level roadracer with the Loudon Roadracing Series and is one of my co-instructors for Tony’s Track Days. You can read Adam’s biography here
Let’s see what Adam has to say.

Do you like riding in the rain? I sure do!!

by Adam Butler

Adam Butler: "If you could see the smile inside my helmet".
Adam Butler: “If you could see the smile inside my helmet”.

If you ride track days on a regular basis chances are that you will find yourself presented with a rainy day. Some of us really find riding in the rain a fun and rewarding experience while others do not embrace the wet conditions as much. Some riders just don’t want to get wet. Others feel intimidated by the reduced traction available and don’t want to take a spill. I can understand the desire to keep your bike shiny and clean.  I prefer to take the chance to get out in the wet and work on my traction management. Riding in the rain presents a great opportunity to hone your smooth riding technique.

Ribbit!

There are some things that you can do to make your wet time on the track more enjoyable. The number one thing you need is a good frame of mind. If you go out with an open mind and a positive attitude you will have much more fun and success. It’s easy to have a fun, positive attitude in the dry…heck, we all love carving turns on a dry 70 degree day. Having this same outlook in the wet will make your experience much better.

Stay Dry and See

There are some gear related things that you can do to help. Some basic rain gear will help you stay dry. I have a basic Frogg Togg two piece outfit that goes over my leathers.
This will keep me from getting soggy. Some good no fog treatment for your face shield helps you see better. (Ken: FogCity shield inserts are one option)

Tires

The last thing is to make sure your tires are in good shape. Any time you are on the track you need to make sure you have good quality tires. Dedicated rain tires are great but you can have a good time on street tires too.
Traction management in the wet all revolves around being smooth. When the conditions are wet there is less traction available. So naturally you will be able to get away with fewer mistakes. I start out slow and easy. I start my ride nice and easy and get a feel for the conditions. Then gradually increase my pace as my comfort level increases. The key is to stay relaxed. For me, that involves keeping a light attitude. I often will chat to myself or sing a little.
So next time it rains at a track day head out and give it a whirl. Just remember to bring your smile with you…. 🙂
 
To read more about traction management check out these posts:

 
What are your thoughts about riding in the rain, either on the street or on the racetrack?
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Dual Sport Motorcycling: Discovering My Little Town

I ain't Scared. Bring it on!
I ain’t Scared. Bring it on!

I’ve lived in my small New England town for over 20 years. It’s a town that is nestled on the eastern foothills of the Berkshires. Ashfield, Massachusetts is pretty large when measured in square miles, but is quite small when you are counting human beings. In those twenty years, I have driven and ridden most of the roads that Ashfield claims ownership to. One reason I moved to this hamlet from the brick and concrete of Olde Boston Towne was for the awesome motorcycling roads.
It’s true, my town, and the immediate towns that border the place I call home, can brag to have some of the best motorcycling roads in the Commonwealth. Every weekend I can swing by the local gas station, Lakehouse Restaurant or Elmer’s Country Store and see license plates from surrounding states mounted on all types of bikes. It’s that kind of place.

Pavement is Great, But Don’t Forget the Dirt

While Ashfield is well-know to savvy riders for its awesome twisty tarmac and light traffic, only those riders who dare to explore the dirty roads of Ashfield and vicinity truly discover the soul of this small Massachusetts hilltown. I’m a bit embarrassed to say that in my two decades living in Ashfield, I have only explored a tiny bit of what is available for a dual-sport rider to see and experience. It’s not that I haven’t had a machine to do the job. My 2000 Suzuki DRz400 is more than capable of handling the dirt (or mud) roads that connect remote parts of town to the civilization of Main Street, Rt 116 and 112 that are the lifelines to the Pioneer Valley.

The definition of bucolic.
The definition of bucolic.

These dirt roads aren’t hard to find. However, it does take a bit more time and a certain commitment to make the turn onto one of the many unpaved roads. I’m always rewarded with epic views, tree-lined paths, and bucolic farmscapes. Look for roads marked by green hand-carved signs with names like “Bug Hill Road”, “Lilliput Road”, and “Brier Hill Road” for an adventure and journey into New England’s past.
A short excursion off the pavement.
A short excursion off the pavement rewards me with nice vistas.

But Wait, There’s More!

The roads I’ve talked about so far are doable by most street bikes, so they are not exactly challenging for the really adventurous dual-sporter. For those wanting more than smooth dirt roads, there are plenty of logging roads, snowmobile trails and even single-track nearby. Recently, I’ve been exploring the un-maintained roads through the Hawley State Forest. These are public ways that once used to be busy thoroughfares, but are now grown in and largely forgotten.
Some of the off-road routes are private, and only permitted to be used by snowmobiles, but I try not to let that stop me. A quiet exhaust and a brief visit usually offends no-one. Loud pipes and disregard for private property will ruin it for all of us, so if you can’t play nice, please stay away.

New Bike Says “Let’s Play”

Three deer came by for a closer look at the Green KLX.
Three deer came by for a closer look at the Green KLX.

A lot of my riding involves big street bikes that I take all over the East Coast. These trips are epic and I will never stop doing them, but sometimes I just want to play. I recently bought a very playful Kawasaki KLX250s to replace my trusty DRz. I decided to buy the KLX because the Suzuki is set up to be more of a serious off-road bike than a playbike. The DRz is a bit of a brute; it’s tall, and hard-edged. The KLX, on the other hand, is unintimidating, playful and begs to be ridden.

Rekindled Passion

I’ve been riding motorcycles of all kinds for over 40 years. As is often the case, the passion and exuberance of my youth has softened significantly so that there is a danger of riding motorcycles to become same-old, same-old. I’m happy to report that the new bike has sparked the old passion for simple exploration. With the addition of the little KLX in my garage, my desire to simply jump on the bike and explore is rekindled. Just in time for the new riding season.
How do you keep the love alive with your relationship with motorcycling? Dual-sport? Dirt or trial riding? Racing? What? Share your thoughts below.

Elmer's Store. A must visit destination.
Elmer’s Store. A must visit destination.

Some Ashfield Attractions:

  • Ashfield Lakehouse: A really popular biker stop. Great food!
  • Elmer’s Store: Best pancakes around. Step back in time! A popular breakfast place to start a ride and is the meeting spot for the Riding in the Zone Personal Training Tours.
  • South Face Farm: A genuine Sugar Shack that serves pancake breakfasts during the sugaring season (that’s Spring time for you city folks).
  • Ashfield Lake: A quiet lake with wildlife galore. Loud pipes scare the wildlife!
  • Double-Edge Theater: A world-class theater that specializes in outdoor performances.

South Face Farm
South Face Farm


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Rider Behavior and Peer Pressure

Same, Same
There is comfort in conformity.

It may seem that peer pressure is something that we outgrow once we reach adulthood. But, even as grownups we continue to be influenced by people we associate and identify with.
As motorcycle riders, peer pressure can affect our behavior and influence our attitude toward risk. This can be very beneficial, or it can be detrimental, depending on the attitude and values of the group you ride or identify with.
I’ve seen otherwise really smart people do really stupid things on a bike because they do not think for themselves, and instead conform with the norms of the group. On the other hand, I’ve also seen reckless rookies become really smart and skilled riders through association with riders who value skill development and risk management.

Positive Behavior Change

The group mentality drives behavior.
Group mentality drives behavior, both good and bad.

Peer pressure and positive comparisons are one of the most effective ways to change behavior. A smoker who wants to quit is more successful if he or she doesn’t hang out with other smokers. The same goes for alcoholics.
A motorcycle rider who wants to increase the chances of surviving is smart to identify with riders who value risk management. This doesn’t mean riding without taking risks, but it does mean carefully considering the consequences of how you ride (and the protection you wear). Associating with risk-conscious riders is one on the best ways to manage risk.
The attitude of a group does not have to be overt. It can be sensed by how they act. For instance, riding with a group that values excellent control skill will challenge the others in the group to ride better. Good judgement is another skill that thoughtful riding groups value. By associating with these riders, your knowledge and skills will improve.

Style or Protection?

Is your choice of protective gear driven by your level of risk acceptance?
Is your choice of protective gear driven by your level of risk acceptance or someone else’s?

Protective gear is often dictated by style. This means that one rider will choose to wear a high-viz Aerostitch suit and full faced helmet, while another rider will choose a beanie helmet and black leather vest depending on the type of bike and riding he or she identifies with.
Style will inevitably influence riding gear choices, but should style really be the deciding factor in protection?
I’m reminded of a woman in a beginner motorcycle class I was teaching about ten years ago. We had just finished the segment on the importance of protective gear. This woman came up to me during the break looking upset. She preceded to tell me that what she had just learned scared her. It turns out her husband did not wear good protective gear and that she was sure she would be pressured into wearing a beanie helmet, jeans and t-shirt.
I’m not a therapist specializing in marital problems, but I did offer her a strategy that I thought may have helped her with an obviously overbearing biker husband. I suggested that she tell him that what she learned made her realize the importance of a good helmet and that she insist on wearing a helmet that helped reduce the risk of injury. I figured he couldn’t argue with that.

Fun at the Expense of Survival

If you choose to ride in groups, ride with people who respect the risks.
If you choose to ride in groups, ride with people who respect the risks.

The type of riding gear people choose is influenced by identity. But, even more concerning is how peer pressure and group identity can lead to some really ugly outcomes. This is often caused by group behavior that values “fun” at the expense of basic safety.
I’m the first to admit that riding fast is fun. But, I resist the pressure to ride fast on the street. Squidly sport bike riders who race and stunt on the street are highly represented in death statistics.
When it comes to the “biker” crowd, alcohol is a deadly combination that has been around for decades. Even though statistics suggest that there is less going on, drinking and riding it are still prevalent.
Pack mentality is tough to resist when you’re riding in a group. The most common result for sport riders is a steady increase in speed during group rides. For the cruiser riders, it seems to be an increase in raucous behavior.
Even when you ride alone, you are influenced by peers.
Even when you ride alone, you are influenced by peers.

But, I ride Alone

Riding solo is one way to “ride your own ride”. But, the fact is that group identity influences your behavior even if you strictly ride solo. For example, the type of bike you ride will likely define your choice of riding gear. Look around and you will be hard-pressed to find many cruiser riders wearing a full-faced helmet. You’ll also find it tough to spot a racerboy sportbike rider sporting a high-viz vest.
Yes, these are stereotypes, but am I wrong? Sure, there are those people who challenge norms by combining different styles of riding gear and bikes, but they are the exception.
It doesn’t matter if you ride alone. You are part of a larger group whether you like it or not. Your choice of riding style is an identification with the biker crowd, the touring crowd, the sportbike crowd, adventure crowd, or some other group. Accept it, but be sure you make decisions that are in line with your beliefs, not the beliefs of others.
I challenge you to look at your personal values and make choices based on your level of risk acceptance and go against the perceived norms of your riding genre if they don’t match.
Share your thoughts below.

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Valuing Motorcycling Skill Development

Tell this guy that learning ain't fun.
Tell this guy that learning ain’t fun.

As a motorcycle skills and safety professional, I am often frustrated and even saddened by the seemingly complacent attitude toward real skill development. It pains me to see riders who ignore the importance and benefit of learning to ride their motorcycle with more skill. Not only do sharp, well-developed skills make motorcycle riding safer, it also makes riding more engaging and way more fun.

Shut Up and Ride

I get that motorcyclists don’t ride to be safe. We ride to have fun, which means that focusing on “learning” can risk turning an enjoyable pastime into something that starts to feel like work. I’ve seen many, many motorcycle riders run away when I mention “Training” or the dreaded “S” word…Dare I say it…SAFETY.
“I just want to enjoy the wind in my face and the feeling of freedom, dude. Besides, I ride just fine.” Maybe, but could it be that riding can be MORE FUN if you learn how to ride better? Hmmmm?

Skill development benefits all types of riders.
Skill development benefits all types of riders.

Don’t Kill My Buzz With the Truth, Man

The repulsion toward safety and skills development is one reason why it’s nearly impossible to get experienced riders to attend an advanced riding course. The other reason is that most riders don’t see the value in developing their skill. And it’s certainly not as fun as simply going for a ride. Why “waste” a Saturday or Sunday riding around a parking lot when there are open roads to explore…and for some people, bars to hop. Did I say that out loud?
I was at a motorcycle expo earlier this year, helping to man a booth for the Massachusetts Rider Education Program (MREP). They had a riding simulator set up for people to try their hand at dealing with challenging riding situations.

Jeannine on the Smart Trainer simulator.
Jeannine on the Smart Trainer simulator.

One guy (and I’m sure he wasn’t the only one) exclaimed proudly that he didn’t need to use the simulator because he’d been riding for 30 years. OK, said my colleague, show us what you know. The look on his face showed sudden anxiety. He kinda laughed as though we couldn’t be serious and then walked away. He was clearly afraid that he might be exposed as a mediocre rider.
This happens all the time. New track day riders are afraid that they won’t be as fast as they think they are (they’re not), and this scares them. Egos are sensitive, I get it. But, if they can man up (sorry ladies) and take the plunge, they soon discover that it doesn’t matter how fast they are, rather it’s how skilled they are at controlling their bike that counts.

What’s My Point?

You probably aren’t as good at riding a motorcycle as you think you are. “So what”, you say? Well, the last time I looked, riding a motorcycle is dangerous, even deadly. If that’s not enough to motivate you to spend a bit of cash and an afternoon brushing up on your skills, then maybe the fact that better skills means more fun will motivate you.
The vast majority of people I’ve trained over the last 20 years experience MORE ENJOYMENT after a training session. That’s because they are now more confident in their ability to manage their bike, corners and traffic. Seriously. It’s worth the effort.

Training Opportunities that are Fun

Track Days are fun and increase cornering and braking confidence.
Track Days are fun and increase cornering and braking confidence.

I can’t say that the MSF courses offered around the country are exactly fun. You ride around a parking lot at 25mph as you go through specific drills that are designed to efficiently deliver vital information. Although there is a lot of laughing when groups of friends attend these parking lot courses, it’s usually all business.
When it comes to combining “fun” and “training” together, there are two venues to consider. A track day and on-street training tours.
Sport bike riders are the likely people to take advantage of track day training, but some organizations cater to all types of bikes and riders. Tony’s Track Days regularly sees sport tourers and adventure bikes at their days. But, to encourage cruiser riders and tourers to attend, Tony is offering a “non-sport bike” track day for 2014. Now, even cruiser-types can ride around a curvy ribbon of pavement without the risk of hitting a car or sliding on sand, or getting a speeding ticket.
Another fun training opportunity is on-street training tours. Stayin’ Safe has been providing training tours and I am offering tours as well. This combines scenic rides with experienced people who can offer tips for learning how to be safer and in more control.

Start the Season with Training

The snow is finally melting and now is the time to plan your season. Do yourself and your loved ones a favor and get your skills sharpened. You won’t regret it.
Share your thoughts below on your most valuable training experience.
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How to Preserve Traction by Managing Load

The amount of traction depends on tires, pavement and load.
The amount of traction depends on tires, pavement and load.

Last weekend I conducted a seminar at the Thompson Speedway (in CT) and I thought I’d share a particular concept that came up during the presentation… the concept of “load management”.
When I first verbalized the term, I thought it sounded like the material for a crass poop joke. But, it is a concept I believe every motorcycle rider should adopt as a way to ensure that you have a sufficient amount of traction.

Traction Theory

Before I talk about specifics of load management, it makes sense to lay some theory on you. In its most basic form, traction is the friction between your tires and the road or track surface. This friction can vary greatly depending on several factors, including tire compound, condition and temperature, as well as the quality of the pavement surface (or dirt for you dualies out there).

Pavement texture affects the amount of traction available.
Pavement texture affects the amount of traction available.

But wait. The quality of your tires and the surface is only part of the traction equation. The other part is the amount of load that is placed on the tire’s contact patch. The more weight or load that each tire is supporting directly relates to the amount of grip each tire has.

Practical Application

When you brake, the front suspension compresses as the weight of rider and bike pitches forward. This increases front tire traction. But, at the same time, the rear suspension extends and the load (and traction) at the rear tire decreases. More traction on the front means you can use the front brakes harder. But, it also means that there is less load at the rear and therefore less rear tire grip for hard use of the rear brake. Load shifts constantly with every maneuver you make…braking, cornering, swerving, accelerating etc.
Loads also shift with the terrain. Riding uphill shifts weight rearward. Riding downhill moves the load to the front. Riding over bumps also causes momentary shifts in load and changes in traction. Road camber also affects load.

Managing Your Load

If you grab the front brake, you'll skid the front tire.
If you grab the front brake, you’ll skid the front tire.

So, managing traction requires you to manage the location and amount of load. This means making sure your front tire is sufficiently loaded before you introduce maximum front brake force. Squeeeeeze the front brake lever. It also means easing off the rear brake as load pitches forward when you brake. The key is to apply the brakes only as much as the tire can handle, which means paying attention to the amount of load there is on each tire.
Now, too much of a good thing is too much of a good thing. In this case, you can overwhelm the front tire while braking and skid. However, if you squeeze the front brake progressively then you should not have this problem. If you grab the brake, then you risk locking the front wheel.
Managing traction while cornering downhill requires balance between speed control and acceleration.
Managing traction while cornering downhill requires balance between speed control and acceleration.

You can also overwhelm and push the front tire into a lowside skid when cornering hard. To avoid this, you need to get on the throttle just after you initiate lean to balance load between the front and rear. If you coast through the turn, you’re asking the front tire to not only manage the cornering forces, but also the engine braking forces caused by not getting on the gas.
The amount of throttle used should be just enough to transfer load to the rear tire. Do this by gradually rolling on the throttle. DO NOT twist the throttle to the stop or you’ll overwhelm the rear tire and spin it out of control.
The best riders are keenly aware of the amount of traction they have available at any given time. They also use advanced techniques that minimize abrupt spikes in load and allow the tires to maintain grip.Some of these techniques include brake and throttle overlap, trailbraking, and advanced body positions that allow the suspension to work fluidly.
Start by paying attention to how load affects traction, then move on to developing these advanced techniques for load and traction management. I’ll write about these techniques in future blog posts, but you can read about them now by ordering your copy of Riding in the Zone.
In the meantime, click here to read more about traction and How to Develop a Traction Sense.
Share your thoughts below on how you manage traction and load.
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How to Develop a Traction Sense

Tony-leanI’ve been thinking a lot about traction lately, partly because it is kinda scarce around my house with ice covering my driveway and walkways, making every step a leap of faith. The other reason I’ve been thinking about traction is because I’m putting the final touches on a presentation on Traction Management at the new Thompson Speedway next week.
Writing the presentation outline made me think how much traction management is a part of almost every moment of our lives. Walking, driving, and even showering all require a certain level of traction management. We don’t always think of these mundane things as tasks that require “traction”. But, our brains are constantly calculating whether our footing is secure enough to prevent us from slipping in the shower, or sliding down stairs, or careening off the road.

Traction Senses

Having enough available traction is critical for safely riding a motorcycle. But, are you as sensitive about your tire’s traction level as you are the traction level of your footing when you step into a shower? Most people would have to answer “no”.
That’s partly because when you are riding a motorcycle, the interface between your nerves and the ground is insulated by tires, suspension, a frame and a seat. When you’re standing in the shower the nerves in your feet are almost directly connected to the tub so that it is easy to tell whether the surface has enough grip to not slip. If you’re not sure, you simply move your foot along the surface to determine whether you must take extra care.
Once you’re out of the shower and dressed, your shoes separate the bottom of your feet from direct contact with the floor, which adds a level of complexity when determining traction. In this case, we rely more on the whole nervous system to tell whether our shoes have enough grip or not.
Your proprioceptive senses are the senses that communicate with your brain and muscles to keep you safe. Proprioceptors tell you about the relative position of body parts and strength of effort being used as you move. They are located in your muscles and joints and help you perceive your body in space. A slight slip will trigger your proprioceptive senses to tell your brain and muscles to react to regain balance.

Riding stiff in low traction situations is a bad idea.
Riding stiff in low traction situations is a bad idea.

Get a Grip

On a motorcycle, you must develop the ability to sense whether your tires have enough grip on the road for you to remain upright. But, how is this possible?
First, you must learn to “read” the information being delivered by your motorcycle’s tires and chassis. Your bike’s components are speaking to you through the language of slip angles and aspects of balance that include roll, pitch, and yaw. As your bike leans, dives and squats, your nerves are calculating whether your bike is in balance and on the intended path or at the beginning of a loss of control.

A relaxed posture allows clear communication between you and your tires.
A relaxed posture allows clear communication between you and your tires.

You feel this through the footpegs, handgrips, and seat. Keeping firm, but relaxed contact with the grips and pegs and riding with a relaxed posture will allow the best transference of information between your tires, the suspension and your nervous system.
Everyone who rides has a traction sense, otherwise we would never be able to trust that we would make it out of our driveway, let alone negotiate corners at speed. A rider who is able to manage less-than-ideal traction situations is highly proficient at sensing what the tires are doing. The information is there, you just have to listen.
Share your thoughts on developing a traction sense.

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