How to Not Suck at Cornering

September 24, 2014

How to Not Suck 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.

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.
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.
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.
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.

Cornering Technique

Okay, so let’s break it down.

Look well ahead.
Countersteer to initiate lean for the corner.
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.
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.
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.
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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September 17, 2014

The Power of the Quick Turn

Ken, turning-in hard and precisely. www.owenstrackdayphotos.com — Ken, turning-in hard and precisely.
www.owenstrackdayphotos.com

Most motorcycle riders initiate lean in a somewhat lazy manner. In most cornering situations and at normal street speeds it is perfectly fine to gradually ease into a corner with light pressure on the handlebars. But, when the pace picks up and the corners become less predictable, a sluggish, indecisive turn-in will cause you to run wide at corner exits. The ability to turn quickly gives you a survival tool for managing misjudged corners while also increasing an overall sense of control and confidence. Booya!

Cornering 101

Before we get into quick turning technique, you must understand the basics of how a motorcycle changes direction. Motorcycles must lean to turn. Leaning is done primarily by introducing countersteering pressure on the handlebar: press forward/down on the handlebar on the side in which you want to turn.
Not sure you understand countersteering? Read This Article NOW. FYI, you can quicken steering by pushing on the inside handlebar while also pulling on the opposite bar.

How Quicker Turns Help

Turning the motorcycle within a shorter distance and period of time gets the bike to change direction early. The quicker the bike is leaned, the earlier the direction change is completed, which affords you a greater margin of error to handle a misjudged turn radius or a slightly overspeed entry. Look at the diagram and you’ll also see that a quicker turn-in means you are not leaned over as long.
Another benefit of a quick turn is that it allows the bike to reach maximum necessary lean angle before or at the turn apex (the innermost part of the corner), which means that you can get on the gas sooner for both greater corner stability (bikes like being under drive when cornering) and greater exit speed (for you performance riders): Tip-in and then crack the throttle.

A quicker turn allows early direction change and less risk of an on-throttle highside. — A quicker turn allows early direction change and less risk time at full lean angle.

A delayed apex requires a delayed, quick turn-in.

Quick Turns and Cornering Lines

The quick turn technique can be used for most, but not all corners. Some corners are laid out so that a gentle, sweeping entry is best. But, most other corners benefit from a quick turn, especially turns we call “exit” turns that require a slower entry and an early drive out of the corner.
A quick turn is also useful as a way to achieve a delayed apex cornering line. Delaying turn-in by a half-second or so keeps you outside a bit longer at the turn entry for a wider angle of view and points the motorcycle toward the turn exit, rather than toward the outside edge of the lane. Novice riders often dive for the inside of a corner as they react to anxiety about not being able to make the turn. This can easily result in an early apex and a blown exit. Ouch!
Instead, wait for it, wait for it…okay, turn, NOW.

Quick Turning and Traction

As you might imagine, giving the handlebar a good shove introduces an abrupt force to the front tire. That’s why you want to limit using the quick turning technique when traction is limited, such as on wet or contaminated pavement. A quick turn uses more traction at the beginning of the turn, but uses less at the apex and exit. Even though more traction is used when turning quickly, good tires in dry conditions have more than enough grip to handle the extra force.
To minimize the risk of tucking the front tire, you must get most of your braking done and start easing off the brakes before you introduce forceful handlebar inputs. However, it is beneficial to maintain some front brake force as you countersteer, which compresses the front suspension and loads the front tire for more rapid turning response. Ideally, you would release the brakes a split-moment after you press on the handlebars.
I’m talking about releasing the brakes almost immediately after initiating lean. If you want to maintain braking pressure longer (trailbraking), then you’re better off not turning in quickly. To manage traction while trailbraking your turn-in must be gradual, because you’re combining both turning forces and brake forces.

Timing & Intensity

A well-timed quick turn should result in a single handlebar input that establishes necessary lean angle and allows immediate throttle application (very gradual at first).
Turning in too hard and/or too early could result in the motorcycle hitting the inside of the curve. To prevent this, you will need to delay turn-in from where you would begin to turn for a slow turn-in. To fine-tune how rapidly the bike turns in, you can also reduce how hard you press on the handlebars. The harder you press, the more rapidly the bike will fall into the lean.

Practice the quick turn technique in a parking lot. And then apply it on your next ride.

NOW is the Time!

I don’t care if you ride a GSXR on the racetrack or a Harley on the street, you must master the quick turn technique NOW. Being able to use immediate, authoritative handlebar pressure gives you a MUCH better chance of surviving a too fast corner entry. Learning the quick turning technique will allow you to get the bike turned early and efficiently and minimize the chance that you will panic and grab the brakes or run wide into the oncoming lane or off the pavement. Don’t delay! This just might happen on your very next ride!
Learning to turn quickly isn’t difficult, but it does require excellent countersteering skills and precise timing. Turning quicker also requires more forceful handlebar pressure and the trust that the tires will stick under the stress of more forceful handlebar inputs. Practice is what will convince your mind and muscles of the power of the quick turn. Do it!

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September 10, 2014

Guest Writer: When Do You Lean?

The ability to lean a motorcycle with confidence is a fundamental part of riding. Unfortunately, humans do not come hardwired to lean much more than about 20 degrees, which is the lean angle where we start to lose traction when we run in a circle on grass or dirt. Motorcycle riders must get beyond this lean angle limit for even basic maneuvers. This requires a leap of faith that the tires will grip. Practice is important to train your mind and muscles to lean beyond your comfort zone so you will be able to lean more if necessary. Once greater lean angles become more comfortable, the next skill to refine is timing so you reach maximum lean angle at the right point in the corner.

Paul Duval at full lean.www.otmpix.com — Paul Duval at full lean. www.otmpix.com

Meet Paul Duval

Paul Duval is the latest RITZ guest writer. Paul is a fellow track day and MSF instructor, former Loudon Road Racing Series 125 GP Champion, and professional educator. Let’s listen to Paul’s take on the importance of accurately timing maximum lean angle.

Timing Maximum Lean Angle

After many years of racing and instructing on the racetrack, there is one persistent mistake I see riders make when trying to ride faster: Using too much lean, too late in the corner.

Who is making this mistake?

Everyone is susceptible to this problem. Novice and intermediate track day riders often make the mistake of increasing lean angle late in the corner in an attempt to get their knee down. Especially vulnerable riders are those with a lot of “natural talent” who got fast so much more quickly than everyone else. They end up riding fast, but without the knowledge and precision necessary to manage that corner speed.

What’s the Problem?

Adding throttle and increased lean angle at the same time is a bad idea.

You may say, “What’s the big deal, I’m knee down and cranking?!” Yes, you may be fast, but this mistake WILL eventually lead to a crash, and probably a BIG one.
The problem with reaching max lean angle well after the apex of a turn is that this is precisely where you want to be on the gas. Other riders will be already picking the bike up and driving hard. This will encourage you to match their drive, but you are still adding lean angle.
Remember this: Adding lean angle AND throttle at the same time is how high sides happen. The opposing forces of changing direction and accelerating can easily exceed available traction and will cause the rear tire to slide. When this happens, slides are extremely quick, unpredictable, and hard to recover from. All of your momentum is going exactly the wrong way.

Why do I keep doing this?

There are a few reasons people make this mistake.
– Weak countersteering skills: Newer riders haven’t yet mastered the “quick turn” technique of using counter steering to get the bike leaned over. They bend their motorcycle into the turns gradually and often pass the apex entirely before the bike has changed direction. Now they are running out of real estate and HAVE to lean it over to finish the turn.
– Lack of reference points:Beginner and Intermediate track riders often use other riders as their reference points. This leads to a lot of crazy entry lines, none of which help the rider get the bike to change direction before the apex. They commonly ride around the entry point as well as the apex, then crank the bike over to finish the turn.
– Charging the corners: Faster riders who make this mistake are at the most risk. They rush into the corner at a pace that does not allow them to consistently hit their marks. They will blow by a tip in point, drift wide past the apex, and then attempt to recover to get back on the “fast” exit line by adding a little more lean and a little more throttle.
Even with all this effort, they wonder why the faster guys are still pulling away. They aren’t even cranked over like I am!!! Hmmmm??? You may get away with late lean angles for a while, but eventually, you will push this mistake too far. Highside city.

The Solution?

The correction for all these riders is pretty similar. And it’s not what they want to hear: SLOW DOWN your corner entry to a speed that you can actually handle. I mean a speed at which you can identify reference points, and ride an accurate line from tip in to apex that allows you to OPEN the corner after the apex, rather than tighten it up. You need to learn to time your throttle inputs and your lean angle so that as you drive out of the corner and standing the bike up progressively as you roll on the gas. BRAAAAP! Wheee!

Ken:
Thanks Paul. Paul mentioned the importance of being able to turn quickly. By being able to countersteer with authority, you are able to get your motorcycle from upright to leaned so that the majority of the direction change is complete BEFORE the apex. With the change in direction mostly complete, you can reduce lean angle as you roll on the gas. Traction is managed and all is well. Post your comments below.

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July 8, 2014

The "No Countersteering" Myth

A MCN reader recently wrote telling about his enthusiasm for Reg Pridmore’s “body steering” method of initiating lean for cornering. What follows is my response.

“I have 44 years experience riding and currently ride six days a week commuting and sport riding. Three years ago I read Smooth Riding the Pridmore Way by Reg Pridmore. This book completely changed my knowledge of corning a bike. For years I subscribed to countersteering as noted in this article. The Pridmore way is to body steer the bike and keep your upper body relaxed and smoothly controlling throttle, clutch, and brake. It took me a few months to re-learn corning, but now I am much more proficient and safe on the bike. His book goes into the details why this is better and how to master these skills. It is my opinion that there is an alternative to countersteering and I feel it is much safer to use the geometry of the bike versus fighting the physics of corning with the handlebars. “

My response:

This discussion has been going on for over a decade and has even sparked an Internet rivalry between Pridmore and Keith Code, who advocates and emphasizes countersteering as part of the California Superbike School as the best way to initiate lean. Having ridden the CSS No BS bike (which has handlebars mounted rigidly to the frame with a working throttle), I can confidently tell you that body “steering” alone will not allow a rider to corner in any meaningful or effective way on a 400 to 800 pound machine. See the video of Code riding the No BS bike to see how little body position has on direction control.
Yes, body “english” can enhance many aspects of cornering process. I am a very big proponent of body positioning for both street and track riders to aid quicker turning, refine cornering lines, increase ground clearance, preserve traction, and allow the rider to interact more with the bike and the road. But, body positioning alone cannot cause the average street bike to initiate a corner efficiently or quickly enough. That is done by countersteering.
Countersteering uses the geometry of the bike to essentially unbalance the machine, causing it to drop into a lean. There are many other aspects of the process, but that’s all most riders need to know. You mention the other important aspect of masterful cornering, which is relaxing the arms as much as possible once the lean is initiated and using smooth control inputs to maintain control.
I have no doubt that your revelation and enthusiasm for Reg Pridmore’s fine book and teachings are genuine, but I can guarantee that you are using countersteering (in combination with body positioning) to lean your bike into a corner. What is happening is you have replaced some of the “handlebar only” countersteering inputs you have used routinely for many years with a body position technique that is “pre-loading” the bike for the corner.
This shift in the center of gravity causes the bike to fall into the turn easier, making it feel as if you are not putting any pressure on the handlebars. This is a technique taught by Lee Parks in his Total Control curriculum and which I teach to track day students. Next time you go for a ride, pay very close attention to the amount of pressure you are putting on the handlebars as you initiate lean. If you concentrate enough, you will surely notice that you are introducing handlebar pressure. Because there really is no alternative to countersteering, only reducing the amount of pressure needed.
Additionally, the act of moving your body in the direction of the turn causes handlebar inputs. You would have to consciously resist pulling the outside bar or pressing on the inside bar to eliminate any countersteering force, which would be very difficult to do.
I’m glad you feel more proficient. Keep doing what you’re doing, but you’ll be better off if you know what is really happening. Good luck.
Ken Condon
I received a reply from the reader. He is sticking with his belief that he is not countersteering.
Please share your thoughts below.
Listen to the Countersteering PODCAST

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Countersteering will save your life
California Superbike School No-BS Machine (from the CSS website)

See the video segment about countersteering from the RITZ DVD:

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May 5, 2014

Countersteering Will Save Your Life!

Getting a big (or small) motorcycle to turn requires more than just body weight.

It’s hard to imagine that so many so called “experienced” riders either fail to understand the importance of countersteering or fail to recognize that countersteering is how motorcycle really turns.

Let’s Get This Straight

A motorcycle turns by leaning. Once the bike is banked over, the geometry of the chassis, as well as the rounded profile of the tires and hard-to-describe forces cause the machine to arc around the curve. So, to turn a bike you must get the motorcycle to go from upright to leaned…precisely and efficiently.

I Don’t Need No Stinking Countersteering

A lot of riders believe that they are able to maneuver their motorcycle by simply leaning their body or by looking into the turn. While these are helpful techniques for assisting the bike to turn, they alone cannot effectively cause a 500+ pound machine to change direction.
“Yeah, but I can turn my bike without countersteering.” Um, not really. Sure, you can cause the bike to drift into a turn, but that’s not what can be called “turning”. Also, consider that most people who don’t think they are countersteering really are, they just don’t know it. Pay close attention the next time you are making any sort of turn and notice how you put a slight amount of pressure on the inside handlebar.

What Really Happens

In case you don’t already know, THE most effective way to get a motorcycle to go from upright to leaned is to introduce handlebar inputs. By pressing forward (and to a lesser degree, down) on the handlebar on the side that you want to turn, you essentially unbalance the bike so that it “falls” into a lean. Press on the right handlebar to initiate a lean to the right and press on the left handlebar to turn left. Got it?
You can enhance this effect by also simultaneously pulling on the other handlebar. This is how racers achieve quick changes in direction in chicanes on the racetrack.
Once the bike is leaned, then the front tire will steer slightly into the direction of the turn. You must relax your arms to let this natural balancing effect occur otherwise it will feel as if the motorcycle is not able to maintain the cornering path. Press, and then relax.

Why You NEED to Know How to Countersteer

Countersteering is used whenever you need to change direction. This applies to basic cornering maneuvers, as well as evasive maneuvers, such as swerving. It’s also important to be able to countersteer with authority when a corner suddenly tightens more than you expected, or when you approach a tight corner at a too-fast speed.
Not being able to get your motorcycle turned quickly will eventually result in an off-road excursion or collision with an oncoming car or a guardrail. Seriously!

Prove It To Yourself

If this makes no sense to you, then it’s time to practice. Take a look at the video clip below from the RITZ DVD for more information on countersteering and to see some drills that will help you master countersteering.

Read this article that Ken wrote for Motorcyclist Magazine about countersteering.

Listen to the Countersteering PODCAST
Add to the list in the comment section below.

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