Ed McGrath with his daughters Chelsea and Brittany. I just got home from attending a memorial service for two lovely people killed by a heroin addict who apparently nodded off and veered into the oncoming lane and struck their motorcycle. This is a tragedy that is made worse by the fact that the two people were father and daughter. My brother’s deceased friend Ed loved sharing his passion for riding with his daughters…something I have done for many years with Jeannine. The unimaginable happened when something completely out of their control occurred and their lives ended in a flash. Read the news story. Read Ed’s obituary. Read Britanny’s obituaries
Avoidable?
Ed was doing nothing to jeopardize his and his daughter’s safety except the fact that they were on a motorcycle. It was 3:30 on a sunny midweek afternoon with good visibility and little risk of drunk or stoned drivers (unlike midnight on a Saturday night). Yet, Ed and Brittany were at the receiving end of a one-in-a-million chance that a stoner would cross the centerline just as they were in the vicinity. Why it happened simply cannot be explained. Some would say that putting you and a loved on one a motorcycle is jeopardizing your and their safety. And they would have a good argument. I’ve known too many people who have lost their life while riding and there is nothing telling me that that trend will end anytime soon.
The Takeaway
In reality, there is not a lot I can say about the situation that killed my friend and his daughter. It sounds like it happened instantaneously, so that parking lot practice to improve his braking or swerving skills wouldn’t have likely helped. So, what does this all mean? To me, it is yet another sobering reminder that riding a motorcycle comes with the real risk of death, or worse. I know we all “know” this as fact, yet I’m not sure we really “know” what it means until it happens to us. So, we keep riding, as we should. Just remind yourself from time to time just how vulnerable you are and to not take your safety for granted…it is not guaranteed. What we can take away from tragedies like this is a renewed diligence to be the best riders we can be. Not only for ourselves, but for our loved ones. The pain and sorrow I saw at the memorial service today is evidence of just how deeply we are missed. Sometimes, as is the case of Ed and Brittany there is truly nothing we can do to prevent a crash. So, we must decide…do we stop riding? Or do we ride on, knowing the odds are mostly in our favor? You choose.
There is Hope
Thankfully, the vast majority of incidents are avoidable with excellent mental and physical skills. Do yourself and the people who care about you a big favor and learn all you can about motorcycle safety and refine your control skills and ability to perform evasive maneuvers so that you at least have a chance of avoiding tragedy. Share your thoughts below.
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Cornering on a big cruiser requires a respect for clearance limits. I just received another letter from a Motorcycle Consumer News reader, this time about a situation he encountered when riding on a twisty back road in Cali on his Street Glide. Here’s his story, followed by my response.
“Ken, your recent article (in Motorcycle Consumer News) on cornering traction was excellent. I just returned to Las Vegas after traveling up the coastal hwy to Oregon then back down to Las Vegas. While on that trip I had an incident involving cornering that left me very puzzled. While heading to the coast from the 101 on hwy 128 north of San Francisco I was enjoying the curves of the coastal range. I ride a Harley Street Glide and ride fairly aggressively but not what I consider unsafe. As I was entering one turn (posted at 20mph) I leaned the bike into the turn and suddenly heard metal screeching on asphalt and almost simultaneously was aware that I had lost traction and was heading for the outside of the corner and a steep drop off. Automatically I jammed my left foot down to the asphalt, but with my speed around 30-40mph sprained my ankle pretty badly. Much to my surprise I regained traction on the outside of the corner and was able to hold it there through the last 1/2 of the corner. My conundrum is that I’m not sure what happened! I felt comfortable with the speed I had entered the corner and I had entered from wide to just inside the center lane when the incident occurred. Normally, if I’m leaning the bike too much I’ll be aware of the foot board dragging. In this case there was no warning, just metal screeching and loss of traction simultaneously. Also, the road was great, with fairly new asphalt and no noticeable debris. Your thoughts would be greatly appreciated as this incident has made me extremely apprehensive whenever entering a corner with thoughts of this incident constantly in the back of my mind.”
Fairly aggressive cornering on a cruiser can be done, if you respect the bike’s limits.
My Response
Without having seen or experienced the actual incident, I can only speculate on the cause based on knowledge of typical scenarios like yours. The fact is that ground clearance just doesn’t go from sufficient to nonexistent without a reason. It could be that you were leaning far enough that you were about to touch your floorboard when the mysterious factor occurred and your bike was suddenly grinding hard parts. This levered your tires off the ground and reduced traction. Most times, when a bike suddenly goes from adequate ground clearance to zero ground clearance, it is a sign of traction loss caused by undetected surface contamination or debris, or abrupt throttle, brake or handlebar inputs, all of which are rider error. Sudden traction loss while the bike is leaned will cause the bike to drop quickly. This usually results in the rider tensing on the handlebars and chopping off the throttle, which exacerbates the problem. If neither surface debris nor rider error existed, then you have to look at the possibility of a sudden and undetected change in surface camber that reduces ground clearance, or perhaps a depression in the road that would cause the suspension to compress. Predicting that conditions can change quickly is a key survival strategy and applies to seemingly perfect pavement. New pavement can actually make ground clearance-robbing features such as undulations and dips difficult to see. Knowing that your bike is a low slung machine means that you must be particularly sensitive and aware of these clearance hazards so that they don’t cause problems. One way to help manage limited ground clearance is to slow down. Hanging off the inside of the bike helps increase clearance. You can also learn to use body positioning to help increase ground clearance. By simply dropping your head and shoulder to the inside, you shift the combined center of gravity of bike and rider so that your machine doesn’t have to lean quite as much. Practice this in a parking lot and notice that your floorboards don’t drag as readily. My book has drills that can help. If you are riding briskly on your Street Glide and continue to have clearance problems, perhaps you are exceeding the limits of the bike and need to consider trading in for a model that is more suited to your cornering exuberance. Now that we’ve discussed the possible cause, let’s look at your reaction. The sudden loss of ground clearance, for whatever reason, triggered a panic response that not only had no significant effect on allowing your big Harley to recover traction, but also caused you to injure your ankle. This panic response is part human nature and is how most riders react when faced with a potentially life threatening situation. Off-road riding helps train for minor traction loss events. To minimize these survival instincts from causing more harm, you would need to re-train your mind and body to feel okay with minor traction loss. This is not easy to do when you ride a road-going cruiser, but is easily achieved with some off-road riding experience. Off-road riders routinely experience wide variations in traction and become accustomed to traction loss so that they do not overreact and make matters worse. But, please understand that training yourself to react correctly is not a substitute for being aware of hazards and preventing them from causing an incident from happening in the first place. The results of overriding a bike’s capabilities can be disastrous. I hope this helps. Ken
Do you have anything to add? Have you encountered a similar situation? How did it turn out? Please comment below.
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The latest guest post is from long-time track day rider and club racer, Ian Vivero from Smelly Dog Racing who has an interesting point of view about post-crash psychology. So, listen up. The floor is yours’ Ian.
Ian #604. Photo by Arcy. www.otmpix.com
Getting Back on the Horse
In 14 years of riding I have, thankfully, only had a handful of crashes, and most were more embarrassing than anything else. Tip over’s at a stop or low speeds due to a patch of sand, a misplaced foot, etc. are common and happen to (almost) everyone in their early years. Even as a seasoned rider I recently tipped over my brand new Victory thanks to an unfortunate combination of factors. These things can hurt one’s pride, but for most we can walk away with minimal damage to self and bike, learn from our mistakes, and move on. These events are not what this post is about. What I do want to talk about are two crashes, both of which occurred on the racetrack. The first one occurred during a track day on my 919, which was the result of a bad line that pushed me into an off-camber part of the track and left me with less than zero ground clearance, picking up my tires and putting me on the ground. The second occurred during a race in the rain when I crossed a paint line while trail braking into a corner and the front tire ran out of grip resulting in another low side. Despite the obvious differences, there were many similarities between the two crashes. In both cases I was relatively unhurt and the damage to the bike was minimal enough to allow me to ride back to the pits. In both cases I knew exactly what I had done wrong (bad line, trail braking over wet painted markings) and how I could have avoided it.
The Aftermath
That’s the good news. The bad news is that I was left with a lasting reduction in confidence that I didn’t experience from my other get-offs. Why? Both occurred on a race track so perhaps it was the venue, though I’ve gone down on the track before and not had the same issue. And while the damage to the bike and my injuries were worse than a simple tip over, I’ve had worse mishaps that I was able to shake off. So what caused me to be so shaken up? I believe the “when” mattered more than the “where” or “how”. You see, both crashes happened at the end of the day, which gave me no chance to get back out. Instead, I was left to wait until the next track day or race weekend to correct my mistake. This allowed my mind to endlessly replay the incidents over and over for days or even weeks. Replaying the incident made a relatively minor crash grow into something much bigger and far scarier. When I finally did get back on track, it suddenly seemed like a dangerous place for me to be. All of this was purely mental of course. By then I had largely recovered physically and the bike was mechanically sound. But because my mind was so clouded, my riding suffered horribly. Without realizing it, I began to fight myself in every corner, which caused me to keep running wide. To compensate I started braking earlier and crawling through the turns. My muscles grew tired and sore within a couple laps from constantly working to keep the bike under control. My death grip on the bars left the front end feeling vague, leading to even less confidence. Each session left me more frustrated and exhausted than the last. Eventually I noticed what I was doing and began to relax and by the end of the day things seemed to be working properly again… And yet I was riding at a level far below where I had previously been. It took a great deal of time and effort to regain my lost mojo. Time and effort that could have netted some real gains were spent simply getting my confidence back.
The Takeaway
Which leaves me with this piece of advice for whoever cares to take it: The next time you drop your bike in a parking lot, lose your footing at a red light, or carry a bit too much speed at a track day and end up in the weeds, get up, get back on the bike and do whatever you just tried to do again, only this time do it right. Not only will you learn something in the process that can make you a better rider, but you will also retain your confidence before it has a chance to run off without you.
Thanks, Ian. The aftermath of a crash can be both physically and mentally scarring. I’ve seen countless riders lose confidence after a scare and either give up riding or not enjoy riding the way they had previously. While we cannot expect to avoid all mishaps, we can minimize them by riding within our limits (even when racing). Some say you have to crash to learn how to ride fast and win, but I don’t think it is a prerequisite. Yes, crashing comes with the territory of racing hard, but it usually sets you back and is generally a bad idea. You can learn to win without crashing, IMO. You do this by learning all you can about traction and how a motorcycle stays on two wheels. This knowledge comes from many sources, including quality blogs, books, instructors and other skilled riders. But in the end, the secret to minimizing crashes is for you to apply this knowledge on every ride or race and develop sensitivity to the physics of riding well, at any speed. Share your thoughts below.
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Josh, looking good on his Gixxer1000 at Loudon. owenstrackdayphotos.com Motorcycles crash for many different reasons, including in no particular order:
They are not very stable when ridden slow, so tip overs are common
They are hard to see in traffic, so collisions with cars is far too frequent
They only have two small tire contact patches, so seemingly small things can cause traction loss
They require fairly precise rider decisions and inputs when traction is near its limit
Most single-vehicle crashes are the result of a too-fast corner entry speed.
Case Study
My friend and track day student, Joshua had a problem with numbers 3, 4 and especially 5. Josh had a great day at the awesome New York Safety Track until he didn’t. Check out his VIDEOS BELOW to see how his day ended. He walked away unscathed, thanks in no small part to his quality riding gear. ATGATT, baby. The same can’t be said for his beautiful GSXR1000. It slid off the track without much fanfare until it hit some protruding piece of Earth and flipped a few times. Oh well. It’s just a machine, remember.
Below, you can read Josh’s account of the situation and what he learned. Sky, Ground, Sky, Ground. 🙁
The Fundamental Reason Why He Crashed
Riding a motorcycle is more of a mental exercise than physical. Yes, it takes physical coordination and a certain amount of strength to operate a motorcycle. But, riding a motorcycle well is much more than simply operating the machine. It also includes using excellent judgement and having deep knowledge about how to manage all sorts of situations. Mark Brown from MotoMark1 uses the term “driving” to emphasize that you must not passively “ride” a motorcycle, but rather “drive” it with purposefulness, authority and competence. Josh was doing great all day and, as was the case with another rider at the track that day, got over confident and pushed just a little bit harder than he should have. This mental lapse is essentially THE reason Josh crashed. A too-fast corner entry is the #1 reason for single-vehicle motorcycle crashes.
Josh and I had worked together during a Personal Instruction Day last week at the NH track on strengthening his “skill foundation” to allow him to safely “drive” his bike at the pace he is eager to achieve. We made good progress, but the eagerness and drive Josh has for rapid improvement seems to cause him to push harder than he should. This is common with highly motivated people. I can name two other very good riders who are motivated to ride at a top level, but have not yet learned and applied all the information necessary to be able to ride at that level…yet.
All motorcyclists who are eagerly developing their physical skills must also develop their ability to monitor their attitude, self-evaluate their real progress, and use judgement that is in line with their true capabilities. It coulda been worse.
The Physical Solution
Now that we understand that the crash could have been avoided with a bit of “judgment double-check”, let’s talk about what went wrong and the mechanics of how the crash could have been avoided. Remember: A too-fast corner entry is the #1 reason for single-vehicle motorcycle crashes.
Because Josh had decided to “let it rip” down the straight (probably faster than he had done before), he entered the turn 1 braking zone at a higher speed than he had previously. That’s fine, BUT he did not adjust his braking behavior to match the increased approach speed. With an increase in speed comes the need to:
brake earlier using the same or similar amount of brake force as when approaching at a slower speed, or
use the same brake marker as when approaching the turn at the slower speed, but brake harder, or
a combination of #1 and #2
Either method will work to achieve the goal of slowing to a comfortable entry speed. Braking earlier is generally the best solution where you have more time and space to modulate your brake force to slow without anxiety.
Josh did not alter his “begin braking” mark, so he found himself flying past his usual brake marker and therefore reached his turn-in point at a higher speed than he was familiar (or comfortable). You can clearly see in the forward-facing camera angle that he was missing the apex and then used greater handlebar pressure (countersteering) as he attempted to stay on the track, which overtaxed the front tire and it tucked.
An Expert’s Solution
Could the crash have been avoided in the hands of a seasoned expert? With the bike at that speed and in that position in the corner, I would say maybe, but probably not. HOWEVER, the expert would have identified that he or she was traveling faster than before and because of this, would have adjusted the “begin braking” location to be earlier and increased the amount of brake force as needed to slow down sufficiently. Expert-level track day riders are comfortable braking very hard, because they have practiced this skill. He or she would have also used trailbraking to further scrub off speed if necessary as the bike was eased into the corner. However, I want to emphasize that trailbraking is not really “meant” to be a technique used to salvage a blown corner. Done correctly, trailbraking is a planned method for stabilizing the motorcycle when entering corners. That said, if you have trained yourself to trailbrake as it is meant to be used, then it is at your disposal when you need a longer duration of braking force if you inadvertently enter a turn too fast. Read all about trailbraking HERE.
The Lesson
Remember that if you change one thing (faster straightaway speed), you must adjust other things (brake marker and/or brake pressure) to reach the entry speed you are able to handle. Please learn from Josh’s unfortunate mistake and keep your enthusiasm and eagerness in check and resist introducing significantly faster speeds until you understand the concept of cause and effect as it pertains to adjusting entry speed.
Crash Videos
Front view:
Rider Face View:
A message from Josh himself about what he learned:
Staying within limits is a lesson I strive to drive home to my students every weekend as an MSF RiderCoach. The motorcycle, the rider, and the time & space limits around them. My hope is that every rider I come in contact with has takeaway points and thinks about actions and decisions made while riding. My overall goal as a rider is to learn, fine-tune, and practice as many new and advanced skills as I can. I feel the biggest joy of riding is that there is always something new to work on or perfect. Each year I try and take on something new I can use as a rider and coach. A few years ago I had an opportunity to take a course on dirt bike techniques and later on I was able to become a certified MSF Dirt bike Coach. Last year my new goal was to learn to become proficient in riding on the racetrack at speed. I went out and bought every book and DVD I could find on the subject, and also a shiny GSXR 1000 that I thought at the time would be a perfect bike to go out and lay down some hot laps. Books and video’s are great tools, however to really be able to learn and apply the skills takes tons of coaching, practice and fine tuning. My biggest obstacle is always trying to rush and accelerate my learning. I want so bad to be the best and smoothest that I do not take the advice I give to my students. I try and go from step A all the way to step Z in one day. Learning should be in stages and is a building block process. Learn the gross skill 1st and stay within your limits. Ken gave me the best advice of all when he said “Slow down and get smooth 1st”. I was doing pretty good and learning the New Track. Taking my time and finding reference points and determining where I should look, brake, tip, and accelerate. It was near the end of the day with only 2 sessions left. I was a little tired and sore from working hard on my body position and riding. I started the 2nd to last session and started letting my mind drift away a little bit. I was thinking about the ride home and my fatigue level and on the video footage I had been recording all day; what I would be showing my friends and family and how cool I would look. I decided to try one more lap and call it a day. I said to myself. “You can push a little harder and get one awesome lap to end the day.” I got to the start of the straight. I did a head check to see if I was holding up any riders. The coast was clear and I gave it all I got. I pinned the gas and tucked my head. Glancing at the speedometer I saw the numbers climbing 130,140,150. I looked up and saw the end of the straight fast approaching. I got on the brakes with a force that seemed very heavy. I was squeezing in on the tank with all my might to hold myself from pushing forward. I saw the turning point approaching fast and thought “Oh No I just blew it” I had lots of speed and not much track left. I thought in the back of my head. You can do this, usually riders have less skills than the machine they are on. I tried as hard as I could to get into a hang off position and turn the bike. I gave it a flick into the corner and felt the front dropping out. I saw the ground rushing up to my shoulder and I lifted my head up and away from the turn. Boom, I was on the ground and tumbling, I could see the bike flipping as I was tumbling and sliding into the grass. Every second was in slow motion as I could hear the plastic cracking and breaking off the bike. It seemed like I was going to slide forever and I was saying to myself. OK, please stop now. Once stopped I stayed still, counted to 10 and started to assess if anything was hurt or broken. Not even a scratch. All the gear I had invested in paid off big-time! I looked at the bike and wanted to cry. I knew as I started to scream down the straight I was pushing too hard. I had not taken the advice I want to instill in every single student. I got up and started looking the bike over. Seeing everything all smashed is a feeling I could do without. The session still had 15 minuets to go and all I could do was stand there and wave as my friends and fellow riders went by making smooth turns and having a blast. Sometimes we do not take our own advice and need a hard lesson to set us straight. Josh
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Marc Robidas is the newest RITZ guest blog contributor. Marc is an experienced road and track day rider who pilots a Ducati 798 on the track and a Hypermotard SP on the street. Let’s see what Marc has to say about group riding.
Group rides can be a great way to meet like-minded riders.
The Art of Group Riding
I enjoy group rides. Each ride brings an opportunity to meet like-minded people and to discover new roads. Any group of people will vary in their range of skills. You know you’ve found a good group to ride with when no one feels they need to pick up the pace, and any reckless display of awesomeness is discouraged.
Ride My Own Ride
Not long into the ride, I have a sense of the other riders’ skills. It might be easy to keep up. Or maybe the rider ahead is slightly more skilled; they become my carrot. Sometimes, I notice the gap growing between myself and the rider in front of me. There is mild guilt about creating a gap in the group of riders and the temptation to twist the throttle is strong. So off I go to close the gap. Wait, wait, wait! What’s going on here? Am I really “riding my own ride”? On twisty roads in particular, I savor the relationship between myself and the road with little or no influence from the other riders. When the road gets challenging, I let the gap grow sufficiently so the next rider is not an influence on my choice of corner speed. Don’t let pack mentality ruin your ride. Sometimes this means the next motorcycle is out of sight. Allowing the group to stretched out allows each person to ride in a way that feels comfortable.
Comfort
Speaking of comfort, an all day group ride can add 300+ miles on the odometer. From a cold morning start, hot afternoon and wet finish to the day, bringing the right riding gear will make every minute a treat, and minimizes dangerous distraction. The ride will undoubtedly be a mix of smooth twisties with pavement that has seen its better days. Although my bike’s suspension is on the firm side, it is adjustable. Softening the settings allows me to ride a full day in relative comfort. A pre-ride meeting makes sure everyone is on the same page.
Group Etiquette
Communication among each group member is essential. A pre-ride meeting is important to describe the route and the expectations of the group leaders. Any use of hand signals during the ride need to be explained. Arrive at least 15 minutes early with a full tank of gas and an empty bladder. And, don’t be that guy (or girl) who is late for the rider’s meeting and is then clueless about the day’s plan. Group riding essentials are covered in the MSF’s guide: click here for the group ride PDF, and below is a video from the MSF about group riding. Take a look.
From Ken:
Group riding can be a blast, but it can also be quite dangerous if riders do not understand the idiosyncrasies of riding in a group. It’s also risky to ride with people who are not skilled. Be discerning about who you ride with and don’t be afraid to bow out if a particular group does not share your values of risk management. Here is an article that talks about the dangers of Peer Pressure.
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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 Larry Grodsky of Stayin’ Safe and Rider Magazine fame collided with a deer in 2006. Larry was 55 years old. 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 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 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. 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. Check out these related posts:
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
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 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. 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.
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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I know not every reader of the Zone Blog follows motorcycle roadracing, so you may not have heard about the recent death of 21 year old young gun Tommy Aquino who was involved in a collision with a fellow rider while training at a motocross track in California. Even though Tommy’s death occurred on a motocross track, it is one more example of the sad realities of riding a motorcycle, whether on the dirt or the street.
It Happens
I don’t know the details of Tommy’s crash, but knowing that he was a very skilled rider begs the question, “If it can happen to him, what chance do I have?” Of course, most of you aren’t training to become a future world champion, but that doesn’t mean that you are immune to a similar fate. The fact is that the public roads present as many or more dangers as a motocross track. Safety guru Larry Grodsky died while riding home from a safety conference. My friend and coworker, Chappy lost his life commuting home after work. My wife’s cousin died on a Sunday ride with a friend. The list of street riders who have died goes on and on. I often say that most crashes are avoidable, and I stand by that statement, but the reality is that even the best riders can find themselves at the pointy end of a bad crash. Larry Grodsky is an excellent example, but there are many others. Fred Rau, a colleague at Motorcycle Consumer News wrote a poignant column in the latest issue about a fellow rider who met his end on a group ride. The article illustrates the cold truth that sometimes shit happens even to the best riders. Being in the wrong place at the wrong time is the only reason his friend is dead now. Hopefully, you all understand the realities of motorcycle safety and act accordingly. Not that you should ride scared or never push the envelope from time to time, but one key to survival is to know the real risks of riding and how to manage those risks. Unfortunately, many riders don’t take risk management seriously enough.
Don’t Give Up, Get Smart
I’ve been riding motorcycles for almost 40 years and have survived this long partly because of luck, but mostly because I am very conscientious of where and how I ride. I don’t take my safety for granted. I’m not saying that those who have met their demise were not conscientious. What I am saying is that life is unpredictable. But, we can minimize the risks. Read this post to learn how. And this one.
Risk versus Reward
I often tell people who are on the fence about whether they should ride a motorcycle to carefully measure the risk versus reward ratio. If there is not a big payback in terms of enjoyment, then I suggest they find something else to do. The reward must match or exceed the risk. This is what I told my daughter Jeannine when she first started riding on the street back in 2006. I wanted her to know that the decision she was making to become a street rider had serious consequences. Of course, intellectually, she knew this, but it is important that we remind ourselves frequently about the risks of straddling a two-wheeled machine and then riding it at speed. Is your risk to reward ratio acceptable to you?
Fight Complacency
If you haven’t evaluated your mental and physical skill sets lately, I suggest you do so. Why? Because it’s too easy to become complacent about the importance of excellent survival strategies and riding skills. As we ride more and more miles without incident, we gradually assume that we have this riding thing figured out and that the bad things won’t happen to us. Wrong! We can’t control everything, but we can hedge our bets by increasing our knowledge and skill and making sure our behavior is in line with minimizing the risks of riding a motorcycle. Take this post as a reminder to do all you can to be the best rider you can be.
Proficiency Pledge
Earlier this past year, I included a pledge in one of my MCN columns to encourage readers to think about their responsibility to be the best they can be. Take this pledge for yourself AND for the ones who love you. Feel free to add your own points.
Pledge:
I will expand my knowledge of motorcycling safety and control through continual reading, and by taking one formal safety/skills course per season.
I will practice my physical skills on my own to keep them sharp.
I will wear protective gear on every ride.
I will develop mental strategies for managing traffic and other hazardous situations.
I will never ride while intoxicated or impaired in any way.
I will choose not to ride if my ability to manage hazards is compromised.
I will choose not to ride with others who do not share my commitment to safety.
Signed:___________________________ Feel free to copy this pledge and print it out.* Then hang it on your garage wall and give a copy to each of the people who care about you. *Anyone wanting to distribute this pledge to more than their immediate friends and family should contact me for permission. Subscribe to the mailing list!
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Practice tight turns in a parking lot. The biggest problem riders have when dealing with hairpin turns is their anxiety about being able to make the turn. It’s a good idea to practice tight turns in a parking lot before you encounter challenging hairpin turns. Read more about slow speed riding techniques.
Slow Approach
One of the most likely reasons for a crash in a corner is entering too fast. When dealing with downhill hairpin turns, you also have the additional force of gravity pushing you downhill. The trick is to get your bike slowed early and smoothly and then carry a bit of brake force past turn in to keep the bike stable, Read about trailbraking for more detail. Just be sure the surface is clean enough to allow slight braking while cornering.
Throttle On
When making slow turns, it is important that you maintain slight, steady forward drive for stability. If you chop off the throttle, you’ll probably fall. A bit of forward drive takes some of the load off the front tire when going downhill and gives you forward momentum when going up a hill. It also maximizes ground clearance. But, be careful. If you are abrupt with the throttle, either by accelerating too hard or by chopping off the throttle, you risk running wide, overtaxing the tires and upsetting the chassis and balance Downhill turns are challenging enough to put a sign up. When approaching a downhill hairpin curve you need to slow down more to manage gravity, but also to allow you to crack the throttle slightly for maximum stability. From a slow entry speed, give the bike enough throttle (as soon as you begin to lean) to maintain steady drive through the whole curve. Try not to decelerate. Be sure to look well into the turn, at the corner exit.
Uphill Hairpins
When going uphill, you can approach with a bit higher speed. But, slow down enough to allow steady throttle throughout the whole turn. Be sure not to use too much throttle that you cause the front tire to lose traction and “skate”, which can push your bike too far to the outside of the turn. You also don’t want to overload the rear tire with too much acceleration force. Steady, gradual throttle at the beginning of the turn is the key. Again, keep your eyes pointed all the way to the turn’s exit. Look through the turn and accelerate slightly.
Enough Speed
Whether going up or down hill, you need to keep your speed above about 10 mph to maintain balance and stability. Sometimes, people simply fall over because they are going too slow. At very low speeds, slight deceleration or shift in body weight (tell passengers to remain relaxed, but still) is enough to upset balance and cause a tip over. Aim for smooth, steady drive.
Look Toward the Exit
Your eyes help direct your bike to where you are looking so look where you WANT to go. Turn your head to ratchet your eyes through to corner, always looking to the next visual target…entry, apex, exit. Read more about visual skills here.
What’s My Line?
It’s important to get this right. Try to select a cornering line that allows you to get your steering inputs done early and so the throttle finishes the turn. This usually means an outside-inside-outside path of travel. There are many advantages to this line, including a wide view through the turn and the ability to perform a quick turn-in that gets the bike turned early. It’s common for riders to fall in slow, tight corners because they introduce mid-corner steering inputs at the time when the front tire is already working hard.
Obligatory Crash Video
Here’s a video of my friend Matt who found out how a slight miscue in a slow, tight turn can put you on the ground. He was a rather new rider at the time and was spooked by the traffic. The bike was borrowed, so it was not familiar to him, either. He was unhurt. Erik from Twisted Throttle evaluates the crash protection from SW-MOTECH.
Why do you think Matt crashed? I’ll give my opinion in the comments below after some of you respond. What tips do you find useful when dealing with hairpin turns?
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Say no more. The type of injuries sustained by motorcycle riders may not be what you think. We all know that a traumatic bonk on the head is the most likely way to become dead. The brain just cannot handle being bashed around inside your cranium without suffering some bleeding or bruising. That’s why those who understand the risks of riding a motorcycle wear helmets, and not those skull cap, yamaka, pseudo brain buckets, but a real DOT or ECE (“Economic Commission for Europe), or Snell approved unit; preferably one with really cool colors and graphics (if that’s your thing).
Legs and Feet
Take a look at the pie graph (mmmm, pie, source: CDC). While the head and neck are understandably high on the list of parts we injure. Statistically, it is even more likely that you will have some pretty beat up the legs and feet. I’ve experienced this first and second hand. I’ve broken a foot from a parking lot tipover (note to self: remove disc lock before flight, dumbass) and tore my ACL (it’s in the knee) from a dirt biking tipover. And Caroline broke her foot falling over in gravel on (or should I say “off”) the racetrack. This is why I wear armored boots and riding pants with knee armor. I guess most other riders in the U.S. have not heard this fact, because very few I see wear more than sneakers and jeans with the occasional person of questionable intelligence wearing flip-flops and shorts. Really?
Leg Protection
As a person who promotes track days, I often get questions about what riding gear is acceptable when riding on the track. Most serious riders have riding jackets that are decent enough to pass tech at some track days, like Tony’s Track Days. So, that usually isn’t a problem. But, invariably when I ask about what riding pants they have, they look puzzled and say “None. I ride in jeans”. Oops. I get it. I didn’t begin wearing riding pants until after I had been riding for about 15 years. That’s when I started thinking more about the risks of riding. Back then, there weren’t a lot of riding pants to choose from. I discovered that Motoport gave a discount to MSF instructors, so I bought an Ultra II overpant that I wore for several seasons. It provided years of comfort and protection. And from the looks I got from the ladies, it looked good, too. OK. there were no ladies, but I can dream, can’t I? I digress. Today, there are tons of options in protective pants that are not expensive and offer pretty good protection from at least minor leg injuries. Lookin’ good in my Motoport Riding pants. Now, I always wear leg protection when I ride, usually my high-dollar MotoPort Ultra II stretch Kevlar zip-on uber-pants. I know these look good because I’ve been told so (by my wife, but she counts, right?) These are undoubtedly the most comfortable and protective pants I’ve seen, except when it gets to be over 85 F. But now I have another option. Jeannine just bought me my first pair of Kevlar jeans (with knee armor). I was quite surprised at how well they fit and looked (maybe the ladies will notice me now). I haven’t worn them yet, but I like having the option of wearing protective pants that look “normal” when I walk into a store. Twisted Throttle (and others) sell armored mesh pants that offer great ventilation and enough protection for one small-to-medium sized crash. That’s enough to make them well worth their relatively inexpensive cost. Do yourself, your knees and your legs a favor and wear protective pants. Touring boots are comfortable with decent protection.
Foot Fetish
Caroline and my foot injuries happened even though we were both wearing motorcycle boots, which just goes to show you that not all boots are equal. Had I been wearing my Sidi race boots at the time I may have avoided the broken foot…maybe. But, I was on a street ride where I was doing a fair amount of walking, so I was wearing my touring boots. These are good, but are a compromise between protection and comfort. I’m in the market for new street boots and will be selecting one that leans a bit more toward protection than my current boots. Believe it or not, even with my history of foot injuries, I do ride wearing work boots from time to time. Convenience and practicality sometimes trump maximum protection. race boots aren’t made for walkin’ What injuries have you suffered? Is the pie chart in line with your experiences?
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