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How to Not Suck at Cornering

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

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

Cornering Basics

By now you know that motorcycles must lean to change direction and that leaning is done by countersteering. Read about countersteering HERE.
Once the bike begins to lean, countersteering pressure is reduced and other dynamics take over that cause the motorcycle to arc around the curve, including front end rake and trail geometry, as well as something called camber thrust. Camber thrust is the term that describes how a tapered object (a motorcycle tire leaned over) orbits around its axis when rolling along a surface (the pavement).
In other words, the rounded profile of a motorcycle tire acts like a tapered styrofoam cup when it’s rolled on its side. Give it a push and it rolls in a circle.
Here is how author and  fellow USCRA racer Tony Foale describes camber thrust:
“As the inside edge of the tyre is forced to adopt a smaller radius than the outer edge, then for a given wheel rotational speed, the inner edge would prefer to travel at a smaller road speed, this happens if the wheel is allowed to turn about a vertical axis through the point of the cone. Just as a solid cone on a table if given a push.”
For our purposes, all you really need to understand is that your motorcycle is designed to track around a curve with minimal effort once the bike is in a lean. Front end geometry (caster effect, rake,  trail, etc.) all make this possible. If you want to read more, go to Tony Foale’s website and learn all about it.
If your bike is properly maintained and has relatively new tires with nearly the original profile intact, you should be able to initiate lean and then maintain that lean angle without introducing any significant handlebar inputs. Problems occur when the rider messes this process up. Most bikes will track predictably and with little effort as long as the rider doesn’t interfere with the process or introduce counterproductive inputs.

Variations in Machine Design

Some riders insist that they cannot round a corner without using significant handlebar pressure to keep their machine on the desired path. Instead of being able to relax and let the bike carve the path, they fight the bars all the way around the curve. It is possible that the machine is to blame, but these days this is rarely true.
While I have ridden bikes with really bad cornering dynamics, the vast majority of modern machines offer balanced, neutral handling that requires little-to-no mid-corner intervention. The only reason for handlebar adjustments are because of mid-corner changes in turn radius, camber or surface condition. A smooth constant radius curve, ridden well, requires almost no additional handlebar pressure.
It’s important to note that different types of bikes handle differently. Sportbikes are responsive to steering inputs, while cruisers tend to be slower steering, but more stable. Still, if the rider does all the right things, then the differences in machine does not make that much of a difference. The trick is to have the knowledge and skill to complete a corner proficiently.
Basically, it’s usually much more productive to evaluate the user instead of blaming the machine.

User Error

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

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

Cornering Technique

Okay, so let’s break it down.

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

There is so much more to learn about the cornering process, but this is a good start. Implement these steps and you’re well on your way to becoming a cornering master.
What tips can you share that help you to corner with more confidence?

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Ground Clearance & Grip

Cornering on a big cruiser requires a respect for clearance limits.
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.
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.
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.
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.
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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#1 Reason Why Motorcycles Crash in Corners

Josh, looking good on his Gixxer1000 at Loudon. owenstrackdayphotos.com
Josh, looking good on his Gixxer1000 at Loudon. owenstrackdayphotos.com

Motorcycles crash for many different reasons, including in no particular order:

  1. They are not very stable when ridden slow, so tip overs are common
  2. They are hard to see in traffic, so collisions with cars is far too frequent
  3. They only have two small tire contact patches, so seemingly small things can cause traction loss
  4. They require fairly precise rider decisions and inputs when traction is near its limit
  5. 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. :(
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.
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:

  1. brake earlier using the same or similar amount of brake force as when approaching at a slower speed, or
  2. use the same brake marker as when approaching the turn at the slower speed, but brake harder, or
  3. 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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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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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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Proficiency Pledge

Proficiency-Pledge

I included this pledge in the post about Tommy Aquino, but thought it was worth making it a standalone post.
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. If you won’t commit to safe riding for yourself, then think of your loved ones who will grieve your demise if you die or be forced to clean your oozing wounds and look at your disfigured face if you live, but didn’t wear your riding gear. Just sayin’

Proficiency Pledge

  1. I will expand my knowledge of motorcycling safety and control through continual reading, and by taking a formal safety/skills course.
  2. I will continue to practice my physical skills to keep them sharp.
  3. I will develop mental strategies for managing traffic and other hazardous situations.
  4. I will never ride while intoxicated or impaired in any way.
  5. I will choose not to ride if my ability to manage hazards is compromised.
  6. I will choose not to ride with others who do not share my commitment to safety.
  7. I will wear protective gear on every ride.

Signed:___________________________
Feel free to add your own points. Also, feel free to copy this pledge and print it out.*
Then sign it, hang it on your garage wall, and give a copy to each of the people who care about you.
©Ken Condon 2014 *Anyone wanting to distribute this pledge to the public should contact me for permission. This includes Facebook. Credit must be given to me with a link to this post. Thanks.
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How to Survive Hairpin Turns

Practice tight turns in a parking lot.
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.
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.
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.
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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How to Save a Front Tire Slide

Sometimes it's not possible to save it.
Sometimes it’s not possible to save it. www.motorcyclistonline.com

Is it possible to not crash when you experience a front tire slide? Maybe.
Both of my recent track crashes were the result of a sliding front tire (both were caused by me asking too much of a cold front tire). Sometimes it happens too quickly for you to respond. But, sometimes there is enough time to perform a maneuver that just may save you from a fall.

Survival Instincts Are a Bitch

Let’s say you are rounding a curve and the handlebar starts to feel vague in your hands. At the same time, your proprioceptors (aka kinesthetic sense) tell your brain that balance is being compromised.
Your brain is alerted to the threat and triggers your muscles to tense. The rush of panic and muscle tension happens in an instant. Many riders end up on the ground because their survival instincts cause them to overreact and make matters worse.

Saving the Front in a Corner

I’ve got bad news for you, that vagueness you feel at the handlebars is your front tire losing traction. This is bad, because a front tire slide is one of the most difficult situations to recover from. When cornering, the front tire is responsible for both lateral grip and direction control (steering). More times than not, front tire traction loss is the result of asking too much of the tire. Side forces from cornering, in combination with cold rubber and perhaps contaminated pavement is an easy recipe for tire slip.
When the front tire loses grip, it “tucks” underneath the bike and throws the bike and rider violently to the ground. But, is it possible to save yourself from falling?
To help the front tire regain traction (or at least not lose any more grip) you must first not add to the problem. This means staying relaxed (Good luck with that). With light handlebar pressure, the tire and suspension can work fluidly to manage surface irregularities.
If you tense on the bars, you will put stress on the front tire and risk pushing the tire over the limit of grip. Whatever you do, avoid trying to countersteer the bike into a deeper lean.
Assuming you can remain somewhat relaxed and neutral, the next thing to do is to relieve the work the front tire is doing. To do this, get on the throttle! I know, it’s counter-intuitive, which is why it’s not easy to do. But gassing it transfers load from the overworked front tire to the rear tire.This allows the front rubber to halt its lateral slide and keep rolling.
Yes, you will probably run wide, but hopefully you have enough road/track to let this happen. You can minimize this drift by using moderate throttle application to save the front tire slide. Just don’t goose the throttle so hard that you careen off the road or track or spin the rear tire.

Uphill Unload

A fellow instructor pointed out a caveat  to the common cornering situation. Dan mentioned what can happen to traction when you are going uphill. He witnessed a fellow rider (with a passenger) lose the front and crash in front of him just as the crashing rider was getting on the gas. Why would this happen if what I say about relieving stress on the front tire is true?
The likely explanation is that the uphill slope, in combination with the weight of a passenger and the application of a bit too much throttle, unloaded the front tire too much. He probably also added a bit of steering input that tucked the front tire beneath him. The lesson is that load management and traction management go hand in hand and you need to develop a keen sense of how various factors can affect tire load and grip.

The Knee Save

For those who are accustomed to dragging knee, it is possible to relieve front tire stress by levering the bike with your knee. Anything you can do to take pressure off the front tire will help the tire regain grip.

Saving the Front While Braking

The other way to experience a front tire induced crash is to overbrake so you skid the front tire. This can happen whether you are upright or leaned. If this happens, get off the brake, NOW! This will let the front wheel roll again so you can regain control. Then get back on the brakes (you were braking for a reason, right?). But, this time squeeze the front brake progressively. You can still brake really hard (less so if you are leaned), but it must be done gradually to allow time to put load on the front tire, which increases traction.

Practice? Really?

It takes a good amount of skill and presence to control front tire skids. Like all other tricky situations, practice and experience increases the chance that you can act correctly and save a crash. Practice? How? Ride in the dirt, my friend! Pushing the front tire is a regular occurrence when riding on loose surfaces. Learning to control slides in the dirt is less risky than suddenly needing to manage a slide on your street bike. With this experience, you can train and condition your mind and muscles to react properly when a slide happens.
The other way to train yourself to react properly is to push your bike hard enough to get it to happen. I don’t recommend this, because front tire slides can easily go wrong. But, if you eventually go fast enough at track days or when racing, you will inevitably experience the vague feeling of your front tire on the edge of traction loss.
DO NOT go fast enough to slide the front on the street!! You will die. On the street, it’s not likely that you will have enough time or space to pull off this hero maneuver.
What? You don’t ride on the track or in the dirt? Well, the next best way to practice is to visualize successfully performing the maneuver. Imagine yourself cornering hard, feeling handlebar vagueness and then gradually rolling on the throttle as needed to drift the front. It’s not ideal, but it’s the best way to prepare for saving a front tire slide.

Me and the ZX6R Monticello, NY.
When you corner hard, you have to expect slides.

Expect It

Another way to prepare for front tire slides (and many others) is to expect them to happen. This pertains to all times when you are in traction-reduced situations, including when cornering or braking hard.
Have you experienced a front tire skid or slide? If so, how did that work out for you?

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Is Crashing Really that Bad?

This crash could have been deadly, but thankfully not.
This crash could have been deadly, but thankfully not.

Crashing a motorcycle sucks. No doubt about that. I’ve had my share of run-ins with gravity and it’s not fun. But, does crashing a motorcycle always mean carnage and a hospital visit? It depends.

My crashes

I’ve had only one “real” street crash and one minor one. The minor one involved a car who rolled into the back of my Triumph Bonneville. I didn’t fall, so it was very minor.  I also had a minor parking lot tipover (note to self: remove the disc lock before attempting to ride away). But tipovers aren’t exactly what I call “crashes”.
The “real” crash happened in 1978 when a car driver turned left in front of me…classic.
Thankfully, most of my crashes were racing incidents. I say “thankfully” because even though racing crashes suck, they don’t suck nearly as much as street crashes where the chances of injury after sliding into a tree, guardrail or oncoming car is quite high.
I’m truly grateful that the extent of my injuries from both track and street crashes were cracked ribs and a broken foot from the tipover.  These injuries were painful, but all healed without any complications.
Unfortunately, the “real” street crash resulted in a totaled 1973 Yamaha TX650 and the rear-end incident resulted in the Triumph’s taillight being smashed, but that’s what happens when you make impact with cars.
In all of the track crashes, bike damage was limited to easily replaceable parts, allowing me to get back on the track later that day. Sure, the cosmetic damage was a bummer, but I got over it–most people do.

Too much throttle, too quickly. photo by Tim Richer
Too much throttle, too quickly. photo by Tim Richer

Safer Crashing

There was a time when crashing on the racetrack was just as likely to get you killed as crashing on the street. This was because racetrack safety was abysmal with concrete walls lining the course and pavement not any better than a potholed rural road.
Thankfully, track safety is much improved. Even though a lot of people complain about the safety issues at my local track (Loudon, NH), the current track is much better than the old Bryar track that had all sorts of safety problems. We didn’t complain much, since all of the tracks were that way.
Another reason there are fewer deaths and injuries today is because of better protective gear. Pudding bowl helmets lined in cork were the racers’ choice at one time. Now, we have helmets that are pretty darn effective at preventing the majority of head injuries. Add to that the improvements in material and armor incorporated into jackets, pants, boots and gloves and it is possible to crash without suffering too badly.
Of course, where you crash is the biggest factor in whether you will end up in a hospital or hearse. Collide with a car and even the best riding gear is not likely to save you from some kind of injury. Crash on a modern racetrack, and you’ll likely get up, brush yourself off and walk back to the pits under your own power.
Unfortunately, road safety has not improved for motorcycle riders. More tar snakes and guardrails seem to appear every year and drivers are more and more careless about paying attention. And road conditions are often allowed to get pretty bad before they are fixed.

Crashing on the street is a
Crashing on the street usually results in injury.

Perception of Risk

It’s been proven that people take greater risks when they feel protected. This is why drivers of large SUVs tend to feel less threatened than drivers of small cars. Most motorcycle riders understand that they are vulnerable to injury and ride accordingly.
This is why Risk Ignorance and complacency is so dangerous. The risks don’t change, but the inaccurate perception of the danger can make a rider think he or she can ride more aggressively or with less attentiveness.
Believe it or not, there were fewer racing crashes back in the day when races were held on road courses lined with stone walls, hedgerows, fences and houses lining the circuit. Racers knew that a fall would very likely result in death. So, most rode in a way that balanced risk and reward.
Today, there are many more crashes, but many fewer deaths and serious injuries because, with the exception of the Isle of Man and a few other “real” roadrace circuits, racing is conducted on closed courses with safety features such as runoff, gravel traps and airfence. Also, today’s protective gear is so much better. This means that racers can push harder, knowing that a crash will probably not be the end of the world.
Now, don’t get me wrong, racetrack crashes can be lethal. It’s just that the risk to reward ratio has shifted so that it’s not unreasonable to expect to get up unscathed after a racetrack crash.

The Perception of Crashing

Another advantage racers have when it comes to crashing is that racers expect to crash. After all, they are pushing the limits of grip and skill and are sharing the track with a bunch of crazies all set on going as fast as they can, determined to take your spot on the podium.
So, when you do crash in a race situation, it’s not unexpected. And if you do go down, it’s unlikely that you are seriously injured, so you get over it rather quickly. This makes the mishap psychologically easier to deal with.
It’s different when you don’t expect to crash. For instance, crashing during a track day will likely be more upsetting, because it is not assumed that crashes are inevitable. But, track day crashes still fall under the category of “not likely to get injured”, so most track day crashers get over the mishap fairly easily.
Crashing on the street is a whole other matter. Street crashes are often particularly traumatic, not only physically, but also mentally. Most street riders assume that they will not crash, even though the risks are actually much greater when riding on the street. It’s understandable, because most street riders go many miles and years without a crash, which makes it easy to think that it won’t happen to them. So when it does, their world is shattered, even if they don’t suffer a significant injury.

Jeannine knows the importance of practice and risk management.
Jeannine knows the importance of practice and risk management.

Thankful, But Skillful

I’m able to write about my crashes today, because most happened on the racetrack in a controlled environment. I’m thankful that I have experienced very few street crashes.
Perhaps some of the reason why I’m still in one piece is luck, but I contend that the reason I have had few street crashes is because of my commitment to riding smart and never becoming complacent about risk. This includes learning all I can about riding and implementing effective strategies when riding in traffic or in the twisties.
Risk is always there and always will be. Learn to manage risk and perhaps you can join me as one who is mostly unscathed after many decades of riding a motorcycle…if we stay sharp and are blessed with a bit of luck.
What have you learned from your crashes?

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5 Bad Habits You Must Fix, NOW!

Crash-SignNo matter how “good” a rider you are, it’s likely that you have at least a few bad habits and attitudes. Poor habits and dangerous perceptions can develop over time without us even knowing it. That is, until we experience a close call or crash. Let’s take a look at a few bad habits that many riders possess.

1. Believing You’re a Better Rider than you Are

A lot of RITZ blog readers would be considered “experienced” riders. But, the truth is that experience alone does not make you a proficient rider. I can’t begin to count how many so-called experienced riders I’ve encountered who demonstrate a significant lack of proficiency. Unfortunately, unless the rider admits that he or she has a problem and asks for advice, their poor riding will continue indefinitely and ultimately lead to a mishap.
Unsolicited advice usually is not appreciated, so knowledgeable riders are reluctant to share their wisdom to the riders who need it most. Attempts to enlighten the problem rider often results in exclamations about how many years of riding experience they have and that they know all they need to know to get by…never really knowing the danger they are in.
The solution? First, take a good look in the mirror. What skills are you lacking? (I’m sure there are many, but let’s stick with motorcycle-related skills for now). Next, get the knowledge and training you need to bring all of your skills up to snuff. Thirdly, remind yourself that what skills you have are perishable and need to be kept fresh.
Promise yourself that you will purposefully practice braking, turning, and swerving. It doesn’t have to take a lot of effort to keep skills sharp. Learn about proper cornering technique and then practice it on your Sunday rides. And be sure to learn about all the ways to keep yourself safe in traffic and practice on your way to work every day. Over time, you just might become as good as you think you are.

Always remember that you are vulnerable...and hard to see.
Always remember that you are vulnerable…and hard to see.

2. Forgetting You Are Vulnerable

Experience can often lead to complacency. If you ride many miles without an incident, you are at risk of thinking that riding a motorcycle is not as dangerous as it’s made out to be. This perception leads to many crashes and fatalities. Complacency and overconfidence can occur when you don’t recognize subtle signals that indicate just how close you are to catastrophe.
Get into the habit of recognizing clues that should alert you to threats. Make a concerted effort to scan the landscape and roadway for anything that can turn into a hazard, such as a reflection on the windshield of a car that is rolling toward you. Ask yourself whether the driver sees you and what are the chances that he will accelerate in front of you.
Evaluate each clue to determine whether you can reliably read what is being communicated. For instance, direct eye contact with the driver may indicate that the he sees you, but don’t count on it!

What's around that corner?
What’s around that corner?

3. Assuming the Coast is Clear

You know what they say about making assumptions, right? “They make an ASS out of U and ME”.
One of the most problematic situations is when a motorcycle is approaching an intersection with other drivers waiting to turn left across the rider’s lane. Part of the problem is that the approach speed of a narrow vehicle is much harder to judge compared to a wide vehicle. This is why motorcyclists experience drivers “cutting them off”.
The drivers aren’t necessarily out to get you; they more likely misjudged your approach speed and thought that they had plenty of time to make the turn. The message is to never assume that a driver who appears to see you will not cut in front of you. See “The Top 2 Survival Tips That Will Save Your Life” for more on this topic.
A lot of riders also assume the coast is clear around corners. Depending on the region you ride in, many, or even most corners you encounter do not provide a clear view of the corner exit. Hillsides, vegetation and roadside structures all conspire to block your vision.
Too many riders approach corners at a speed that does not allow the time and space to stop or maneuver if a mid-corner hazard were present. It’s a good idea to enter blind turns slow enough so you can confidently avoid a hidden hazard. If no hazard exists, then you can roll on the throttle and accelerate safely though the turn with no drama.

Caroline
Caroline wears ATGATT

No Gear=Greater Risk of injury
No Gear=Greater Risk of injury

4. Not Wearing ATGATT

ATGATT is an acronym that stands for “All The Gear, All The Time”.  MY definition of “All the gear” means helmet, appropriate eye protection, jacket and pants with protective armor, gloves, and over-the-ankle boots. The obvious reason for buying and wearing all this gear is for protection in the event of a crash. Since motorcycle riders don’t have bumpers, airbags, crumple zones and safety glass surrounding us, we must wear our protection.
Unfortunately, way too many motorcyclists choose not to wear full protective gear. In states where helmet laws are enforced, riders are compelled to wear this most important piece of protective gear, but helmet choice states leave the option of helmet use to the rider. Whether you agree with helmet laws or not, it’s hard to dispute the benefits of having a helmet strapped to your head when you and your bike separate at speed.
Currently, no states require any other protective gear to be worn, with the exception of eye protection. This means that you can ride legally in a tank top, shorts and sandals. Good luck with that.
The reasons why riders do not wear protective gear often include image, peer pressure (you gotta look cool), and cost. But, there is plenty of inexpensive protective gear that meet most rider’s fashion sensibilities while providing decent protection (at least for a single crash).

Both speed and lack of visibility caused this crash.
Both speed and lack of visibility caused this crash.

5. Being an Idiot

This topic can cover a lot of ground, but let’s focus on your attitude when you ride. This pretty much means riding with your head securely screwed onto your neck. Letting destructive influences like ego, peer pressure, intoxication, and distraction make decisions for you will eventually lead to a hospital visit. So, just say no to stupidity. ’nuff said.
What would you add to this list of bad habits?
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