How to Not Suck at Cornering

September 24, 2014

How to Not Suck at Cornering

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

Cornering Basics

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

Variations in Machine Design

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

User Error

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

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

Cornering Technique

Okay, so let’s break it down.

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

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

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September 17, 2014

The Power of the Quick Turn

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

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

Cornering 101

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

How Quicker Turns Help

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

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

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

Quick Turns and Cornering Lines

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

Quick Turning and Traction

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

Timing & Intensity

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

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

NOW is the Time!

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

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August 13, 2014

Get your Shift Together

Smooth Shifting is a hallmark of riding proficiency.

Shifting is a significant part of the riding experience. It is satisfying to smoothly click through the gears with a barely detectable interruption in forward drive as your hands and foot perform seamlessly with perfect timing and minimal effort.
Shifting gears is a skill that, once learned, becomes part of a rider’s muscle memory and is then pretty much forgotten about.
But, there is much more to shifting than simply selecting the next higher or lower gear. A truly proficient rider understands the benefits of perfectly timed shifts and knows how to use the clutch as a tool for refining control.
New riders often struggle to coordinate the clutch and shift lever, but most get past the difficulties fairly quickly. MSF Basic RideCourse students often fail because of more critical issues, such as braking or cornering problems.
Still, poor shifting skill can be a problem. Lousy coordination and timing leads to abrupt gear transitions and lurching that can compromise control and traction. Not only does this cause control problems, but it also really pisses off passengers. To become proficient, you must pay attention to refining shifting skill.

Quick Upshifting

Quick shifting allows the revs to drop only slightly between the time you squeeze the clutch, shift and then release the clutch. These rapid upshifts provide seamless power delivery.
To upshift quickly, roll off the throttle only slightly and squeeze the lever only enough to disengage the clutch while shifting the transmission into the higher gear with a quick flick. Preload the shift lever for speedy lever action. As soon as the transmission is in the higher gear, immediately release the clutch and roll on the throttle. Done correctly, the quick shift technique should take about one second and forward drive should remain steady.

Clutchless Upshifts

For the most rapid upshifts (not counting electronic shifters) you can eliminate the clutch from the upshifting process altogether. Yes, you can upshift without using the clutch! A well-timed, rapid throttle closing, in combination with a ready left foot can upshift most modern transmissions with buttery smoothness that maintains forward drive with virtually no chassis pitch.
Clutchless upshifting is done by closing the throttle as you instantaneously shift to the next higher gear and then immediately open the throttle. Each step is done simultaneously, with the entire technique taking less than a second. Done correctly, the machine will experience no added wear and tear. Try it.

Shifting Down

This is what can happen if you miss a shift and then downshift instead of upshift. — This is what can happen if you release the clutch too quickly after a downshift.

Good downshifting is arguably more important than upshifting for maintaining control, because poor timing and abrupt clutch release can cause excessive engine braking that may lead to a dangerous rear tire skid. Read this post warning what can happen if you select a gear that is too low.
The trick is to eeeeaaaaase out the clutch after you downshift to allow the engine to “catch up” to the road speed.
Just be sure to time your downshifts. Clicking into the next lowest gear too early, before the bike has slowed can result in a skid. To prevent this, reduce speed before downshifting.
Manufacturers understand that miscued downshifts are a hazard and install slipper clutches on many high performance motorcycles to reduce the danger of locking the rear wheel during a high rpm downshift.

Blipping the Throttle

Those of us who don’t have slipper clutches just need to learn to ease the clutch out gradually…or blip the throttle. Throttle blipping helps you to match the engine RPM with the road speed during the downshift.
I already wrote a whole blog post on throttle blipping. Please read it so I don’t have to repeat myself.
What tricks or techniques do you use to become a proficient shifter?

Buy Ken’s new book, “Motorcycling the Right Way”.

Read about strategies and techniques that increase safety, confidence and enjoyment.

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August 4, 2014

Guest Writer: If in doubt, UPshift

Chuck Boucher ripping around turn 9 at NHMS.

Chuck Boucher is the latest RITZ guest blog contributor. Chuck is an expert level roadracer with the Loudon Roadracing Series and is an instructor for Tony’s Track Days.
You can read Chuck’s biography here.
Chuck recently had a racing mishap that landed him in the hospital with a fractured pelvis and a few other less serious, yet painful injuries. Chuck knows exactly what he did wrong and wanted to share his cautionary tale with you to hopefully prevent you from experiencing the same agony. Let’s see what Chuck has to say.

If in doubt, UPshift!

by Chuck Boucher
As I sit here, recovering from a recent racing incident, I reflect on the reason I’m in need of crutches and pain killers. My little mishap occurred on the first lap of the first practice session during a Loudon Road Race Series (LRRS) event at New Hampshire Motor Speedway.
The lap was typical of any other I had run during the past six years as an LRRS roadracer. Unfortunately, this time around, I found a false neutral and the absence of any engine braking.

A False What?

In case you don’t know, a false neutral is when the motorcycle fails to completely engage a gear. This results in zero engine braking and an unexpected sense of coasting that actually feels more like acceleration, just when you want to be slowing down. Yikes!
Downshifting at this time is usually a bad idea, because you risk momentarily skidding the rear tire if the gear is too low for the bike’s speed when the gears finally do engage. Instead, the best way to handle this situation is to shift UP into the next higher gear so you don’t end up in too low a gear for the speed you are traveling. A too low gear can easily cause the rear tire to lose traction. Do this while leaned and you have a bad result.

My Downfall

Unfortunately, with the turn one apex fast approaching, my mind said click the shifter up (my race bike is GP shift, which means clicking the lever upward causes a downshift). I knew my mistake the moment I let the clutch lever out. The rear wheel skipped a few times then locked, sliding the rear end of the bike sideways. Then the tires regained grip and catapulted me over the high-side.
Understand that there are times on the street or track when you have fractions of a second to make decisions that could cost you dearly. These decisions can go well, or not, based on previous experience. My false neutral took me completely by surprise and I acted wrong. You can be sure it won’t happen again.
If you’ve never experienced a missed downshift and a false neutral, count yourself lucky. However, if it does happen to you, take my advise and always shift UP! You may not have the engine braking you desire and you’ll be in too high of a gear, but at least you won’t likely high side.

More Good Advise

Stuff can happen to anyone, at any time. Whether it is a car at an intersection, a missed downshift or a too fast corner entry. How you react and what you do in that brief moment can be the difference between a close call and taking a ride in an ambulance strapped to a back board. My message to you is to always keep your skills sharp to avoid a worst-case scenario.
Consider taking the Motorcycle Safety Foundation Experienced Rider Course (BRC 2) and participating in a track day to acquire advanced braking and cornering skills.

Thanks for sharing what you learned, Chuck. Heal up fast!
Editor: Someone asked about whether a slipper clutch would have saved the day. I do believe a slipper would have re-engaged the power gradually enough to perhaps prevent the severe loss of grip. While a slipper clutch can do wonders, the actual clutch design and how sensitive it’s adjusted will affect whether or not the slipper re-engages the power slowly enough. This will still cause the rear to slide, just not nearly as much.
Do you have a similar experience to share? Make a comment below.

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July 26, 2014

How to Not Suck at Braking

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

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

The Scenario:

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

“There was nothing I could do! He came out of no where”
“I slammed on the brakes and laid ‘er down”

Ruh, Roh. This rider crashed because he did not use good stratrgies for predicting hazards and then couldn't brake properly when he needed to. — This rider crashed because he did not predict that a car might turn left in front of him and then couldn’t brake properly when he needed to.

Where You Went Wrong

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

Prevention is Key

The trick to minimizing the likelihood of a crash caused by poor braking skills is to not put yourself in an emergency position in the first place. I know crap happens and some things just cannot be avoided. But, guess what? MOST close calls and crashes can be avoided. How do you do this, you ask?
First, you must have really strong strategies for anticipating hazards before they become a close call or crash. This takes developing a sixth sense about your surroundings and having excellent situational awareness.
Next is to recognize when traction is limited and know how much brake pressure you can introduce without skidding. To do this, you must develop a keen traction sense that tells you how much brake (or turning) force is available. This comes from experience and practice (Like riding in dirt, for instance).
Now is the best time to mention ABS. None of my current bikes have ABS, but I’m a big fan. Why not have a backup system in place to kick in if you don’t evaluate the conditions perfectly? Seems like a good idea to me.
Even with great strategies and skills things still happen even to the best riders. So what if you do panic and overbrake?

OK, I Screwed Up, Now What?

The Motorcycle Safety Foundation (MSF) has taught students for years to “keep a rear skid locked” to prevent a possible high side crash.This can occur if you release the rear brake while the rear tire is out of line with the front tire. When the rear tire regains grip, it can snap immediately in line with the front tire. If this happens abruptly, you could get launched into the weeds over the high side of the bike. Ouch!
I just learned that the newest MSF curriculum mentions being able to release the rear brake “if the rear wheel is nearly in line with the front”. I’m glad they include this in the Student Workbook because it is more practical advice, but requires good judgment and timing (or luck).

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

How to Stop Correctly

The basics of braking are to use both brakes (for street riders) and to do so with the correct amount of pressure for your immediate needs. Track day riders and road racers usually do not use the rear brake, because of the extreme transfer of load onto the front tire that renders the rear brake almost useless. But, if you’re a street rider, use both brakes. Yes, modulating the rear brake can be tricky, but learn to do it. That way you can benefit from all the brake power available.
When you are faced with a hazard and must brake hard, you are at the greatest risk of doing it wrong. Not only will you be using maximum brake force and all available traction (which can be difficult to modulate), but your muscles will be supercharged by panic, which can easily lead to overbraking.
The key to emergency braking while staying in control is to manage available traction and to anticipate the change in available traction between front and rear tires as load shifts forward when brake force is introduced…Squeeeeeze the front brake while Easing off the rear brake. This takes practice.

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

How to Stop Sucking at Stopping

You will be remiss if you do not practice maximum braking techniques. Too many riders I’ve worked with have never braked hard enough to experience threshold braking. When asked to brake as hard as they can most recoil with anxiety, afraid to apply the brakes that hard (even if they have the safety of ABS).
But, what do you think you must do to avoid a deer or a Buick’s bumper? Training yourself to use your bike’s brakes fully BEFORE you need to will increase your chances of surviving.
Practice maximum emergency braking on your next ride…before you need to use it in the heat of battle. Practice in a clean parking lot (with ATGATT, please).
Brake practice is an important and responsible thing to do to make sure you’re ready for the next time you need it (which could be today). I always start the day during Personal Instruction with parking lot maneuvers that include both normal and threshold emergency braking practice. I have several braking drills described in the Riding in the Zone Book and demonstrated in the DVD.
What are your experiences with braking? Any scary moments you’d like to share? Comment below.

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July 23, 2014

10 Reasons Why Street Riders Should Ride in the Dirt

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

1. Improved Traction Sense

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

Managing traction is one of the highest priorities for any motorcycle rider, whether on street or off-road. Dirt riding provides ample opportunities to learn about traction management as the tires hunt for grip on unpredictable surfaces.
Having your motorcycle move around beneath you is disconcerting for street riders who are new to this sensation, but it helps you learn about traction management, including which inputs help and which hurt traction.
And this experience translates to street riding. Imagine yourself suddenly feeling your tires sliding as you roll over a wet surface or a bit of sand in a corner. Imagine your bike feeling like it is falling out from underneath you. Most street riders will panic, flinch and tense on the handlebars. This often makes matters worse.
With dirt riding experience, you are more likely to recover from a relatively minor slip instead of panicking and gripping the bars in fear. Previous experience can allow you to stay composed and relaxed so your inputs remain fluid, allowing the tires a chance to regain grip.

2. Clutch and Throttle Control

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

Throttle, clutch and brake control become very important when your tires are skipping over tree roots and wet rocks or through deep sand and gravel. But, you may not realize just how important fine clutch and throttle control affects a street rider’s confidence.
By perfectly timing clutch release and throttle application, you manage lean angle, traction and direction control. This is especially noticeable when downshifting as you enter a slow turn. If you downshift as you begin to tip into a turn, you must feed the clutch out smoothly to avoid abrupt driveline lash that can disrupt traction and direction control.

3. Slow Speed Skills

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

You learn slow speed maneuvers and balance.

4. Balance and Body Position

Because a lot of off-road riding is done at slow speeds over uneven surfaces, maintaining balance is a constant issue. The technique for maneuvering any motorcycle at slow speeds is to counterweight so that the motorcycle leans independently of your upper body. Counterweighting keeps the center of gravity over the tire contact area to maintain grip when traction is low.
Riding a lightweight dirt bike means that much more of the steering is done with the footpegs and body. By positioning your body forward, rearward and side to side, you influence direction control.
You’ll need to learn to ride while standing on the footpegs to allow your legs to act as shock absorbers. This can be tiring at first, until you learn the proper “neutral” position that keeps your bodyweight over the balance point of the bike, usually over the front of the fuel tank, knees slightly bent and elbows out.
On the street, you use many of these techniques as you cross speed bumps, railroad tracks or when ascending or descending steep hills at slow speeds.

5. Throttle and Brake Steering

Another important thing to learn when dirt riding is how to use the throttle and rear brake to change direction by breaking the rear tire loose under acceleration or when braking. It’s scary at first, but once you learn these techniques, your confidence will grow quickly.
On the street, you will have a better sense of how the throttle can help “finish” a turn or how deceleration and brake force can alter your cornering line. Motorcycle dynamics are similar enough between lightweight, off-road bikes and heavy street bikes for this skill to transfer.

6. Improved Brake Control

The front brake offers the most braking power whether riding on or off road, however the rear brake becomes more important when riding in the dirt. When traction is low, the amount of brake force is minimized and load transfer that pitches the bike forward is reduced, which means that the rear of the bike remains more planted for more effective rear brake power.
Another reason to favor the rear brake is to avoid a front tire skid, which must be avoided if you want to remain on two wheels. Loose surfaces are unpredictable, so it’s best to apply more rear brake pressure and modulate the front brake to avoid a skid.
On the street, you learn that there are times when you favor the rear brake a bit more. Riding with a passenger and descending a gravel road are two instances that come to mind.

7. Improved Visual Skills

Off-road riding requires keen vision. One of the keys to a successful off-road outing is the ability to identify the best line through a rocky or sandy trail or fire road so that you find the best available traction. A common problem that new riders have is their inability to keep their eyes well ahead, scanning for the ideal line.
This translates directly to street riding. Nervous riders look down, which leads to higher perceived speeds, and more panic as hazards seem to appear “out of nowhere”. Eyes Up!

8. Better Fitness

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

9. Learn to Fall Down

You won’t likely become a texting teenager’s hood ornament when riding off-road, but there is still significant risk.
Even though crashes are usually less serious, the frequency of tip overs tends to be higher when off-road riding. Typical injuries usually consist of bumps, bruises and perhaps a torn ligament or broken bone if you’re unlucky. Because of these challenges, you should not ride alone without the help of someone to come to the rescue if necessary.
Learning to fall is not usually something I emphasize. Instead, I prefer to teach people how NOT to fall. But, there is something beneficial about being familiar with hitting the deck that can potentially help you if you were to crash on the street, such as trying to relax (yeah, right) or keeping arms tucked in if you tumble. Think of sports players who learn to fall without injury; that’s the theory.

10. Gain a New Respect for Riding Gear

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

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

Get Dirty, Skillfully

With good skills, falling can be minimized. But for many, tipovers are a reality when riding off-road, which means you must manage the risks. Don’t take your safety for granted. Learn to ride well! Prepare your mind with an attitude toward reducing risk and protect your body with proper riding gear.
There is a lot more to learn about off road riding. Understand that just because you can ride a street bike does not mean that you can swing a leg over a dual-purpose bike and safely hit the trails. But, it is well worth the effort.
What are your experiences with how off-road riding helps your street riding?

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July 11, 2014

Ground Clearance & Grip

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.

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. — 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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July 8, 2014

The "No Countersteering" Myth

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

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

My response:

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

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June 25, 2014

What you need to know about Throttle Blipping

Photo2_Shifting_RPMs — Blipping controls the RPM while downshifting.

What is Throttle Blipping?

To execute smooth downshifts it is important to match the engine speed with the road speed. You can do this by slowly easing out the clutch (after you apply the brakes, please). But sometimes a rapid downshift is necessary or desirable. Unfortunately, releasing the clutch quickly can lead to abrupt re-engagement. This is where throttle blipping comes in.
Throttle Blipping is the term used to describe the rev-matching technique where the rider momentarily “blips” the throttle to increase engine rpm to better match the revs to the road speed when downshifting. You’ve probably heard riders blip their throttle, but may have thought they were just being obnoxious and annoying as they roll to a stoplight.
The best example of throttle blipping can be heard when a sport bike is decelerating and downshifting (and usually braking) from high speed. Listen to my friend Aaron as he demonstrates some of the quickest and smoothest throttle blipping I’ve heard (or is it the magic of modern sport bike electronics?). Listen at the end of the straight starting at 0:15:

Here’s another video showing my throttle hand as I blip the throttle. See 2:20. For comparison, I enter the same corner, but without blipping at 4:08.

Here’s another video showing me smoothly execute three non-blipping downshifts at around 4:15:

How to Blip a Throttle

The throttle blipping technique is done by quickly cracking the throttle open then closed (blip) while you simultaneously squeeze the clutch and click the gearshift lever. The point is to get engine RPM matched to the lower gear ratio before you release the clutch. The rapid blipping technique occurs within the span of less than one second. The clutch is quickly squeezed and released as the transmission is shifted down and the right hand blips the throttle. This is repeated with every downshift, one gear at a time.
You can blip the throttle rapidly to reduce the time between gears, or you can be leisurely. High-performance riders blip the throttle very quickly when downshifting between gears as they set up for a corner. Street riders may choose to blip the throttle when downshifting. This is done more slowly when coming to a stop.

Blipping and braking smoothly takes practice.

Brake and Blip

Oftentimes, you need to brake while downshifting, but trying to simultaneously brake and blip is a difficult skill to master. The problem is that moving the right hand to blip also causes the fingers to move, which invariably changes brake pressure. Combining braking and throttle blipping can be done with less difficulty if you apply the front brake with your index and middle fingers while you close and open the throttle with your thumb and two outside fingers. Arching your brake fingers is also helpful in isolating throttle movements.
The point is to blip the throttle while keeping consistent brake lever pressure. This is most easily done when using very firm braking pressure , like when braking hard from high speeds where brake lever movements translate into relatively minor brake force changes.

Is Blipping Necessary?

Some motorcycles benefit from throttle blipping more than others. A big V-twin or single cylinder engine with a lot of engine braking can more easily lock the rear tire if the clutch isn’t released carefully, so blipping makes sense. But, for many bikes, especially ones with in-line 4 cylinder engines, it’s easy enough to quickly but gradually release the clutch between downshifts. It’s what I do when I ride my Triumph Street Triple on the street or track (see video below). With the introduction of slipper clutches on many sportbikes these days, it’s even less necessary to blip the throttle.
Still, a lot of riders swear by throttle blipping. That’s fine, if you do it skillfully. I find that it just adds another thing to do while I’m screaming into turn 1 at over 100mph. Listen to my downshifts at the end of the long straightaway in this video from a recent track day, starting at 2:06 and then throughout the video. You can hear how I simply downshift and then ease out the clutch. It’s done quickly, but smoothly:

Engine Braking

Not blipping the throttle means I don’t have the problem of coordinating throttle blipping while modulating the front brake, but there is an added benefit that comes from the stabilizing effect that engine braking offers. Let me explain.
Rear brake force, either in the form of rear brake application (which I do not use on the track) or from engine braking, “pulls” the rear of the motorcycle in line with the front wheel. Blipping the throttle during downshifts minimizes engine braking compared to simply easing out the clutch. Engine braking still happens, it just occurs in a shorter duration of time and can be abrupt if not done well.
Do you blip your throttle? If so, or if not, tell us why?

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May 27, 2014

#1 Reason Why Motorcycles Crash in Corners

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. :( — 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.

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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