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Guest Writer: When Do You Lean?

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

 

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

Meet Paul Duval

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

Timing Maximum Lean Angle

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

Who is making this mistake?

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

What’s the Problem?

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

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

Why do I keep doing this?

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

The Solution?

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

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 of an on-throttle highside. copyright Riding in the Zone.

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

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Guest Writer: If in doubt, UPshift

Chuck Boucher ripping around turn 9 at NHMS.
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.

This is what can happen if you miss a shift and then downshift instead of upshift.
This is what can happen if you miss a shift and then downshift instead of upshift.

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.

Mistakes Made, Lessons Learned.
Mistakes Made, Lessons Learned.

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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Guest Writer: Get Back on the Horse

The latest guest post is from long-time track day rider and club racer, Ian Vivero from Smelly Dog Racing who has an interesting point of view about post-crash psychology. So, listen up. The floor is yours’ Ian.

Ian #604. Photo by Arcy www.otmpix.com
Ian #604.
Photo by Arcy. www.otmpix.com

Getting Back on the Horse

In 14 years of riding I have, thankfully, only had a handful of crashes, and most were more embarrassing than anything else. Tip over’s at a stop or low speeds due to a patch of sand, a misplaced foot, etc. are common and happen to (almost) everyone in their early years. Even as a seasoned rider I recently tipped over my brand new Victory thanks to an unfortunate combination of factors. These things can hurt one’s pride, but for most we can walk away with minimal damage to self and bike, learn from our mistakes, and move on. These events are not what this post is about.
What I do want to talk about are two crashes, both of which occurred on the racetrack. The first one occurred during a track day on my 919, which was the result of a bad line that pushed me into an off-camber part of the track and left me with less than zero ground clearance, picking up my tires and putting me on the ground. The second occurred during a race in the rain when I crossed a paint line while trail braking into a corner and the front tire ran out of grip resulting in another low side.
Despite the obvious differences, there were many similarities between the two crashes. In both cases I was relatively unhurt and the damage to the bike was minimal enough to allow me to ride back to the pits. In both cases I knew exactly what I had done wrong (bad line, trail braking over wet painted markings) and how I could have avoided it.

The Aftermath

That’s the good news. The bad news is that I was left with a lasting reduction in confidence that I didn’t experience from my other get-offs. Why? Both occurred on a race track so perhaps it was the venue, though I’ve gone down on the track before and not had the same issue. And while the damage to the bike and my injuries were worse than a simple tip over, I’ve had worse mishaps that I was able to shake off. So what caused me to be so shaken up?
I believe the “when” mattered more than the “where” or “how”. You see, both crashes happened at the end of the day, which gave me no chance to get back out. Instead, I was left to wait until the next track day or race weekend to correct my mistake. This allowed my mind to endlessly replay the incidents over and over for days or even weeks.
Replaying the incident made a relatively minor crash grow into something much bigger and far scarier. When I finally did get back on track, it suddenly seemed like a dangerous place for me to be.
All of this was purely mental of course. By then I had largely recovered physically and the bike was mechanically sound. But because my mind was so clouded, my riding suffered horribly. Without realizing it, I began to fight myself in every corner, which caused me to keep running wide. To compensate I started braking earlier and crawling through the turns.
My muscles grew tired and sore within a couple laps from constantly working to keep the bike under control. My death grip on the bars left the front end feeling vague, leading to even less confidence. Each session left me more frustrated and exhausted than the last. Eventually I noticed what I was doing and began to relax and by the end of the day things seemed to be working properly again… And yet I was riding at a level far below where I had previously been. It took a great deal of time and effort to regain my lost mojo. Time and effort that could have netted some real gains were spent simply getting my confidence back.

The Takeaway

Which leaves me with this piece of advice for whoever cares to take it: The next time you drop your bike in a parking lot, lose your footing at a red light, or carry a bit too much speed at a track day and end up in the weeds, get up, get back on the bike and do whatever you just tried to do again, only this time do it right. Not only will you learn something in the process that can make you a better rider, but you will also retain your confidence before it has a chance to run off without you.

Thanks, Ian. The aftermath of a crash can be both physically and mentally scarring. I’ve seen countless riders lose confidence after a scare and either give up riding or not enjoy riding the way they had previously. While we cannot expect to avoid all mishaps, we can minimize them by riding within our limits (even when racing). Some say you have to crash to learn how to ride fast and win, but I don’t think it is a prerequisite. Yes, crashing comes with the territory of racing hard, but it usually sets you back and is generally a bad idea. You can learn to win without crashing, IMO.
You do this by learning all you can about traction and how a motorcycle stays on two wheels. This knowledge comes from many sources, including quality blogs, books, instructors and other skilled riders. But in the end, the secret to minimizing crashes is for you to apply this knowledge on every ride or race and develop sensitivity to the physics of riding well, at any speed.
Share your thoughts below.

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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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"Why We Ride" Movie Review

My wife hates it when I dissect a movie after seeing it. She would say, “Can’t you just enjoy what it has to offer?”. Well, at the risk of alienating my RITZ blog readers who really want to like the “Why We Ride” movie, I will now poop on your parade.
Speaking of poop, please take my opinion as what it is. You know what they say about opinions? No? They say, “Opinions are like ***holes: everyone has one, and most stink”. Well, hold your nose because here is my opinion.
Before I give you my review, take a look at the trailer:

Pretty good, huh? Let’s see what it’s really like…

Beautiful Videography
Beautiful Videography

Video Craftsmanship: A-

The trailer gives a good impression of the visual quality of the film, which is very, very good. The videography is beautiful and inspirational. But, what is up with all the slow-mo?
I love super-slow motion footage, especially the shots of Moto GP racers dragging elbow. And the footage of the rubber-mounted Harley Davidson XR1200 race bike engines rocking in their frames at idle made me LOL.
But, there is a thing called “too much of a good thing”. The slow motion stuff was cool for about half the film, but unfortunately, it went on and on and on and on.
And why on earth would you show only slow motion footage of race bikes on the high banks of Daytona and never show how it really feels at over 170 mph? I know plenty of friends who could have provided some awesome on-bike video that would have driven home the craziness of the Daytona banking at speed. All they needed was one or two trackside shots of a bike flying by to paint a better picture.
I’ll admit that the super-slow stuff is fun to watch, but it kinda distanced me from what riding is really like. I get that the director was wanting to set a tone of romance and wonder, but for an enthusiast, I was a bit bored toward the middle of the film, partly because the action wasn’t really engaging at slow motion. It comes off more as a parlor trick.

Music: C-

The sappy music department worked overtime on this film. Again, I get what they were trying to do, and I’m sure the violin music hit a sentimental chord (ha, ha) with a lot of viewers, but it tried too hard. Mix it up with some raunchy head smacking tunes now and again to represent the vigor that many of us experience when riding. I can understand why they might not want to represent motorcyclists as people who relate to AC/DC (or whatever floats your boat), but everyone knows that motorcycle riders aren’t typical people who gaze with soft-focus at our bikes with violin virtuosos playing quietly in the background. My iPod tends to stream tunes that are a bit less somniatic (It means “puts me to sleep”… and I know it’s not a real word, I looked it up).

The message is all about family, fun and adventure.
The message is all about family, fun and adventure.

Overall Message: B+

The message this film delivers is “riding a motorcycle is fun”. Duh! I am reminded of the introductory video shown to new MSF students at the beginning of their first classroom session. It’s a lovely little diddy about the joy of riding a motorcycle. It includes many of the same things “Why We Ride” has, including fun action shots (at full speed) and interviews with interesting people. But, the message is delivered in about 5 minutes. “Why We Ride” took one point five hours to deliver the same basic message.
Granted, the film is intended to deliver more than a message, it is also about entertainment (maybe more so). So, in that regard it is worth the extra hour and 25 minutes.
Here is the Motorcycle Safety Foundation “Welcome to the Ride” video:

Is “Why We Ride” worth Seeing?: A

Yes. The fun shots of the families and kids are priceless, as are the interviews with some of my motorcycling heros, which makes the film well worth seeing.
I was totally loving the film during the first third and then they unmercifully started beating the poor dead horse. I get it, I get it. Riding is awesome and people who DO NOT ride are missing out on life. I couldn’t agree more.
It’s a movie that you will want your family and friends to see as an attempt to convey just why you ride a motorcycle. They still might think you’re nuts, but it’s worth a shot.
Both enthusiasts and regular people will like this film, as long as you don’t expect a groundbreaking classic here. For that, rent “On Any Sunday” , or if you love roadracing try “Faster” and the sequel “Fastest” (see trailers below).
But,  that’s just my opinion…what is that smell?

My Movie Picks:

On any Sunday:

Faster:

Fastest:

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How about buying a t-shirt for yourself or a loved one, or maybe a coffee mug?

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