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Track Day Tire Dilemma

Modern sporty street tires are quite capable of fast track riding.
Modern sporty street tires are quite capable of fast track riding. I have street compound Corsa 3s on the ZX6 in this photo.

Tires can be a source of anxiety to a motorcycle rider. And it’s no surprise, since our tires provide us with the traction we need to make it home in one piece. When it comes to track days, many people use their only street bike to also ride on the racetrack. This is great because they learn the limits of the machine with which they spend the most time.

But, having a bike that is used for both street and track means compromising on certain things, one of the most important being tires.

Below is  a letter I received from a subscriber named Kevin from the UK. I replied to his email and hit the “Send” button, only to have it bounce back. Since this is a FAQ subject, I decided to post it for everyone to read. I am also hoping Kevin reads this reply, so that he knows that I am not ignoring his question.

The Question

Name    Kevin
Subject    trackday tyres – please help!

Hi Ken,
I have been searching the internet in order to get some advice re tyres when I stumbled upon your web site which has some great advice – you are clearly very knowledgeable, I wonder if you can help please? I own a 2006 GSXR 1000 K6 and have just booked a four day track day to Almeria in Spain in September, I need to buy tyres for this trip and am torn between either Supercorsa SP (so road compound) or SC compound (SC2 rear, SC1 front), can you help me decide which is best for me?

Here’s some information related to my situation: – I have participated in UK track days (but not since 2011) , I am generally at the front of the novice group or in the slower half of the intermediate group – I’ve never participated in a European track day before and wonder if the heat is a consideration (it will be around 75-80 degrees) – I used to have a dedicated track bike (only used for 1 track day!) which I ran an SC2 rear and SC1 front on but the GSXR 1000 is now my only bike, from now on it will spend 90% of it’s time on track with a small number of outings on the road Based on the above, do you think the SP (road compound) version of the Pirelli Supercorsa will be ok or would you recommend the track compounds and if so would you recommend an SC2 rear and SC1 front or SC2 for both front and rear? I’m worried the road version will lose grip due a combination of high ambient temperature and constant track use – does this sound feasible?

Based on your suggestion, how many track days do you think I will get from the front and rear tyre, would one front and one rear be ok for all four days or would I need two rear tyres and maybe two front tyres (the trackday is running three groups, 20 minute sessions so is not open pitlane). Would the road version last longer than the track compounds on track or would it be the other way around? This question sounds silly, but how can I tell when the tyres need to be changed? I’m scared that if the answer is to wait until they start to slide then I might crash!

I’ve never used tyres solely on track before so have changed them when they squared off but I realise this won’t happen on track so I’m not sure when I should change them – I want to get as much use as possible from them as they are very expensive but I don’t want to crash! Finally, I have a set of tyre warmers which I used on the SC2/SC1 combination, if you think the SP (road) version of the tyre will be fine, can I use the tyre warmers with them?

Thanks in advance for taking the time to read this, it’s very much appreciated, esp since we have never met and I found your details on line, apologies for having troubled you but this is literally making me lose sleep and you seem to have the knowledge and ability to give good advice.

Tire warmers are necessary for racing, but not for track days.
Tire warmers are necessary for racing, but not for track days.

Regards, Kevin

My Reply

Kevin,
Tires are a big source of stress even for seasoned track day riders. I have not seen you ride, but in your particular case, with the pace that is typical of a novice/intermediate track day rider, you could go with either Supersport street-oriented tires (Supercorsa SPs), or race compound tires (SC1 Super Soft/SC2 Soft).

It’s way easier to have a track-only bike so you don’t have to spend energy worrying about street versus race compound. But, realistically, street rubber is so good these days that you can push them pretty hard on the track and they will perform very well. Besides, novices do not typically need race rubber. However, as your pace picks up and you graduate to the faster ranks, street rubber will not perform well enough for sustained fast laps. That said, I have run advanced group laps on Pirelli Corsa 3 (Corsa Rosso) street-oriented tires with no troubles.

If your bike is going to be on the track 90%, then go for the SC2/SC1 combo. Although you could also go with the SC2s as I’m sure that they will be more than sufficient for your pace and may last a bit longer. The question is whether you want to use them on the street. A lot of people do use race compound tires on the street (often as “take-offs” discarded from racers), however you will wear them out pretty fast. And, you must be aware that race-compound tires will not heat up as quickly as the street-oriented SPs and will never get up to full temperature at street speeds. They may even provide less grip than street tires in normal street riding conditions.

If you find yourself riding more than 50%  on the street, I would consider moving to street rubber. But, once you become a solid intermediate track day rider you will want race rubber. The SP street compound will work, but want your tires to be better than you are whenever possible.

When it comes to tire warmers, they are nice but aren’t necessary, especially for street tires. Two laps at a moderate pace is enough to get them up to temperature. Even race tires don’t require tire warmers, but they do allow you to go fast after only a few corners. I do not use tire warmers at track days. I’m too busy working with customers to mess with them.

Too worn? The tire on the left still looks good, but it was starting to slide, so new rubber was mounted.
Too worn? The street-oriented Pirelli Corsa 3 on the left performed very well and still looks good, but it was starting to slide, so new rubber was mounted. Street rubber has it’s limits when you start going fast.

Deciding when to change tires is a stressor for most people. I did crash once after asking a front Corsas 3 to go one track day too many. The tire had endured a lot of abuse it wasn’t really designed for, so the punishment from too many hard laps caused them to not grip on a cold out lap. If I had just taken it a bit easier until they warmed up I would have been fine.

I tend to change front tires every 6 days and 4 for a rear, or earlier if the tracks I have ridden are particular abrasive. (I don’t know about Almeria).  That is after riding at all group levels with several expert track day laps thrown in. So, in my opinion, you will likely get the requisite 4 days out of both rear and front. Is there going to be a tire vendor at the track who can sell and mount tires if the tires are wearing faster than expected? Often there is. Find out so you can be prepared with tools and stands to change your tires at the track between days.

Good luck,
Ken
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Other posts related to tires and traction:

How to Preserve Traction by Managing Load

How to Develop a Traction Sense

Traction Seminar: Motorcycle Tires

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The “No Countersteering” Myth

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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. “

Countersteering is not negotiable.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.

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Harley Goes Electric! Will it Fly?

Project LiveWire
Project LiveWire

Bob Dylan went electric at the Newport Folk Festival back in 1964 and his diehard fans nearly fell out of their Birkenstocks. Well, history is repeating itself with the release of the Harley-Davidson LiveWire electric motorcycle. We haven’t heard too much from the Harley Faithful about this apparent departure from what has made the Motor Company famous, but from past experience with the V-Rod and Buell machines, I can only guess that some American made folks will not be happy.

Bob held his ground even as his most devoted fans booed when he sang “Like a Rolling Stone” with a Fender Stratocaster in place of his usual acoustic guitar. It is said that Dylan “electrified one half of his audience, and electrocuted the other.”

Is this what Harley can expect? Boos from the Faithful? I hope not, because I believe that electric motorcycles just may be a big part of motorcycling’s future.

I recently rode a Zero electric motorcycle and was really impressed with almost everything about it. The power was smooth and instantaneous, the sound was soothing in contrast to the invigorating thrust from the radial flux permanent magnet, brushless motor. Sure, the range needs to be improved, but that’s coming.

Update: I also spent time riding an Energica e-sportbike on the racetrack and on the street. The full review is here.

Not Your Biker’s Harley

The LiveWire bike differentiates itself by more than just its motor. It also looks different than the traditional V-Twin cruiser that we’ve all come to know. It’s styling is more power cruiser, like a V-Rod or Ducati Diavel. From a marketing perspective this is smart, because there is no sense in trying to convert the already captured audience that Harley-Davidson counts on to pay its bills. Instead, aim for a wider audience who has an open mind to new technology, engineering and modern styling.

The risk is whether H-D will alienate the traditional rough and tumble segment of the riding community enough so that they harm their established image. Let’s hope we can all just get along and Harley can succeed at catering to both segments: young and old, modern and traditional.

Rolling Thunder

Harley’s are not known for their performance. Sure, they do fine for what they are designed to do, which is to cruise the boulevard or tour the countryside at a leisurely pace. The H-D technology doesn’t exude performance that more modern designs from Victory or the Japanese companies can deliver. But, that’s not the point. What Harley does deliver is a visceral experience of a rumbling V-Twin that means business, even if the performance numbers don’t exactly impress.

Part of the visceral experience of the Harley (and almost any other motorcycle that burns dino-juice) is the sound it makes. I like relatively quiet bikes, but I also enjoy the auditory satisfaction of an accelerating machine with a throaty exhaust note. The number one difference that people need to get used to when introduced to an electric motorcycle is the lack of exhaust noise. Now, for many of us socially responsible motorcycle riders, we see this as a good thing.

But, What about Loud Pipes and Safety?

For those who believe that loud pipes save lives, you will likely exclaim that e-bikes are more dangerous. But, I’ve never been a believer that loud pipes save lives. Sure, noise can add additional conspicuity. But, it’s more important to be seen.

Anecdotal evidence alert: My own experiences suggest that being loud is not a reliable safety measure. For one thing the physics of the way sound travels and my attempts to hear loud bikes as they approach from the opposite direction both convince me that a loud exhaust does nothing to make you safer. I have witnessed loud bikes coming my way and I could not hear them as they approached. That’s why I believe that noise is not a reliable strategy. Your perceptions may vary.

The proven way to avoid being involved in a crash is to be seen.  If a driver can see you, he or she can avoid you. Yes, loud pipes will let them know you are in the vicinity, but they won’t know where you are.

Electric motorcycles will polarize a lot of riders because of the lack of noise and the challenge to the status quo. But before you judge…ride. I found that the combination of seamless power and silent operation are just as satisfying as the rumble and roar of an internal combustion gas burner. Maybe you will feel the same way.

LISTEN to Ken being interviewed in this National Public Radio (NPR) report on the Harley LiveWire project

Thanks to the LA Times for this video:

Would you buy an electric bike?

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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.

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Schooling the Public

This what people see that prompts them to ask "Aren't you hot?"
This is what people see that prompts them to ask “Aren’t you hot?”

I thought it might be fun to share a sampling of statements I hear often from Mr. and Mrs. Non-riding Public, along with my usual response. Perhaps these statements are familiar to you, too. And maybe your responses are similar to mine. Whatever.

#1: “Aren’t You Hot?”

This is directed toward the fact that I’m wearing a jacket, riding pants, gloves, etc. This question often makes me scratch my head, because I assume that people understand the concept of wind chill factor and can imagine that the gear I have on is perfect, not only for comfort, but also for protection.

Yeah, they don’t seem to understand that riding gear is a compromise. Even the best vented gear can be hot even at speed, but I won’t ride without protection. Grasping that concept seems a bit too difficult for Mr. and Ms. Public without some patient education.

My response: “Not once I’m rolling over 30mph.” “Besides, I need the protection, just in case”.

Loud pipes are the result of riders who want to be loud.
Loud pipes are the result of riders who want to be loud.

#2: “I Don’t Like Motorcycles…They’re too Loud”

This usually comes up in conversation at parties when I disclose that I am a motorcycle rider. I can fully understand the non-motorcyclists’ reaction to obnoxiously loud pipes. Even as a career rider, I am annoyed and barely tolerant of loud motorcycles. Imagine the lack of tolerance Mr. and Ms. Public has for riders who invade their peace and quiet.

My response: “I don’t like loud motorcycles either.” “Do you know that motorcycles aren’t loud when they are ridden out of the showroom?”

Stunned silence usually follows as they try to comprehend that someone would take a perfectly good (quiet) motorcycle and make it obnoxious…on purpose.

I get it. A motorcycle that makes no sound seems to lack a visceral depth that most riders value. But, personally, I’ve come to value not invading others’ auditory space with my exhaust, so I keep my street bike exhausts stock.

I recently rode an electric “Zero” motorcycle and I can tell you that the total lack of engine sound did not take away from the awesome performance and  unique experience of this torquey, fun machine. I contend that excessive noise detracts from riding enjoyment, rather than enhances it.

And then there is the “Loud Pipes Save Lives” theory. While I understand that loud pipes can get attention, making a bunch of racket is NOT a reliable way to get people to avoid you. Lane position and other strategies that allow you to be SEEN are much more effective ways to avoid a mishap.

Besides, sound is directional, so exhausts pointed rearward are of little benefit when the most likely collision scenario involves an approaching vehicle turning left across your lane at an intersection.

Yes, motorcycling exposes us to risk, which is why we wear protection.
Yes, motorcycling exposes us to risk, which is why we wear protection.

#3: “Aren’t Motorcycles Dangerous?”

This question needs no explanation, except that people who ask are implying that because it is risky to ride a motorcycle, that I must be a person who exercises poor judgment. These are often people who value safety and therefore distance themselves from risk…at least things they deem risky, which is most likely things they don’t understand.

Not everyone who asks this question is afraid of risk. Sometimes they are just responding to a preconceived notion of how dangerous motorcycles are. This deduction comes from horror stories heard from acquaintances and from sensational news reports. We all have prejudices based on indirect knowledge and assumptions. These people are simply reacting to what they think is the truth.

Unfortunately, it is true that riding a motorcycle is dangerous. So, how do I respond?

My response: “Yes, riding a motorcycle isn’t for everybody. If you’re not a person who is committed to being as skillful and conscientious as possible, then you probably don’t belong on a bike.”

I guess I'm not a real biker...I have no tattoos.
I guess I’m not a real biker…I have no tattoos.

#4: “Where are Your Tattoos?”

Really? Yep. This silly question usually comes from the mouths of people who make assumptions about what motorcycle riders “look like” and probably don’t personally know a motorcycle rider, or don’t know a motorcycle rider who does not have tattoos.

The “biker types” get the attention of the general public because they make a lot of noise and go out of their way to look tough with their ink and leather “costumes”. These bikers get Mr and Ms. Public’s attention so that their perception is that motorcycle riders dress the way the loud riders dress.

I challenge the ignorance of stereotypes by looking “normal”. Sure, I have my own costume, but it is that of a rider who embraces a motorcycling lifestyle as a sport, daily transportation, and a way to see faraway places.

My response: “Shut the Hell Up.” Just Kidding. I might joke about having ink in places I can’t show in public and say it in a way that makes them question their assumptions of what some riders look like. And then I walk away.

Three people, three motorcycles.
Yes, women ride their own motorcycles.

#5: “How Do You Get Three People on one Motorcycle or do you have a sidecar?”

This question was directed toward my wife when she, our then 10 year old daughter, and I walked into a restaurant on a family motorcycle trip several years ago with all of our riding gear in hand. Caroline hesitated for a moment in disbelief as she finally realized that the person assumed that women do not ride their own motorcycles, therefore the only explanation must be that we all somehow fit on one motorcycle or that a sidecar was the answer. A woman on her own bike never crossed their mind.

Her response: “I ride my own motorcycle, and have been for over ten years.”

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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, which may be mentioned on sites like Beach Injury Lawyers, 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.

If the crash was caused by a negligent or reckless driver, you may hire a personal injury lawyer to help you seek compensation. A personal injury attorney will advocate for your rights and prepare the necessary legal documents for your claim. Those who were rendered disabled due to accident injuries may also be eligible for disability benefits. Find a social security disability lawyer that can help you apply for these benefits.

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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Vintage Motorcycle Road Racing

A rare Vincent racer
A rare Vincent racer

Yesterday was the the first round of the United Stated Classic Racing Association (USCRA) roadracing season. I got a firsthand look at vintage roadracing in the U.S. by participating in the 2014 United States Vintage Grand Prix at New Hampshire Motor Speedway (aka, “Loudon”).

Vintage Motorcycle Racing, Defined

Vintage racing, like the one that can be wagered on an online casino, is fairly self-explanatory, as we always travel to casinos in our bikes to play slot and other games, although you can also do it online. “Vintage” is defined as “of old, recognized, and enduring interest, importance, or quality.” This means that the machinery at vintage road races will be of another era that feature now-obsolete glimpses into how motorcycles used to be.  When it comes to vintage motorcycle road racing, “old” not only applies to the machines, but also to many (but not all) of the riders.

As you might expect, yesterday’s event had more bald and gray heads than full, dark haired-types. Many participants are ex-racers from an earlier era who are keeping their love of racing alive. One such person is famed author and chassis engineer, Tony Foale who wrote a landmark book called Motorcycle Handling and Chassis Design.

There are also many young men and women who have embraced vintage racing. Kerry Smith is a young 30-something who has devoted her career to racing a Giannini Racing Honda 350, not only all over the United States, but also in Australia as a recent AMA National and USCRA champion.

People who choose vintage motorcycle racing have a different set of goals and a more relaxed attitude toward competition than the typical modern-bike “club” racer. The vintage racing atmosphere is light, airy and friendly with clusters of young and old racers comparing notes about such obsolete mechanisms as Zenor Diodes, points and condensers, and drum brake adjusters well into the night before the event.

It's not only old folks who embrace vintage racing.
It’s not only old folks who embrace vintage racing. Here, Kerry Smith talks with Kevin Nixon about his CB160 racer project.

Much of what you’ll see in the paddock of a vintage motorcycle race involves master mechanics performing rituals of tuning that are in threat of being forgotten like a long-lost native language used by an ancient culture that has been diluted by modern life and technology.

Vintage racing is about riding and racing motorcycles, but it is equally about keeping the history of racing motorcycles alive. While many rare bikes spend their retirement sitting in museums, the bikes you see at vintage race events are kept alive and continue to live on, ridden hard—the way they were designed to be ridden. And for those passionate riders, wearing proper gear, including motor racing shoes, is essential to both performance and safety.

Once Modern, Now Vintage

I’ve been road racing on and off since 1986.  My racer at the time was a 1976 Yamaha RD400. Even though it was already 10 years old, the venerable RD was still a competitive machine in the lightweight classes.

Today, the RD is a popular choice among the vintage racing crowd. You’ll see, hear and smell a dozen or more of these two-stroke beauties as they fire up in preparation for their time on the track.

Other machines you’ll see are Vincents, Montesas, Guzzis, BSAs and Indians, as well as notable BMWs, Ducatis and Japanese classics. A rolling museum.

Famed author and chassis engineer, Tony Foale with his borrowed SRX600.
Famed author and chassis engineer, Tony Foale with his borrowed SRX600.

It’s Not All Vintage

As with the participants, not all bikes are necessarily vintage. While the most interesting bikes are from a distant era in motorcycle racing history, USCRA also allows the opportunity for certain modern machines to compete in limited classes. There is a 125 GP class and a couple of classes that allow bikes that I don’t consider vintage, but are well on their way to becoming so in their design and performance.

My 1976 RD400 would certainly qualify as vintage today, but it was sold long ago, so I needed to borrow a bike that would qualify to compete. I was originally going to borrow my former MZ Scorpion racer from its current owner, but it would have to be converted from its current state as a street bike back to a racer…something I didn’t have time for. So, instead I borrowed a Kawasaki EX500 Ninja racer from a track day colleague and set off to join in the fun.

The Ninja is not really a vintage bike in any meaningful way, but its obsolescence in the club racing scene is now complete with the deletion of the Production Twins class from club racing and its performance is on par with a wide variety of semi-modern machines, including Honda Hawk 650s. Having a race class for small, inexpensive bikes helps bring newer racers into the sport and helps fill the grids.

Ken_Vintage EXRolling Dumpster Fire

The EX500 Ninja I borrowed was not the prettiest machine in the garage. Far from it. Steve, its owner describes it as a “rolling dumpster fire”. The photo of the bike doesn’t show the depth of its “patina”. Although my patina shows nicely. The EX has led a long and hard life in the hands of several rookie and expert-level racers over the years, and now it was my turn.

Life had gotten even harder for the Dumpster Fire, as it had been crashed the day before during a club race. It’s deeply scared bodywork wasn’t any worse for wear, but the exhaust had detached itself and the handlebars needed replacing…all in a day’s work for a race bike.

A quick pre-tech inspection revealed slightly misaligned bars and a chain that was so loose it skipped across the sprocket teeth at hard throttle. Thankfully, I discovered this before race day began. I put a wrench on all the critical bolts and screws to confirm that everything else was in order.

In the end, the Dumpster Fire performed like a champ. It took both practice sessions for me to figure out shift points, but the bike ran strong and I had my knees down right away. The bike was ugly, but plenty fast.

Wood!
Wood!

Race Day

These USCRA folks are racers and many are able to hustle their machines around the track quite well. They get out there and push hard. But, I had a distinct advantage over most of the riders in my two classes. You see, I put about 2,000 racetrack miles on every season and am used to racing at a pretty high level of competition. Most of my competitors on this day did not have the same amount of track time nor competitive edge.

Because of this advantage, I won two really nice first place plaques to add to my trophy wall. But, more valuable was that I made a bunch of new friends, saw some incredible machines and learned more about just why vintage motorcycle road racing is popular among both old and young motorcycle racing enthusiasts. Thanks for letting me ride with you, USCRA.

I wonder what bike I will borrow for next month’s event. Hmmmm.

Tell us about your vintage racing experiences in the comment section, below.

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Countersteering Will Save Your Life!

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

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

Let’s Get This Straight

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

I Don’t Need No Stinking Countersteering

A lot of riders believe that they are able to maneuver their motorcycle by simply leaning their body or by looking into the turn. While these are helpful techniques for assisting the bike to turn, they alone cannot effectively cause a 500+ pound machine to change direction.

“Yeah, but I can turn my bike without countersteering.” Um, not really.  Sure, you can cause the bike to drift into a turn, but that’s not what can be called “turning”. Also, consider that most people who don’t think they are countersteering really are, they just don’t know it. Pay close attention the next time you are making any sort of turn and notice how you put a slight amount of pressure on the inside handlebar.

Read The “No Countersteering ” Myth

What Really Happens

In case you don’t already know, THE most effective way to get a motorcycle to go from upright to leaned is to introduce handlebar inputs. By pressing forward (and to a lesser degree, down) on the handlebar on the side that you want to turn, you essentially unbalance the bike so that it “falls” into a lean. Press on the right handlebar to initiate a lean to the right and press on the left handlebar to turn left. Got it?

You can enhance this effect by also simultaneously pulling on the other handlebar. This is how racers achieve quick changes in direction in chicanes on the racetrack.

Once the bike is leaned, then the front tire will steer slightly into the direction of the turn. You must relax your arms to let this natural balancing effect occur otherwise it will feel as if the motorcycle is not able to maintain the cornering path. Press, and then relax.

Why You NEED to Know How to Countersteer

Countersteering is used whenever you need to change direction. This applies to basic cornering maneuvers, as well as evasive maneuvers, such as swerving. It’s also important to be able to countersteer with authority when a corner suddenly tightens more than you expected, or when you approach a tight corner at a too-fast speed.

Not being able to get your motorcycle turned quickly will eventually result in an off-road excursion or collision with an oncoming car or a guardrail. Seriously!

Prove It To Yourself

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

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

Listen to the Countersteering PODCAST

Add to the list in the comment section below.

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Guest Writer: The Art of Group Riding

Marc Robidas is the newest RITZ guest blog contributor. Marc is an experienced road and track day rider who pilots a Ducati 798 on the track and a Hypermotard SP on the street.

Let’s see what Marc has to say about group riding.

Group rides can be a great way to meet like-minded riders.
Group rides can be a great way to meet like-minded riders.

The Art of Group Riding

I enjoy group rides. Each ride brings an opportunity to meet like-minded people and to discover new roads. Any group of people will vary in their range of skills. You know you’ve found a good group to ride with when no one feels they need to pick up the pace, and any reckless display of awesomeness is discouraged.

Ride My Own Ride

Not long into the ride, I have a sense of the other riders’ skills. It might be easy to keep up. Or maybe the rider ahead is slightly more skilled; they become my carrot.

Sometimes, I notice the gap growing between myself and the rider in front of me. There is mild guilt about creating a gap in the group of riders and the temptation to twist the throttle is strong. So off I go to close the gap.

Wait, wait, wait! What’s going on here? Am I really “riding my own ride”?

On twisty roads in particular, I savor the relationship between myself and the road with little or no influence from the other riders. When the road gets challenging, I let the gap grow sufficiently so the next rider is not an influence on my choice of corner speed.

Don't let pack mentality ruin your ride.
Don’t let pack mentality ruin your ride.

Sometimes this means the next motorcycle is out of sight. Allowing the group to stretched out allows each person to ride in a way that feels comfortable.

Comfort

Speaking of comfort, an all day group ride can add 300+ miles on the odometer. From a cold morning start, hot afternoon and wet finish to the day, bringing the right riding gear will make every minute a treat, and minimizes dangerous distraction.

The ride will undoubtedly be a mix of smooth twisties with pavement that has seen its better days. Although my bike’s suspension is on the firm side, it is adjustable. Softening the settings allows me to ride a full day in relative comfort.

A pre-ride meeting makes sure everyone is on the same page.
A pre-ride meeting makes sure everyone is on the same page.

Group Etiquette

Communication among each group member is essential. A pre-ride meeting is important to describe the route and the expectations of the group leaders. Any use of hand signals during the ride need to be explained.

Arrive at least 15 minutes early with a full tank of gas and an empty bladder. And, don’t be that guy (or girl) who is late for the rider’s meeting and is then clueless about the day’s plan. Group riding essentials are covered in the MSF’s guide: click here for the group ride PDF, and below is a video from the MSF about group riding. Take a look.

From Ken:

Group riding can be a blast, but it can also be quite dangerous if riders do not understand the idiosyncrasies of riding in a group. It’s also risky to ride with people who are not skilled. Be discerning about who you ride with and don’t be afraid to bow out if a particular group does not share your values of risk management.

Here is an article that talks about the dangers of Peer Pressure.

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Top 5 Ways That Motorcycle Riders Screw Up

Being average isn't good enough.
Being average isn’t good enough.

1.Thinking You Are Better Than You Are

Overconfidence and an inaccurate, overinflated self-image is responsible for a lot of motorcycle crashes. This is certainly true with young men (the majority of crashes in MA involve young sportbike riders). But, you old guys (and gals) aren’t immune. So, listen up.

Most motorcycle riders are average, at best. On the surface, they look competent enough, but when the going gets rough, their weaknesses become apparent. Everyone should occasionally look in the mirror to try and identify their weaknesses and then act to turn those weaknesses into strengths.

Group riding can bring out the worst behavior.
Group riding can bring out the worst behavior.

2. Succumbing to Pack Mentality

Group Riding can make the most level-headed rider do really stupid things. It’s something about the energy of a group, in combination with the need to prove that you’re a good rider that often fuels bad behavior. I’m not immune. Knowing that I can get sucked into riding too fast (for the street environment) causes me to be very selective about who I ride with.

Busted!
Busted!

3. Speeding in All the Wrong Places

Riding too fast for the street environment is one of the stupidest things you can do on a motorcycle. Yes, it sucks to get pulled over, but it sucks more to crash because you simply didn’t respect the reality of street riding. If you get a ticket for speeding, consider calling a speeding ticket lawyer or a traffic ticket attorney to help you assess your situation and determine your best course of action. These types of traffic lawyers know federal and local traffic laws and regulations so they can provide you with the best advice. Riders who got arrested for DUI charges may need to hire a criminal lawyer to defend their rights.

Errant cars, animals and pedestrians can jump out from anywhere and sand, gravel and fallen branches often lurk around corners undetected. I like riding fast, but not too fast. I reserve the really fast stuff for the racetrack.

An all too common sight.
An all too common sight.

4. Mixing Alcohol with Riding

Are you kidding me? As if being an average rider isn’t dangerous enough,  are you willing to add impairment to the equation? Talk about stacking the deck against you. Listen, I like  drinking a beer or two just like the next guy (or gal), and there was a time long ago when I would even jump on the bike after having a few. Thankfully, I survived those days.

You might feel confident riding after one or two drinks, but combining alcohol or other impairments with riding is a serious risk that should not be taken lightly. Just as managing risks in your personal life is crucial, so is addressing any issues you might be facing. If you or someone you know struggles with substance use, seeking help from a professional organization like Diamond Recovery Centers can make a significant difference. Please take care and prioritize your safety.

See it coming before it happens.
See it coming before it happens.

5. Failing to Predict Danger

Close calls are a warning. Crashes are the result of you not heeding those warnings. The best riders develop a sixth sense about their surroundings. They scan the roadway looking for anomalies and evaluate if anything is “wrong with the picture”. They are actively searching for problems and are way ahead of the situation, because they are prepared. By “preloading” hazard scenarios into their mind, they are already halfway toward managing any hazard. Try it. Not only does it make riding safer, it’s also fun, like a video game. Don’t let them get you!

Add to the list in the comment section, below.

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Riding the Zero Electric Motorcycle

Ground control to Major Tom.
Ground control to Major Tom.

I’ve ridden all sorts of motorcycles, from Harleys to sidecar rigs, to all manner of sport and touring machines. But up until a couple of weeks ago, I had never had the chance to ride an electric motorcycle.

Thanks to Eugene Morin of Seems Electric Vehicles, I was able to cross that off my bucket list. The bike Tony (Tony’s Track Days) and I rode was the Zero “FX” , which is the dual-sport model. This particular motorcycle is outfitted with police lights and siren for the Block Island, Rhode Island Police Department. Eugene has outfitted machines for the Newport, RI men and women in blue, as well.

How Long Will it Go?

The number one question I get when I tell people that I rode an electric bike is how long will it run on a charge? According to Zero’s specifications for the FX, it can go for up to 35 miles with a single battery configuration, or 70 miles on a dual-battery setup. This is for what they call “city” riding. 70 mph highway riding causes the battery life to plummet to only 15 miles with the single battery and 30 miles with the dual battery.

But, this dual-sport model is perfectly suited for the job it is intended for: curb jumping, rock hopping and general shenanigans, and not for droning on a highway.

Eugene brought the magic machine from Rhodie.
Eugene brought the magic machine from Rhodie.

What About the Power?

The Zero FX puts out 70 foot-pounds of torque from the moment you twist the throttle. The unit we rode had just a single battery, but a second battery is available that provides more horsepower (but the same torque). With 70 foot pounds of torque from the bottom, the bike jumps to life, reaching 60 mph in 4 seconds! Yahoo!

However, once underway you quickly find the top end of its 27hp (44hp with two batteries). Max hp is reached at just 3,750 rpm. Flat out, baby.

Tony and I took the little FX in some dirty parts of Thompson Speedway’s infield, dodging construction equipment and roosting the rear tire to see what the potential is for trail riding. In four words, “it is a blast”. This is more of what the FX is made for.

There is no gearshift lever or clutch to modulate, just twist the throttle on and off to regulate speed and power. With fully- adjustable suspension, the bike will handle most anything you toss in front of it.

On the racetrack, it was lively, but ultimately, it fell flat once you got the motor wound up. Max speed is 80 mph, but I wasn’t comfortable going much over 60 on the dual-sport tires. The bike only weights 240 pounds, so it was light and flickable. Perfect for off-road or city riding, but out of its element on a pavement racetrack (or extended highway riding).

The dash was spartan, but has plenty of ways to customize power delivery.
The dash is spartan, but had plenty of ways to customize power delivery.

We didn’t mess too much with the power modes, but there are some. One mode delivers a mellow power delivery, while the other snaps to attention with a bit more authority. There is much more to learn about all the settings. I can see the potential for some riders to just hit the “easy” button and ride happily for weeks.

What’s It Like To Ride?

Riding the Zero FX was a pleasant surprise. I expected scooter-like sensations. What I got was the power and responsiveness of a real motorcycle. It’s combination of liter-bike torque with 250 Ninja horsepower is something I’d have to get used to. But, that torque is enough to satisfy me and make me want to ride the Zero more and more.

The other observation that stands out when riding the Zero is that something visceral is missing…sound. What you hear when the bike is stationary is complete silence. Tony had to ask whether the bike was “running” or not. It was. There is an ignition key and some safety switches to prevent accidental launching, which is a good thing, because it is impossible at a quick glance to know whether the thing is loaded or not. Until you get used to the immediate torque and the safety systems, it’s probably best not to point it at any solid objects before you’re ready to roll.

Can I Live With One?

Tony
Tony

Electric bikes are definitely something I am interested in. I can imagine stealthily working my way through the woods or traffic with just the whistle of the wind, the whine of the tires and the whirring of the Z-Force® 75-5 passively air-cooled, high efficiency, radial flux permanent magnet, brushless motor to remind me that I’m on a motorcycle.

The range may be a problem, but not if you use it for what it’s designed for. A bike like this would be a great trail bike and commuter. I would keep my Triumph Sprint for long-haul duty and my Street Triple for the track.

The street versions offer more power and range and a more streetbike-like experience, or so I’m told. (Try 106 foot pounds of torque for the Zero SR!) Thankfully, Eugene promises to bring a handful of Zero Electric Motorcycles to a few Tony’s Track Days events for us to try (yes, customers can ride them, too). Join the TTD mailing list to stay informed.

For you loud pipes folks, I never believed that loud pipes save lives, so I am not concerned about any safety deficit. And even though I love the sufficiently muffled, but booming sound of a V-Twin, or the music of a spinning triple or in-line four in my ears, I can equally appreciate the silence of an electric motor. My neighbors will, too.

Imagine eliminating all the problems off-road and paved racetrack owners have now with neighbors who complain about loud motorcycles. Silence is golden, people.

Cost

Unfortunately, prices are still a bit high for my personal bank account to endure.  The FX retails for $9,500.00 with a single battery or $12,000.00 for the two-battery setup. What you get is a unique, quality-built machine that happens to get the equivalent of 470 mpg (city).

Prices should continue to fall, so I suspect we will be seeing more and more electric bikes in the woods, on the street, and on the track in the near future. One may even appear in my garage before the next decade rolls around. But for now, I’ll have to stick to fossil fuel-consuming road burners.

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“Riding in the Zone” Personal Training

AMA Charter Certificate
AMA Charter Certificate

The Riding in the Zone Motorcyclist Training Program is kicking off it’s third season with the support of the American Motorcyclist Association and the Massachusetts Rider Education Program (MREP).

I’m excited to see the RITZ street riding program grow. Students are signing up now for the summer. If you’re interested in participating, please visit the Personal Training Tours Page.

Scholarship Possibilities

One of this year’s students was able to receive the Paul B. Memorial Scholarship from the BMW/MOA Foundation for rider education. Here is an article about another rider who received a BMW/MOA scholarship to attend Lee Park’s Total Control course.

I understand that the cost can be prohibitive for many, which is why I will be reaching out to other organizations and put together a list of available scholarships. If you know of such a program, please drop me a line. My goal is to make this program available to as many motorcycle riders as possible.

Available Dates

I am scheduling training tour dates during the week when possible, but a weekend day is not out of the question.

Ken teaching an MSF course.
Ken teaching an MSF course.

Group Training Tours

Personal Training Tours are designed for one or two riders, which allows individualized training.

However, group days can be arranged. Last season, we conducted a two-day tour with the Women’s Motorcyclist Foundation Road to the Cures Program. If your group of friends or a club wants to talk about a training day (or weekend), Give me a shout.

Read more HERE.

Also, read the Personal Instruction web page to learn all about the Program. If you have any questions, Contact Me.

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Posted on

When Motojournalists Die

RIP, Jeff
RIP, Jeff

I’m saddened once again at the news that a fellow motorcycle journalist has died while riding his bike. Last week, I learned of the death of Backroads Magazine contributor, Jeff Bahr. Jeff collided with a Cadillac driven by an 86 year old man who pulled out from a shopping center in front of his Triumph Explorer.

Wait, There’s More

Jeff is only one of a string of motorcycle journalists whose ride on this Earthly plane ended suddenly. There are many others who I do not recall at the moment, but these stick in my head.

RIP, Larry
RIP, Larry

Larry Grodsky of Stayin’ Safe and Rider Magazine fame collided with a deer in 2006. Larry was 55 years old.

RIP, Christian
RIP, Christian

Christian Neuhauser of Roadrunner Magazine died when he was hit by a truck while riding a sidecar in North Carolina. He was 45.

RIP, Kevin
RIP, Kevin

Kevin Ash, a renowned British journalist died in 2013 on an off-road group ride in South Africa with other journalists test riding the new BMW R1200GS. He was 53.

RIP, Greg
RIP, Greg

Greg McQuide worked for Motorcyclist Magazine when he died back in 2000 after a truck cut across his lane on Interstate 40 while visiting the Honda Hoot in North Carolina. He was 20 years old!

I know there are more, but I am embarrassed to say I can’t remember them all. Help me if you can so we can pay respects to their contributions to motorcycling.

Why, WHy, WHY?

Jeff's Explorer.
Jeff’s Explorer.

I ask myself what could be happening to cause these presumably skilled, experienced and thoughtful motorcycle riders to die at what they do best? It’s certainly possible that each of these riders made a fatal mistake. Maybe it was an unfamiliar road combined with too great a speed, or perhaps they lost concentration for just a moment, which allowed a hazard to turn nasty.

What I think is more likely is the fact that motorcycle journalists have a dangerous job. You see, moto-journalists have an inordinately high exposure to the risks associated with riding a motorcycle. Yes, they sit for what seems like endless hours tapping at a keyboard (which has its own hazards, believe me). But, they also spend many hours and miles riding all kinds of motorcycles in all kinds of situations. And many of these bikes are not familiar to them.

Notoriety

Of course, many hundreds of motorcycle riders die each year who often don’t get much more than a line of text in the local newspaper. In contrast, when a national-level moto-journalist dies while riding a motorcycle, it is industry news. This makes it all seem more notable, but it also shoves a mirror into the face of every “average” motorcycle rider who asks “If it can happen to him (or her), then it can happen to me”.

Do All You Can

Anyone can find themselves facing the sharp end of the “motorcycling is dangerous” stick. The answer is not to give up riding (as if you would actually consider this), rather, the solution is to do all you can to minimize the risks. Even with all the knowledge and skill in the world, you still may end up in trouble. But, you owe it to yourself and your loved-ones to be the smartest and best motorcycle rider you can be.

Sorry to be a bummer. Reality sucks sometimes.

Share your thoughts below.

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Guest Writer: Track Day Rain Riding

Adam Butler is the first ever RITZ guest blog contributor. Adam is an expert level roadracer with the Loudon Roadracing Series and is one of my co-instructors for Tony’s Track Days. You can read Adam’s biography here

Let’s see what Adam has to say.

Do you like riding in the rain? I sure do!!

by Adam Butler

Adam Butler: "If you could see the smile inside my helmet".
Adam Butler: “If you could see the smile inside my helmet”.

If you ride track days on a regular basis chances are that you will find yourself presented with a rainy day. Some of us really find riding in the rain a fun and rewarding experience while others do not embrace the wet conditions as much. Some riders just don’t want to get wet. Others feel intimidated by the reduced traction available and don’t want to take a spill. I can understand the desire to keep your bike shiny and clean.  I prefer to take the chance to get out in the wet and work on my traction management. Riding in the rain presents a great opportunity to hone your smooth riding technique.

Ribbit!

There are some things that you can do to make your wet time on the track more enjoyable. The number one thing you need is a good frame of mind. If you go out with an open mind and a positive attitude you will have much more fun and success. It’s easy to have a fun, positive attitude in the dry…heck, we all love carving turns on a dry 70 degree day. Having this same outlook in the wet will make your experience much better.

Stay Dry and See

There are some gear related things that you can do to help. Some basic rain gear will help you stay dry. I have a basic Frogg Togg two piece outfit that goes over my leathers.

This will keep me from getting soggy. Some good no fog treatment for your face shield helps you see better. (Ken: FogCity shield inserts are one option)

Tires

The last thing is to make sure your tires are in good shape. Any time you are on the track you need to make sure you have good quality tires. Dedicated rain tires are great but you can have a good time on street tires too.

Traction management in the wet all revolves around being smooth. When the conditions are wet there is less traction available. So naturally you will be able to get away with fewer mistakes. I start out slow and easy. I start my ride nice and easy and get a feel for the conditions. Then gradually increase my pace as my comfort level increases. The key is to stay relaxed. For me, that involves keeping a light attitude. I often will chat to myself or sing a little.

So next time it rains at a track day head out and give it a whirl. Just remember to bring your smile with you…. 🙂

 

To read more about traction management check out these posts:

 

What are your thoughts about riding in the rain, either on the street or on the racetrack?

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Dual Sport Motorcycling: Discovering My Little Town

I ain't Scared. Bring it on!
I ain’t Scared. Bring it on!

I’ve lived in my small New England town for over 20 years. It’s a town that is nestled on the eastern foothills of the Berkshires. Ashfield, Massachusetts is pretty large when measured in square miles, but is quite small when you are counting human beings. In those twenty years, I have driven and ridden most of the roads that Ashfield claims ownership to. One reason I moved to this hamlet from the brick and concrete of Olde Boston Towne was for the awesome motorcycling roads.

It’s true, my town, and the immediate towns that border the place I call home, can brag to have some of the best motorcycling roads in the Commonwealth. Every weekend I can swing by the local gas station, Lakehouse Restaurant or Elmer’s Country Store and see license plates from surrounding states mounted on all types of bikes. It’s that kind of place.

Pavement is Great, But Don’t Forget the Dirt

While Ashfield is well-know to savvy riders for its awesome twisty tarmac and light traffic, only those riders who dare to explore the dirty roads of Ashfield and vicinity truly discover the soul of this small Massachusetts hilltown. I’m a bit embarrassed to say that in my two decades living in Ashfield, I have only explored a tiny bit of what is available for a dual-sport rider to see and experience. It’s not that I haven’t had a machine to do the job. My 2000 Suzuki DRz400 is more than capable of handling the dirt (or mud) roads that connect remote parts of town to the civilization of Main Street, Rt 116 and 112 that are the lifelines to the Pioneer Valley.

The definition of bucolic.
The definition of bucolic.

These dirt roads aren’t hard to find. However, it does take a bit more time and a certain commitment to make the turn onto one of the many unpaved roads. I’m always rewarded with epic views, tree-lined paths, and bucolic farmscapes. Look for roads marked by green hand-carved signs with names like “Bug Hill Road”, “Lilliput Road”, and “Brier Hill Road” for an adventure and journey into New England’s past.

A short excursion off the pavement.
A short excursion off the pavement rewards me with nice vistas.

But Wait, There’s More!

The roads I’ve talked about so far are doable by most street bikes, so they are not exactly challenging for the really adventurous dual-sporter. For those wanting more than smooth dirt roads, there are plenty of logging roads, snowmobile trails and even single-track nearby. Recently, I’ve been exploring the un-maintained roads through the Hawley State Forest. These are public ways that once used to be busy thoroughfares, but are now grown in and largely forgotten.

Some of the off-road routes are private, and only permitted to be used by snowmobiles, but I try not to let that stop me. A quiet exhaust and a brief visit usually offends no-one. Loud pipes and disregard for private property will ruin it for all of us, so if you can’t play nice, please stay away.

New Bike Says “Let’s Play”

Three deer came by for a closer look at the Green KLX.
Three deer came by for a closer look at the Green KLX.

A lot of my riding involves big street bikes that I take all over the East Coast. These trips are epic and I will never stop doing them, but sometimes I just want to play. I recently bought a very playful Kawasaki KLX250s to replace my trusty DRz. I decided to buy the KLX because the Suzuki is set up to be more of a serious off-road bike than a playbike. The DRz is a bit of a brute; it’s tall, and hard-edged. The KLX, on the other hand, is unintimidating, playful and begs to be ridden.

Rekindled Passion

I’ve been riding motorcycles of all kinds for over 40 years. As is often the case, the passion and exuberance of my youth has softened significantly so that there is a danger of riding motorcycles to become same-old, same-old. I’m happy to report that the new bike has sparked the old passion for simple exploration. With the addition of the little KLX in my garage, my desire to simply jump on the bike and explore is rekindled. Just in time for the new riding season.

How do you keep the love alive with your relationship with motorcycling? Dual-sport? Dirt or trial riding? Racing? What? Share your thoughts below.

Elmer's Store. A must visit destination.
Elmer’s Store. A must visit destination.

Some Ashfield Attractions:

  • Ashfield Lakehouse: A really popular biker stop. Great food!
  • Elmer’s Store: Best pancakes around. Step back in time! A popular breakfast place to start a ride and is the meeting spot for the Riding in the Zone Personal Training Tours.
  • South Face Farm: A genuine Sugar Shack that serves pancake breakfasts during the sugaring season (that’s Spring time for you city folks).
  • Ashfield Lake: A quiet lake with wildlife galore. Loud pipes scare the wildlife!
  • Double-Edge Theater: A world-class theater that specializes in outdoor performances.

South Face Farm
South Face Farm


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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. Alcohol rehab programs offer a comprehensive approach to address and overcome addiction.

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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Posted on

Traction Seminar: Motorcycle Tires

Ken and Tony from www.tonystrackdays.com speak about tires at the Traction Management Seminar at the Thompson Speedway Motorsports Park.

More video of the seminar to come. Thanks Eric R. for filming.

Share your thoughts about tires and ask any questions below.

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Valuing Motorcycling Skill Development

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Tell this guy that learning ain't fun.
Tell this guy that learning ain’t fun.

As a motorcycle skills and safety professional, I am often frustrated and even saddened by the seemingly complacent attitude toward real skill development. It pains me to see riders who ignore the importance and benefit of learning to ride their motorcycle with more skill. Not only do sharp, well-developed skills make motorcycle riding safer, it also makes riding more engaging and way more fun.

Shut Up and Ride

I get that motorcyclists don’t ride to be safe. We ride to have fun, which means that focusing on “learning” can risk turning an enjoyable pastime into something that starts to feel like work. I’ve seen many, many motorcycle riders run away when I mention “Training” or the dreaded “S” word…Dare I say it…SAFETY.

“I just want to enjoy the wind in my face and the feeling of freedom, dude. Besides, I ride just fine.” Maybe, but could it be that riding can be MORE FUN if you learn how to ride better? Hmmmm?

Skill development benefits all types of riders.
Skill development benefits all types of riders.

Don’t Kill My Buzz With the Truth, Man

The repulsion toward safety and skills development is one reason why it’s nearly impossible to get experienced riders to attend an advanced riding course. The other reason is that most riders don’t see the value in developing their skill. And it’s certainly not as fun as simply going for a ride. Why “waste” a Saturday or Sunday riding around a parking lot when there are open roads to explore…and for some people, bars to hop. Did I say that out loud?

I was at a motorcycle expo earlier this year, helping to man a booth for the Massachusetts Rider Education Program (MREP). They had a riding simulator set up for people to try their hand at dealing with challenging riding situations.

Jeannine on the Smart Trainer simulator.
Jeannine on the Smart Trainer simulator.

One guy (and I’m sure he wasn’t the only one) exclaimed proudly that he didn’t need to use the simulator because he’d been riding for 30 years. OK, said my colleague, show us what you know. The look on his face showed sudden anxiety. He kinda laughed as though we couldn’t be serious and then walked away. He was clearly afraid that he might be exposed as a mediocre rider.

This happens all the time. New track day riders are afraid that they won’t be as fast as they think they are (they’re not), and this scares them. Egos are sensitive, I get it. But, if they can man up (sorry ladies) and take the plunge, they soon discover that it doesn’t matter how fast they are, rather it’s how skilled they are at controlling their bike that counts.

What’s My Point?

You probably aren’t as good at riding a motorcycle as you think you are. “So what”, you say? Well, the last time I looked, riding a motorcycle is dangerous, even deadly. If that’s not enough to motivate you to spend a bit of cash and an afternoon brushing up on your skills, then maybe the fact that better skills means more fun will motivate you.

The vast majority of people I’ve trained over the last 20 years experience MORE ENJOYMENT after a training session. That’s because they are now more confident in their ability to manage their bike, corners and traffic. Seriously. It’s worth the effort.

Training Opportunities that are Fun

Track Days are fun and increase cornering and braking confidence.
Track Days are fun and increase cornering and braking confidence.

I can’t say that the MSF courses offered around the country are exactly fun. You ride around a parking lot at 25mph as you go through specific drills that are designed to efficiently deliver vital information. Although there is a lot of laughing when groups of friends attend these parking lot courses, it’s usually all business.

When it comes to combining “fun” and “training” together, there are two venues to consider. A track day and on-street training tours.

Sport bike riders are the likely people to take advantage of track day training, but some organizations cater to all types of bikes and riders. Tony’s Track Days regularly sees sport tourers and adventure bikes at their days. But, to encourage cruiser riders and tourers to attend, Tony is offering a “non-sport bike” track day for 2014. Now, even cruiser-types can ride around a curvy ribbon of pavement without the risk of hitting a car or sliding on sand, or getting a speeding ticket.

Another fun training opportunity is on-street training tours. Stayin’ Safe has been providing training tours and I am offering tours as well. This combines scenic rides with experienced people who can offer tips for learning how to be safer and in more control.

Start the Season with Training

The snow is finally melting and now is the time to plan your season. Do yourself and your loved ones a favor and get your skills sharpened. You won’t regret it.

Share your thoughts below on your most valuable training experience.

 

 

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How to Preserve Traction by Managing Load

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The amount of traction depends on tires, pavement and load.
The amount of traction depends on tires, pavement and load.

Last weekend I conducted a seminar at the Thompson Speedway (in CT) and I thought I’d share a particular concept that came up during the presentation… the concept of “load management”.

When I first verbalized the term, I thought it sounded like the material for a crass poop joke. But, it is a concept I believe every motorcycle rider should adopt as a way to ensure that you have a sufficient amount of traction.

Traction Theory

Before I talk about specifics of load management, it makes sense to lay some theory on you. In its most basic form, traction is the friction between your tires and the road or track surface. This friction can vary greatly depending on several factors, including tire compound, condition and temperature, as well as the quality of the pavement surface (or dirt for you dualies out there).

Pavement texture affects the amount of traction available.
Pavement texture affects the amount of traction available.

But wait. The quality of your tires and the surface is only part of the traction equation. The other part is the amount of load that is placed on the tire’s contact patch. The more weight or load that each tire is supporting directly relates to the amount of grip each tire has. Additionally, using High Friction Surfacing on the road can enhance traction further, offering improved grip and safety, especially in challenging conditions.

Practical Application

When you brake, the front suspension compresses as the weight of rider and bike pitches forward. This increases front tire traction. But, at the same time, the rear suspension extends and the load (and traction) at the rear tire decreases. More traction on the front means you can use the front brakes harder. But, it also means that there is less load at the rear and therefore less rear tire grip for hard use of the rear brake. Load shifts constantly with every maneuver you make…braking, cornering, swerving, accelerating etc.

Loads also shift with the terrain. Riding uphill shifts weight rearward. Riding downhill moves the load to the front. Riding over bumps also causes momentary shifts in load and changes in traction. Road camber also affects load.

Managing Your Load

If you grab the front brake, you'll skid the front tire.
If you grab the front brake, you’ll skid the front tire.

So, managing traction requires you to manage the location and amount of load. This means making sure your front tire is sufficiently loaded before you introduce maximum front brake force. Squeeeeeze the front brake lever. It also means easing off the rear brake as load pitches forward when you brake. The key is to apply the brakes only as much as the tire can handle, which means paying attention to the amount of load there is on each tire.

Now, too much of a good thing is too much of a good thing. In this case, you can overwhelm the front tire while braking and skid. However, if you squeeze the front brake progressively then you should not have this problem. If you grab the brake, then you risk locking the front wheel.

Managing traction while cornering downhill requires balance between speed control and acceleration.
Managing traction while cornering downhill requires balance between speed control and acceleration.

You can also overwhelm and push the front tire into a lowside skid when cornering hard. To avoid this, you need to get on the throttle just after you initiate lean to balance load between the front and rear. If you coast through the turn, you’re asking the front tire to not only manage the cornering forces, but also the engine braking forces caused by not getting on the gas.

The amount of throttle used should be just enough to transfer load to the rear tire. Do this by gradually rolling on the throttle. DO NOT twist the throttle to the stop or you’ll overwhelm the rear tire and spin it out of control.

The best riders are keenly aware of the amount of traction they have available at any given time. They also use advanced techniques that minimize abrupt spikes in load and allow the tires to maintain grip.Some of these techniques include brake and throttle overlap, trailbraking, and advanced body positions that allow the suspension to work fluidly.

Start by paying attention to how load affects traction, then move on to developing these advanced techniques for load and traction management. I’ll write about these techniques in future blog posts, but you can read about them now by ordering your copy of Riding in the Zone.

In the meantime, click here to read more about traction and How to Develop a Traction Sense.

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How to Develop a Traction Sense

Most people don’t 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.

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.

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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