Basic rider courses give newbies the foundation for safe entry into motorcycling. But, it is not enough.
I encourage all would-be and experienced motorcyclists to take a formal rider training course. Training courses conducted by certified instructors are the best way for newbies to learn to ride and for experienced riders to identify and break bad habits and keep skills sharp.
But, a fundamental question needs to be asked: do current methods of basic rider training meet the mission of reducing fatalities and injuries?
Despite more and more people entering motorcycling through rider training courses, a recent report by the Governors Highway Safety Association states that the fatality rates among motorcycle riders increased in 2012 by 9%. “In the 14 years from 1997 to 2011, motorcyclist fatalities more than doubled, from 2,116 to 4,612, while total traffic fatalities dropped by 23%, from 42,013 to 32,367.”
Part of the reason for this increase can be explained by more people riding motorcycles and an increase in overall miles traveled. This is due to an improved economy, as well as other factors. Even so, the increased numbers of riders and vehicle miles traveled (VMT) does not explain this significant increase in fatalities. If you encounter such a situation in your life, it is advised to take the help of experienced lawyers like Metairie injury attorneys for hire who will help you file an injury claim and help you win the case.
Could continued rider training help riders avoid dying?
Safety experts agree that current rider training courses are not affecting positive change in fatalities and injuries. This isn’t a big secret, representatives from the Motorcycle Safety Foundation (MSF) have said as much at a recent safety conference.
Good for a While
Past studies have shown that formal rider training is effective in reducing crashes for the first several months after a rider gets his or her course completion card. However, the benefits of rider training seem to fade over time so that trained riders are involved in crashes at a similar rate as riders who did not take a safety course.
So, what does that say about the current state of rider training? It says to me that new methods must be imagined and developed to keep riders interested in maintaining and improving their skills. If motorcycle riders could or would continue their skill development past basic skills, then perhaps fatalities would begin to diminish. But, too many riders let their skills get rusty and weak so that they become vulnerable to relatively minor hazards.
Thankfully, a handful of safety experts from around the country are hard at work trying to develop the next generation of approaches to rider training that will hopefully meet the goal of reduced fatalities.
Could peer mentoring be part of the answer to reducing fatalities?
Just “Shut up and Ride”
Unfortunately, a life-long learning model is a tough sell in the United States where motorcycle riders largely want to be left alone to ride the way they wish and not have to be reminded that riding a motorcycle safely requires commitment.
One Possible Answer
So, what’s the answer? In the UK and Europe mandatory rider training is a multi-level process that takes many months and a rather high price tag to receive a full license. Some training professionals believe that a customized version of this UK system may be possible in the U.S. through a mentoring program. New Zealand and the UK both have well-established mentor based programs that are well-attended. Can it happen here?
Would it help to make peer mentors available at both formal events and on informal rides to share strategies to become a better and safer rider? Perhaps if respected riders share control skills and survival strategies, (including the importance of refraining from riding impaired) then maybe continuing ed can take hold in the motorcycling culture. Maybe.
What are your thoughts on how to reduce fatalities? Does a mentoring program make sense to you?
According to the statistics report made by the Orange County personal injury lawyers, it says that the type of injuries sustained by motorcycle riders may not be what you think as it ranges from a scratch to the most fatal one. If you have been injured in an accident caused by negligence, it is advisable to seek the services of a personal injury attorney like car accident lawyer or a motorcycle accident attorneyto help you get the compensation you deserve. We all know that a traumatic bonk on the head is the most likely way to become dead. The brain just cannot handle being bashed around inside your cranium without suffering some bleeding or bruising.
That’s why those who understand the risks of riding a motorcycle wear helmets, and not those skull cap, yamaka, pseudo brain buckets, but a real DOT or ECE (“Economic Commission for Europe), or Snell approved unit; preferably one with really cool colors and graphics (if that’s your thing).
Legs and Feet
Take a look at the pie graph (mmmm, pie, source: CDC). While the head and neck are understandably high on the list of parts we injure. Statistically, it is even more likely that you will have some pretty beat up the legs and feet.
I’ve experienced this first and second hand. I’ve broken a foot from a parking lot tipover (note to self: remove disc lock before flight, dumbass) and tore my ACL (it’s in the knee) from a dirt biking tipover. And Caroline broke her foot falling over in gravel on (or should I say “off”) the racetrack.
This is why I wear armored boots and riding pants with knee armor. I guess most other riders in the U.S. have not heard this fact, because very few I see wear more than sneakers and jeans with the occasional person of questionable intelligence wearing flip-flops and shorts.
Really?
Leg Protection
As a person who promotes track days, I often get questions about what riding gear is acceptable when riding on the track. Most serious riders have riding jackets that are decent enough to pass tech at some track days, like Tony’s Track Days. So, that usually isn’t a problem. But, invariably when I ask about what riding pants they have, they look puzzled and say “None. I ride in jeans”. Oops.
I get it. I didn’t begin wearing riding pants until after I had been riding for about 15 years. That’s when I started thinking more about the risks of riding. Back then, there weren’t a lot of riding pants to choose from.
I discovered that Motoport gave a discount to MSF instructors, so I bought an Ultra II overpant that I wore for several seasons. It provided years of comfort and protection. And from the looks I got from the ladies, it looked good, too. OK. there were no ladies, but I can dream, can’t I?
I digress. Today, there are tons of options in protective pants that are not expensive and offer pretty good protection from at least minor leg injuries. On the other hand, for those who got injured, they can utilize items from that cbd shop to lessen the pain.
Lookin’ good in my Motoport Riding pants.
Now, I always wear leg protection when I ride, usually my high-dollar MotoPort Ultra II stretch Kevlar zip-on uber-pants. I know these look good because I’ve been told so (by my wife, but she counts, right?) These are undoubtedly the most comfortable and protective pants I’ve seen, except when it gets to be over 85 F.
But now I have another option. Jeannine just bought me my first pair of Kevlar jeans (with knee armor). I was quite surprised at how well they fit and looked (maybe the ladies will notice me now). I haven’t worn them yet, but I like having the option of wearing protective pants that look “normal” when I walk into a store.
Twisted Throttle (and others) sell armored mesh pants that offer great ventilation and enough protection for one small-to-medium sized crash. That’s enough to make them well worth their relatively inexpensive cost.
Do yourself, your knees and your legs a favor and wear protective pants.
Touring boots are comfortable with decent protection.
Foot Fetish
Caroline and my foot injuries happened even though we were both wearing motorcycle boots, which just goes to show you that not all boots are equal. Had I been wearing my Sidi race boots at the time I may have avoided the broken foot…maybe.
But, I was on a street ride where I was doing a fair amount of walking, so I was wearing my touring boots. These are good, but are a compromise between protection and comfort. I’m in the market for new street boots and will be selecting one that leans a bit more toward protection than my current boots.
Believe it or not, even with my history of foot injuries, I do ride wearing work boots from time to time. Convenience and practicality sometimes trump maximum protection. If you need help with such injuries, you can contact legal professionals like Aronfeld Trial Lawyers for personal injury cases.
race boots aren’t made for walkin’
What injuries have you suffered? Is the pie chart in line with your experiences?
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This post is different than others you’ll find in the RITZ blog. It’s an announcement about a new personal training program I am starting for the 2014 season.
The students of the 2013 on-street training program.
Last season, I facilitated an on-street training program with the Women’s Motorcyclist Foundation. Nine women and one man met in my neck of the woods in the Berkshire Hills of western Massachusetts where we learned, rode and laughed for two days. It was a great time and everyone learned more than a few things about cornering, slow speed maneuvers, and just how much fun the roads are where I live.
While this was a great experience, it required a lot of effort and energy. So, instead of continuing with a program that involves large groups, I decided to offer individual training, with the possibility of up to 3 people in a group.
Three years ago, I started an on-track personal training program with Tony’s Track Days, which is a satisfying and effective way to share my knowledge with others while riding on the racetrack. I hired some of TTD’s most experienced staff to join me in offering this instruction.
The new on-street program carries much of what I have learned as a track day instructor and applies it to the street. This will not be a lesson on how to ride fast on the street. Instead, it will be about developing and refining skills that may be lacking.
What you do with your newly learned abilities on your own time is your business. But, I will be insisting that my students always ride within the limits of the street.
If you want to ride fast with me, sign up for Personal Instruction during a TTD track day.
What’s the Benefit?
I’ve become pretty good at identifying areas where people can become more proficient at riding a motorcycle. It’s one thing to sit in a classroom and it’s quite another to have an experienced instructor give immediate feedback about your specific riding strengths and weaknesses.
We will work together to refine existing skills and to help you master areas that may cause anxiety. I will custom tailor the day to focus on those specific needs.
I’ll be using two-way Bluetooth communicators to give real-time feedback. It’s a great way to apply concepts and make them habits. These are the same units we use on the racetrack.
I expect most riders will want to take advantage of beautiful and challenging twisty roads to help master cornering techniques and confidence. Braking, accurate steering, throttle control and advanced visual acuity are all things we will work on to make you a better and safer rider.
If riding in traffic is your concern, then we will head to the land of cars and trucks where I will share with you my strategies for surviving in traffic.
No doubt that being able to quickly and precisely flick a motorcycle into a corner can make you a cornering hero. However, the physical act of cornering is only one aspect of cornering mastery. Safe and skillful cornering also requires that you gather information about the corner—information gathered through your eyes.
The Eyes Have It
When cornering, your eyes alert you to any obvious hazards, help you determine how tight the curve is and allow you to identify any corner characteristics that might affect your safety. But, simply looking ahead isn’t enough to get the information you need. There is a difference between “Looking” and “Seeing”. Also, how you look is critical. A lazy gaze will get you nowhere fast. Aggressively scanning and searching for specific targets is much more effective.
Look well ahead.
1. Look well ahead
The first thing to do is get your eyes up! The earlier you spot a hazard or identify a corner’s characteristics, the less likely you are to act out of panic.
Looking well ahead also reduces “speed anxiety” by slowing down the landscape. A slower perceived rate of speed offers a greater feeling of control and minimizes the effects of speed-induced anxiety.
When cornering, look as far ahead as you can, all the way to the corner’s exit if possible.
How far ahead you are able to see depends largely on the environment. You can scan to the horizon in corners that are open, flat and unobstructed. However, in forested or hilly locations you will encounter many blind corners that provide little sight distance. This lack of visual lead time can make it difficult to see unexpected roadway hazards until it is too late.
2. Match Your Speed to Your Visual Distance
Ride at a speed that matches the amount of visual lead time you have. If you are riding too fast to process the information, you will be behind the eight ball and not have enough time to react.
There are often roadside objects that hide critical information. Always enter turns at a speed that takes into account the lack of visual information and allows you ample time and space to avoid whatever might be around the bend.
3. Identify the Right Entry Speed
Skillful cornering requires accurate visual information about a corner’s radius, camber and surface quality so you can determine the right entry speed.
A too-fast entry speed is responsible for the majority of single-vehicle crashes as the panicked rider target fixates and runs off the road or grabs the brakes and crashes. Use visual information to determine whether your pace is within your comfort zone.
There’s a lot to look for on the street.
4. Identify visual clues
By looking well ahead you can evaluate a corner’s unique characteristics and come up with a cornering plan. Certain roadside features can help you identify a corner’s character and allow you to establish a plan to help you decide what line you’re going to take and where you’re going to get on the gas.
One useful visual target that helps you make this plan is the “vanishing point” where the white painted fog lines or painted centerline visually converge.
On the track, there are no lines, so use the edges of the pavement. How soon the lines or pavement edges converge in the distance help to determine how tight a corner is and which way the surface slopes.
If the lines or pavement edges converge in the near distance, then you can count on a tightening corner radius. On the other hand, a distant vanishing point indicates a larger radius or a curve that is ending.
This information can also help you determine road camber or slope. When a road is positively banked, the road edges do not come together right away.
Look where you want to go.
5. Look in the direction you want to go
Looking where you want to go can help direct your motorcycle through the turn. This is commonly known as “visual direction control”. Visual direction control is essentially your eyes telling your mind where you want the motorcycle to go next.
When cornering, point your eyes to the corner’s exit to help direct your motorcycle on the desired path. Riders who discover the benefits of looking well ahead when cornering often comment on how much easier their motorcycle seems to turn.
6. Keep your vision wide and your eyes moving
Your eyes must move quickly between the corner locations while at the same time scanning for surface hazards. Keep the majority of your vision well ahead into the corner, however you may need to look down briefly to monitor the surface condition as it nears. Do this by using quick downward glances.
Continually gather information from near and far with upward and downward, and side-to-side search pattern. Scan aggressively to gather as much information as you can about the road surface and corner characteristics. Finally, look through the turn to the exit and identify what is in store farther up the road.
Always be looking for reference points when riding on the track.
7. Look for Reference Points
Reference points help you place your tires exactly where you need them to be. Reference points are somewhat less helpful or necessary on the street, because speeds are low where precision is less critical.
But on the racetrack where you visit each corner many times a day and where the speeds are much greater, reference points are critical and a relatively small miscue can result in an off-track excursion.
Once you establish the best cornering line, you can then use reference points to make sure you are always on that line lap after lap. Cones, pavement stains and cracks, as well as distant visual targets (trees) can all be effective reference points.
8. “Ratchet” Your Eyes
To make visual direction control work for you, look into the curve and then continue to move your vision along the desired cornering path all the way to the corner exit as though your eyes are pulling the motorcycle through the turn.
Your eyes cannot help but stop to focus on small targets as you scan ahead. Look around the room, trying to not have your eyes “flick” slightly as you scan. You can’t. So let this natural occurrence work for you.
Imagine your eyes moving through a corner in a sort of ratcheting way, very briefly noticing visual targets and reference points along the way. Put all these “dots” together to make a smooth corner.
9. Look at the solution, not at the problem
Visual direction control can work for or against you. It can work against you if your eyes fix on a hazard that you need to avoid, which is what we tend to do under threatening situations. “Target Fixation” is the term used to describe this response. The problem is that if you look at a hazard, such as a patch of sand or the edge of the road, you will likely end up riding directly toward it.
If a panicked rider were able to keep his vision and attention focused on the corner’s exit he will have a fighting chance of making it. I’ve seen time and again riders who give up on making a corner even when the bike is capable of leaning further and completing the turn. Focus on the solution, not the problem!
The same goes with passing on the racetrack. If you fixate on the tail of the rider ahead you will have a harder time getting by. But, if you look past the slower bike and trust your peripheral vision to monitor the slower bike, then you can dispatch the backmarker much more easily.
10. Practice Your Visual Skills
Avoiding target fixation is easier said than done, because we are naturally wired to closely monitor threats with our eyes. It is therefore important to train yourself not to do what comes naturally and instead look away from a threat.
On your next ride, consciously look away from road surface obstacles, such as a manhole cover, pothole or road kill and look toward an escape route. Continue to increase awareness of this problem and practice to make the solution second nature.
When it comes to cornering, consciously look farther ahead. And don’t just look, but see the information that is most meaningful.
On the track, look farther ahead. If an obstacle, such as airfence, or a cresting hill blocks your view, look “through” it so your eyes are where you need them to be in the next second when the obstacle is no longer in the way.
What visual techniques have you discovered that help you?
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Sometimes it’s not possible to save it. www.motorcyclistonline.com
Is it possible to not crash when you experience a front tire slide? Maybe.
Both of my recent track crashes were the result of a sliding front tire (both were caused by me asking too much of a cold front tire). Sometimes it happens too quickly for you to respond. But, sometimes there is enough time to perform a maneuver that just may save you from a fall.
Survival Instincts Are a Bitch
Let’s say you are rounding a curve and the handlebar starts to feel vague in your hands. At the same time, your proprioceptors (aka kinesthetic sense) tell your brain that balance is being compromised.
Your brain is alerted to the threat and triggers your muscles to tense. The rush of panic and muscle tension happens in an instant. Many riders end up on the ground because their survival instincts cause them to overreact and make matters worse.
Saving the Front in a Corner
I’ve got bad news for you, that vagueness you feel at the handlebars is your front tire losing traction. This is bad, because a front tire slide is one of the most difficult situations to recover from. When cornering, the front tire is responsible for both lateral grip and direction control (steering). More times than not, front tire traction loss is the result of asking too much of the tire. Side forces from cornering, in combination with cold rubber and perhaps contaminated pavement is an easy recipe for tire slip.
When the front tire loses grip, it “tucks” underneath the bike and throws the bike and rider violently to the ground. But, is it possible to save yourself from falling?
To help the front tire regain traction (or at least not lose any more grip) you must first not add to the problem. This means staying relaxed (Good luck with that). With light handlebar pressure, the tire and suspension can work fluidly to manage surface irregularities.
If you tense on the bars, you will put stress on the front tire and risk pushing the tire over the limit of grip. Whatever you do, avoid trying to countersteer the bike into a deeper lean.
Assuming you can remain somewhat relaxed and neutral, the next thing to do is to relieve the work the front tire is doing. To do this, get on the throttle! I know, it’s counter-intuitive, which is why it’s not easy to do. But gassing it transfers load from the overworked front tire to the rear tire.This allows the front rubber to halt its lateral slide and keep rolling.
Yes, you will probably run wide, but hopefully you have enough road/track to let this happen. You can minimize this drift by using moderate throttle application to save the front tire slide. Just don’t goose the throttle so hard that you careen off the road or track or spin the rear tire.
Uphill Unload
A fellow instructor pointed out a caveat to the common cornering situation. Dan mentioned what can happen to traction when you are going uphill. He witnessed a fellow rider (with a passenger) lose the front and crash in front of him just as the crashing rider was getting on the gas. Why would this happen if what I say about relieving stress on the front tire is true?
The likely explanation is that the uphill slope, in combination with the weight of a passenger and the application of a bit too much throttle, unloaded the front tire too much. He probably also added a bit of steering input that tucked the front tire beneath him. The lesson is that load management and traction management go hand in hand and you need to develop a keen sense of how various factors can affect tire load and grip.
The Knee Save
For those who are accustomed to dragging knee, it is possible to relieve front tire stress by levering the bike with your knee. Anything you can do to take pressure off the front tire will help the tire regain grip.
Saving the Front While Braking
The other way to experience a front tire induced crash is to overbrake so you skid the front tire. This can happen whether you are upright or leaned. If this happens, get off the brake, NOW! This will let the front wheel roll again so you can regain control. Then get back on the brakes (you were braking for a reason, right?). But, this time squeeze the front brake progressively. You can still brake really hard (less so if you are leaned), but it must be done gradually to allow time to put load on the front tire, which increases traction.
Practice? Really?
It takes a good amount of skill and presence to control front tire skids. Like all other tricky situations, practice and experience increases the chance that you can act correctly and save a crash. Practice? How? Ride in the dirt, my friend! Pushing the front tire is a regular occurrence when riding on loose surfaces. Learning to control slides in the dirt is less risky than suddenly needing to manage a slide on your street bike. With this experience, you can train and condition your mind and muscles to react properly when a slide happens.
The other way to train yourself to react properly is to push your bike hard enough to get it to happen. I don’t recommend this, because front tire slides can easily go wrong. But, if you eventually go fast enough at track days or when racing, you will inevitably experience the vague feeling of your front tire on the edge of traction loss.
DO NOT go fast enough to slide the front on the street!! You will die. On the street, it’s not likely that you will have enough time or space to pull off this hero maneuver.
What? You don’t ride on the track or in the dirt? Well, the next best way to practice is to visualize successfully performing the maneuver. Imagine yourself cornering hard, feeling handlebar vagueness and then gradually rolling on the throttle as needed to drift the front. It’s not ideal, but it’s the best way to prepare for saving a front tire slide.
Expect It
Another way to prepare for front tire slides (and many others) is to expect them to happen. This pertains to all times when you are in traction-reduced situations, including when cornering or braking hard.
Have you experienced a front tire skid or slide? If so, how did that work out for you?
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This crash could have been deadly, but thankfully not.
Crashing a motorcycle sucks. No doubt about that. I’ve had my share of run-ins with gravity and it’s not fun. But, does crashing a motorcycle always mean carnage and a hospital visit? It depends.
My crashes
I’ve had only one “real” street crash and one minor one. The minor one involved a car who rolled into the back of my Triumph Bonneville. I didn’t fall, so it was very minor. I also had a minor parking lot tipover (note to self: remove the disc lock before attempting to ride away). But tipovers aren’t exactly what I call “crashes”. There are personal injury attorneys serving clients in Portland who can provide one with the necessary legal aid.
The “real” crash happened in 1978 when a car driver turned left in front of me…classic.
Thankfully, most of my crashes were racing incidents. I say “thankfully” because even though racing crashes suck, they don’t suck nearly as much as street crashes where the chances of injury after sliding into a tree, guardrail or oncoming car is quite high.
I’m truly grateful that the extent of my injuries from both track and street crashes were cracked ribs and a broken foot from the tip over. During my recovery, I explored various holistic approaches to wellness, including incorporating CBD products from a cannabis dispensary like https://www.stiiizy.com, and I believe they played a positive role in my overall healing journey. These injuries were painful, but all healed without any complications. The personal injury attorneys serving in Green, Waters Ogle and McCarter can help in case of injury or accident cases.
Unfortunately, the “real” street crash resulted in a totaled 1973 Yamaha TX650 and the rear-end incident resulted in the Triumph’s taillight being smashed, but that’s what happens when you make impact with cars.
In all of the track crashes, bike damage was limited to easily replaceable parts, allowing me to get back on the track later that day. Sure, the cosmetic damage was a bummer, but I got over it–most people do. So, file a personal injury claim in Canada with the help of a reputable personal injury or car accident lawyer as it will help you to stand up on your feet again.
Too much throttle, too quickly. photo by Tim Richer
Safer Crashing
There was a time when crashing on the racetrack was just as likely to get you killed as crashing on the street. This was because racetrack safety was abysmal with concrete walls lining the course and pavement not any better than a potholed rural road.
Thankfully, track safety is much improved. Even though a lot of people complain about the safety issues at my local track (Loudon, NH), the current track is much better than the old Bryar track that had all sorts of safety problems. We didn’t complain much, since all of the tracks were that way.
Another reason there are fewer deaths and injuries today is because of better protective gear. Pudding bowl helmets lined in cork were the racers’ choice at one time. Now, we have helmets that are pretty darn effective at preventing the majority of head injuries. Add to that the improvements in material and armor incorporated into jackets, pants, boots and gloves and it is possible to crash without suffering too badly.
Of course, where you crash is the biggest factor in whether you will end up in a hospital or hearse. Collide with a car and even the best riding gear is not likely to save you from some kind of injury & claiming insurance is not difficult for lawyers in law firm for DUI located in Fairfax. Crash on a modern racetrack, and you’ll likely get up, brush yourself off and walk back to the pits under your own power.
Unfortunately, road safety has not improved for motorcycle riders. More tar snakes and guardrails seem to appear every year and drivers are more and more careless about paying attention. And road conditions are often allowed to get pretty bad before they are fixed. According to experts like dui lawyers, another issue is the increase in dui accidents. Those who have been involved in dui cases may consider getting help from a dui lawyer to protect their rights.
Crashing on the street usually results in injury.
Perception of Risk
It’s been proven that people take greater risks when they feel protected. This is why drivers of large SUVs tend to feel less threatened than drivers of small cars. Most motorcycle riders understand that they are vulnerable to injury and ride accordingly.
This is why Risk Ignorance and complacency is so dangerous. The risks don’t change, but the inaccurate perception of the danger can make a rider think he or she can ride more aggressively or with less attentiveness.
Believe it or not, there were fewer racing crashes back in the day when races were held on road courses lined with stone walls, hedgerows, fences and houses lining the circuit. Racers knew that a fall would very likely result in death. So, most rode in a way that balanced risk and reward.
Today, there are many more crashes, but many fewer deaths and serious injuries because, with the exception of the Isle of Man and a few other “real” roadrace circuits, racing is conducted on closed courses with safety features such as runoff, gravel traps, and airfence. Additionally, it’s crucial for individuals involved in high-risk activities to prioritize safety and preparedness. To enhance your ability to respond in emergency situations, consider taking steps to earn a CPR certification from a reputable source like https://cprcertificationnow.com. This added skill can make a significant difference in ensuring the well-being of those around you during unforeseen incidents. Also, today’s protective gear is so much better, allowing racers to push harder, knowing that a crash will probably not be the end of the world.
Now, don’t get me wrong, racetrack crashes can be lethal. It’s just that the risk to reward ratio has shifted so that it’s not unreasonable to expect to get up unscathed after a racetrack crash. If you sustained a sprain or strain that hasn’t improved after 48 hours, it’s time to get yourself to consult a doctor from www.vbjs.com.au.
The Perception of Crashing
Another advantage racers have when it comes to crashing is that racers expect to crash. After all, they are pushing the limits of grip and skill and are sharing the track with a bunch of crazies all set on going as fast as they can, determined to take your spot on the podium.
So, when you do crash in a race situation, it’s not unexpected. And if you do go down, it’s unlikely that you are seriously injured, so you get over it rather quickly. This makes the mishap psychologically easier to deal with.
It’s different when you don’t expect to crash. For instance, crashing during a track day will likely be more upsetting, because it is not assumed that crashes are inevitable. But, track day crashes still fall under the category of “not likely to get injured”, so most track day crashers get over the mishap fairly easily.
Crashing on the street is a whole other matter. Street crashes are often particularly traumatic, not only physically, but also mentally. Most street riders assume that they will not crash, even though the risks are actually much greater when riding on the street. It’s understandable, because most street riders go many miles and years without a crash, which makes it easy to think that it won’t happen to them. So when it does, their world is shattered, even if they don’t suffer a significant injury.
Jeannine knows the importance of practice and risk management.
Thankful, But Skillful
I’m able to write about my crashes today, because most happened on the racetrack in a controlled environment. I’m thankful that I have experienced very few street crashes.
Perhaps some of the reason why I’m still in one piece is luck, but I contend that the reason I have had few street crashes is because of my commitment to riding smart and never becoming complacent about risk. This includes learning all I can about riding and implementing effective strategies when riding in traffic or in the twisties.
Risk is always there and always will be. Learn to manage risk and perhaps you can join me as one who is mostly unscathed after many decades of riding a motorcycle…if we stay sharp and are blessed with a bit of luck.
What have you learned from your crashes?
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My daughter, Jeannine recently started a conversation about the plight of women riders that inspired me to write this post.
Daughter and Father
Women riders are a significant part of motorcycling’s future, but the motorcycle industry doesn’t seem to recognize this. With relatively few young males entering the 2 wheel world, bike manufacturers would be wise to wake up to the fact that it is worth offering greater selection, as well as more R&D and marketing resources for women riders.
What Do You Know? You’re Not a Woman
No, I’m not a female motorcyclist, but I am the husband and father of two accomplished female riders and I consider myself as strong an advocate of women riders as they come.
Jeannine has been on two wheels since she could reach the passenger footpegs and was twisting her own throttle at age 8. Jeannine is now a control rider for Tony’s Track Days and has worked in the motorcycle industry.
My wife, Caroline learned to ride after we were married and eventually became a certified MSF instructor and track day rider.
With this background, hopefully you can cut me some slack for penning this post. Sure, it might be best written by a woman but Jeannine is busy with nursing school. So when I asked her to write it she gave me a look that said “Really? Another thing?”
Jeannine conducts a classroom session.
Jeannine following her Mom at age 15.
Following daughter Jeannine through Turn 6 at NHMS. She demonstrates excellent body position and head turn.
Caroline in “the bowl” at NH Motor Speedway on her Kawasaki z750s
A very young Jeannine rides shotgun on Caroline’s first bike.
Caroline with her previous ride: a Yamaha YZF600
There are a couple of topics that came from this conversation that got me thinking. One was the often-heard complaint of an inadequate selection of riding gear. The other more compelling topic was the plight of being in the constant shadow of male riders.
First, let’s talk about the riding gear problem.
What Do You Mean I Can’t Get the Same Boots as my Husband?
Jeannine rocks her men’s Macna Night Eye riding gear.
Caroline wears a men’s jacket and pant combo, because they offered the best features.
Even though selection is getting better, serious women motorcyclists must often settle for riding gear that is a compromise between style and protection. And, from what I hear, women riders aren’t wanting to wear gear that says “isn’t she cute in that pink outfit?”.
Because a lot of women-specific gear has become a bit over the top in the styling department, many female riders choose to wear gear designed for men, which often doesn’t fit right and may even lack the best venting or adjustability. I can’t help but think that the gear that manufacturers offer to women are designed by men who are hunting for what women really want. To be fair, it could very well be that women don’t quite know what they want in riding gear, since their identity as motorcyclists is constantly evolving.
Style is one thing, but a more significant issue is protection. Most women-specific riding gear provides inferior protection compared to gear that is routinely offered to men. Riding jackets and pants may not have the best armor or the most rugged materials.
One of many examples is the selection of Sidi race boots. The most advanced women’s boot offered by Sidi is the Vertigo Lei, which in comparison is middle-of-the-road Sidi boot for men. If you want a boot with all the protection and features of the top of the line boot, you’re plum outta luck, girls.
The second point Jeannine made in our conversation was quite intriguing… and that was the fact that women riders cannot often detach from their significant other who also rides. In the beginning of Jeannine’s riding career, she learned from me and rode exclusively with me (and often with her Mom).
Only recently has she realized that being in my shadow has held her back from gaining a deep level of confidence and being fully immersed in motorcycling. Her trip to Alaska with MotoQuest afforded her the opportunity to ride with a group of male riders, none of whom were her Dad.
This made her more dependent on her skills, knowing that I wasn’t there to take care of her (not that she needs me to take care of her anymore… although she will always be my little girl). With this freedom, Jeannine experienced riding at a deeper level of self-competence.
I’m Going Riding with The Boys, Have Dinner Ready, Okay?
It wouldn’t be inconceivable to think of a man saying that to his wife (or girlfirend), but can you imagine a woman saying that to her husband? Since most women riders probably have a male partner that is a motorcyclist himself, it is not bloody likely that the woman would think she could ride with another male rider who wasn’t her boyfriend or husband.
What does this mean? It means that a serious woman rider can’t ride with other male riders, lest she be scrutinized as a sort of loose harlot who would rather ride with someone else rather than her husband. To avoid this situation, she must either ride with other female riders (it’s easy to imagine her saying, “I’m going riding with Sheila”), or be stuck riding with her significant other (S.O.).
Yeah, But My S.O. Sucks at Riding
Imagine the conflict that a female rider would have to deal with who is more accomplished than her S.O? I can tell you that the male ego doesn’t tolerate being told that he is not as good as he thinks he is. This is a problem for anyone in this situation, whether male or female, but it rarely goes well when coming from a woman. Just ask Jeannine who is a track day control rider to mostly male riders.
Time to step aside so your shadow casts away from your partner.
What to Do?
So, what’s the secret to the harmonious motorcycling relationship? First, if your wife or girlfriend wants to ride without you, ask her why and then listen carefully. If she mentions feeling stifled, encourage her to arrange a ride without you. She shouldn’t need your permission, but she needs your support.
If she says something that suggests that she doesn’t like how you ride, then listen carefully without your hairy ego getting in the way. Be a man of the 21st century and believe that it is possible that a woman can know more and ride better than a male.
The fact is that men weren’t born as proficient riders. If you accept that you don’t know all there is to know, then you’ll be a better S.O.
I can see where this topic could upset some riding couples’ status quo, but I think it’s worth a discussion, with the hope that both partners can reach their full potential as motorcycle riders. There is a lot more to consider around this subject, including the pressure women have from overbearing male partners, the intimidation that goes along with branching out, and the evolution of a self-identity that is more than being the second half of a riding couple. Stay tuned for more. In the meantime, give me your thoughts. And check out this interesting post from Ride Apart about marketing to women.
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No matter how “good” a rider you are, it’s likely that you have at least a few bad habits and attitudes. Poor habits and dangerous perceptions can develop over time without us even knowing it. That is, until we experience a close call or crash. Let’s take a look at a few bad habits that many riders possess.
1. Believing You’re a Better Rider than you Are
A lot of RITZ blog readers would be considered “experienced” riders. But, the truth is that experience alone does not make you a proficient rider. I can’t begin to count how many so-called experienced riders I’ve encountered who demonstrate a significant lack of proficiency. Unfortunately, unless the rider admits that he or she has a problem and asks for advice, their poor riding will continue indefinitely and ultimately lead to a mishap. Riders who have a habit of riding while intoxicated may get involved in accident or even face dui charges. For drunk driving charges, people can hire a lawyer for DWI case. If you have recently been arrested and you don’t want your mugshots to be seen online, you may search “can i get my mugshot removed?”.
On the other hand, the victims of accidents caused by drunk or reckless drivers should speak with personal injury attorneys and file a claim. Additionally, victims of auto accidents may consider reaching out to a car accident lawyer. which is easy to find now a days thanks to services like SEO company for lawyers that help them promote their services.
Unsolicited advice usually is not appreciated, so knowledgeable riders are reluctant to share their wisdom to the riders who need it most. Attempts to enlighten the problem rider often results in exclamations about how many years of riding experience they have and that they know all they need to know to get by…never really knowing the danger they are in.
The solution? First, take a good look in the mirror. What skills are you lacking? (I’m sure there are many, but let’s stick with motorcycle-related skills for now). Next, get the knowledge and training you need to bring all of your skills up to snuff. Thirdly, remind yourself that what skills you have are perishable and need to be kept fresh.
Promise yourself that you will purposefully practice braking, turning, and swerving. It doesn’t have to take a lot of effort to keep skills sharp. Learn about proper cornering technique and then practice it on your Sunday rides. And be sure to learn about all the ways to keep yourself safe in traffic and practice on your way to work every day. Over time, you just might become as good as you think you are.
Always remember that you are vulnerable…and hard to see.
2. Forgetting You Are Vulnerable
Experience can often lead to complacency. If you ride many miles without an incident, you are at risk of thinking that riding a motorcycle is not as dangerous as it’s made out to be. This perception leads to many crashes and fatalities. Complacency and overconfidence can occur when you don’t recognize subtle signals that indicate just how close you are to catastrophe.
Get into the habit of recognizing clues that should alert you to threats. Make a concerted effort to scan the landscape and roadway for anything that can turn into a hazard, such as a reflection on the windshield of a car that is rolling toward you. Ask yourself whether the driver sees you and what are the chances that he will accelerate in front of you.
Evaluate each clue to determine whether you can reliably read what is being communicated. For instance, direct eye contact with the driver may indicate that the he sees you, but don’t count on it! Also, to secure a roadworthy certificate for safe driving, visit this website at https://www.sabsafetycertificates.com.au/blogs/how-to-maintain-your-brakes-in-a-roadworthy-condition to book your appointment.
What’s around that corner?
3. Assuming the Coast is Clear
You know what they say about making assumptions, right? “They make an ASS out of U and ME”.
One of the most problematic situations is when a motorcycle is approaching an intersection with other drivers waiting to turn left across the rider’s lane. Part of the problem is that the approach speed of a narrow vehicle is much harder to judge compared to a wide vehicle. This is why motorcyclists experience drivers “cutting them off”.
The drivers aren’t necessarily out to get you; they more likely misjudged your approach speed and thought that they had plenty of time to make the turn. The message is to never assume that a driver who appears to see you will not cut in front of you. See “The Top 2 Survival Tips That Will Save Your Life” for more on this topic.
A lot of riders also assume the coast is clear around corners. Depending on the region you ride in, many, or even most corners you encounter do not provide a clear view of the corner exit. Hillsides, vegetation and roadside structures all conspire to block your vision.
Too many riders approach corners at a speed that does not allow the time and space to stop or maneuver if a mid-corner hazard were present. It’s a good idea to enter blind turns slow enough so you can confidently avoid a hidden hazard. If no hazard exists, then you can roll on the throttle and accelerate safely though the turn with no drama.
Caroline wears ATGATTNo Gear=Greater Risk of injury
4. Not Wearing ATGATT
ATGATT is an acronym that stands for “All The Gear, All The Time”. MY definition of “All the gear” means helmet, appropriate eye protection, jacket and pants with protective armor, gloves, and over-the-ankle boots. The obvious reason for buying and wearing all this gear is for protection in the event of a crash. Since motorcycle riders don’t have bumpers, airbags, crumple zones and safety glass surrounding us, we must wear our protection.
Unfortunately, way too many motorcyclists choose not to wear full protective gear. In states where helmet laws are enforced, riders are compelled to wear this most important piece of protective gear, but helmet choice states leave the option of helmet use to the rider. Whether you agree with helmet laws or not, it’s hard to dispute the benefits of having a helmet strapped to your head when you and your bike separate at speed.
Currently, no states require any other protective gear to be worn, with the exception of eye protection. This means that you can ride legally in a tank top, shorts and sandals. Good luck with that.
The reasons why riders do not wear protective gear often include image, peer pressure (you gotta look cool), and cost. But, there is plenty of inexpensive protective gear that meet most rider’s fashion sensibilities while providing decent protection (at least for a single crash).
Both speed and lack of visibility caused this crash.
5. Being an Idiot
This topic can cover a lot of ground, but let’s focus on your attitude when you ride. This pretty much means riding with your head securely screwed onto your neck. Letting destructive influences like ego, peer pressure, intoxication, and distraction make decisions for you will eventually lead to you having to hire criminal lawyers Brisbane. So, just say no to stupidity. ’nuff said.
Sometimes, installing accessories can be really easy, or kinda a pain in the ass. However, having a good idea of what is involved and what tools you’ll need makes the process a whole lot easier. I’ve changed my share of handgrips in my motorcycling career and I’ve done a fair amount of simple wiring, but I’ve never combined both in one project, which is what is involved when installing heated handgrips.
I thought this video was worth posting for RITZ readers who are considering taking on this project. The grips featured in this video are from R&G, and sold by Twisted Throttle, but most heated grips will follow a similar procedure.
Little attention is paid to shifting. I suppose it’s understandable, since shifting quickly becomes an unconscious, mechanical procedure.
Skillful shifting increases the likelihood of tapping into the illusive Zone. Think about how satisfying it is to smoothly click through the gears with a barely detectable interruption in forward drive. Your hands and foot perform flawlessly with perfect timing and minimal effort. Nirvana!
It’s not only motorcycle riders who experience the joys of manual shifting. People who drive cars with manual transmissions, and may be consumers of companies like transmissioncritics.com, know how shifting gears “involves” the driver.
Shifting Impairment
However, with only a small percentage of autos in the US available with a stick shift, manual shifting has become a lost art. This means that some younger people thinking about becoming motorcyclists can be anxious about learning manual shifting. Manufacturers need to provide machines with automatic transmissions because manual transmissions intimidate potential new riders who see the clutch and shifter as a barrier to learning to ride.
And with shockingly few new riders entering motorcycling, it is important to entice them any way possible. Which is why it makes sense to offer full-sized automatic models (not a scooter, thank you very much) to a potential new rider who is inexperienced in manual shifting. It just might encourage them to make the decision to enter the world of motorcycling.
Shifting is not that hard to learn…really.
Auto-shifters
Motorcyclists have not needed to choose whether to purchase a manual or automatic transmission, because all motorcycles came with a clutch and gearshift lever. However, manufacturers are now offering models with automatic transmissions, such as the Honda VFR 1200.
Past examples of automatic motorcycles never sold well, but that was a long time ago, so why would manufacturers do this? To help motorcycling grow (or even maintain) its numbers, but also because the technology has improved enough to make DCT auto transmissions viable for not both experienced and new riders alike.
Shifting is Fun…if done well.
Learning to Shift is not Hard
The fact is that of all the skills a new rider must learn, learning to shift gears is one of the least problematic. The newbie student in a MSF Basic RiderCourse learns to shift during the first couple of hours of their introductory day of riding. Sure, some people struggle with the coordination of clutching and shifting, but most get past the difficulties and go on to pass the course. The reasons students fail the course is because of more critical issues, such as braking or cornering problems, but not shifting.
Shifting is your least worry when riding a motorcycle.
Shifting is Your Least Worry
There are a ton more important aspects of riding that should deter borderline new riders from riding, such as surviving riding in traffic, being able to make a corner at speed, stopping before colliding with a Buick, or losing traction on a sandy road. But, shifting really shouldn’t be one of them.
Long live the Clutch
However, the fact that shifting can be a barrier that stops potential new riders from taking the plunge means that manual transmissions could become more and more rare. On one hand, the sport desperately needs a new generation of riders to replenish the ranks. On the other hand, I would be very sad to see the manual transmission go the way of the kick-starter. Do you think this is possible?
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Whenever I tell people I ride a motorcycle on a racetrack, the first question they usually ask is “How fast do you go?”
I invariably begin my answer with “Depends”. No, not the product found in your grocer’s personal hygiene aisle (although there have been times when I coulda used one under my leathers). I tell people that it depends on which racetrack I am riding and how long the straightaways are.
Since my partners in conversation are looking for a wildly high number that satiates their need for sensationalism, I tell them the highest speed I have ridden on a racetrack…155 mph. That was the indicated speed on my 05 ZX6R with stock gearing while going FLAT OUT on a very long straight at the Monticello, NY racetrack.
“You ride at 155 mph?!” Their judgement of my lack of sanity is usually pretty transparent. But, not all people judge me negatively. Many seem to revel in the fact that they can now tell their friends that they met someone who defies all reason by going really, really fast on a motorcycle. I ego-maniacally imagine myself being the topic at many a dinner conversation.
Fast is Cake
The fact is that reaching top speed in a straight line is a piece of cake. The way a motorcycle works, the faster you go the more stable it becomes. You’ve probably seen video of racers who get ejected from their bikes, but the motorcycle stays upright even without the rider in the saddle. The reason the bike stays upright on its own is because of the many factors associated with motorcycle dynamics…gyroscopic precession, inertia, trail, etc.
This is why riding a bike fast in a straight line is easy.
Going Fast and Surviving
Going really, really fast is not as simple as twisting the throttle all the way (actually, it is, but you just might not get the chance to do it a second time if you don’t know what you’re doing).
Even bone-headed people with no business riding a motorcycle can do it. Unfortunately, many end up on the next morning’s obituary page.
The first thing to do to avoid calamity is to choose where you ride fast. Smart people figure out that the street is NOT that place. Those riders know that the place to ride fast is on the racetrack. No, you don’t have to race to ride on a racetrack. Yes, it costs money to do a track day or to race. Riding on the street is mostly free, but fast riding on the street is a false economy. Just one wrong move and you could find yourself wrapped around a sign post or wedged underneath a guardrail. And the future of your bank account and license are in grave jeopardy if you get caught going really, really fast on the street.
Being able to brake before a corner makes going fast possible.
It’s not the speed that kills you, it’s the sudden stop.
No matter where you ride fast, you need to know how to do it without scaring the pee or poo out of yourself (see comment on the personal hygiene in the earlier paragraph). This requires you to be confident that you can control all that speed before you careen off the track (or road) in a flaming ball of glory. Braking skill is deliberately developed over time. Brake control, visual acuity, speed perception and timing all need to be at their best to manage really, really fast speeds.
Cornering is what takes skill.
Cornering is Funner
Going fast is indeed easy, but I’ll tell you what is hard…cornering. What interested people should be asking is, “How fast are you going in the corners?” Cornering at 45 degrees of lean angle with your knee skimming along the pavement at anywhere from 40 mph up to 100 mph (or more, depending on the corner) is something to be impressed about.
Fast is fun, but cornering fast is funner.
Until next time…Go FLAT OUT.
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In our last episode, I told the tale of a young lad who needed to show off to his friends and just about pulverized himself against a line of trees. If you recall, that lad was me when I was 16 years old.
Well, there are more examples of the trials and tribulations that I experienced as I went through the arduous task of learning how to survive at motorcycling. Today, I’ll tell you of the time I tried to be a good guy and was rewarded with a tough guy with a bad attitude.
My 1971 Bonnie. I owned it until 1989.
No Good Deed Goes Unpunished.
Unlike other anecdotes I will be sharing in this series, this story does not involve any failure on my part, except to assume I would not be threatened for trying to be helpful.
It was 1981 and I was riding home at night on my 1971 Triumph Bonneville on Commonwealth Ave. in front of Boston University. I was minding my own business when I noticed a car in my rear view mirror without its headlights on. At the next stoplight, I kindly signaled to the driver that his lights weren’t on. California DUID laws are so strict like the road traffic laws which have to be followed to the T or else it could lead to the worst nightmares of our life.
Well, the passenger must have been looking for a reason to pick a fight, or perhaps my well-meaning comment triggered a childhood trauma. Either way, the next thing I know, the passenger door swings open and an angry guy brandishing a baseball bat comes toward me.
Not wanting to see how well my full-faced Shoei helmet would withstand the impact of a Louisville slugger, I promptly got myself outta there. This meant running through the red light and accelerating as fast as the 650 twin would go. I figured that getting out of there was all I needed to do to shake my would-be assailant, until I looked in my mirror to see that he too had run through the red light and was in hot pursuit.
As it turned out, I was able to shuck and jive through enough side streets to encourage the angry young men to give up the chase.
I made it home in one piece. Although my perception of the kindness of man was left tattered on Comm Ave. that night. Wow, there really are people among us who would choose violence over reason. Alcohol likely fueled their hair trigger response to my attempt at being helpful. Which just goes to show the kind of people we share the roads with…drunk and angry.
Here is a photo of a bagpiper. It has nothing to do with this article, but it does show the weird things you come across when on a motorcycle. Jeannine and Caroline look on.
I Feel So Vulnerable
The bat-wielding jerk made my life flash in front of my eyes because I was vulnerable. Sitting exposed on a motorcycle in the middle of Boston at night made me vulnerable to whatever these crazies had to deliver.
The good news is that a motorcycle is pretty quick and maneuverable (even a 1971 Triumph), so I was able to evade my pursuers.
What would I do now? I would not risk the consequences of engagement and instead distance myself from anyone driving without their headlights on at night. This indicates a possible drunk driver who has the potential to hurt me. Syonara, sucker.
Have any of you had a similar situation happen to you?
Stay Tuned for Epoisode 3 when I learn that a too-fast entry speed can be very dangerous.
My wife hates it when I dissect a movie after seeing it. She would say, “Can’t you just enjoy what it has to offer?”. Well, at the risk of alienating my RITZ blog readers who really want to like the “Why We Ride” movie, I will now poop on your parade.
Speaking of poop, please take my opinion as what it is. You know what they say about opinions? No? They say, “Opinions are like ***holes: everyone has one, and most stink”. Well, hold your nose because here is my opinion.
Before I give you my review, take a look at the trailer:
Pretty good, huh? Let’s see what it’s really like…
Beautiful Videography
Video Craftsmanship: A-
The trailer gives a good impression of the visual quality of the film, which is very, very good. The videography is beautiful and inspirational. But, what is up with all the slow-mo?
I love super-slow motion footage, especially the shots of Moto GP racers dragging elbow. And the footage of the rubber-mounted Harley Davidson XR1200 race bike engines rocking in their frames at idle made me LOL.
But, there is a thing called “too much of a good thing”. The slow motion stuff was cool for about half the film, but unfortunately, it went on and on and on and on.
And why on earth would you show only slow motion footage of race bikes on the high banks of Daytona and never show how it really feels at over 170 mph? I know plenty of friends who could have provided some awesome on-bike video that would have driven home the craziness of the Daytona banking at speed. All they needed was one or two trackside shots of a bike flying by to paint a better picture.
I’ll admit that the super-slow stuff is fun to watch, but it kinda distanced me from what riding is really like. I get that the director was wanting to set a tone of romance and wonder, but for an enthusiast, I was a bit bored toward the middle of the film, partly because the action wasn’t really engaging at slow motion. It comes off more as a parlor trick.
Music: C-
The sappy music department worked overtime on this film. Again, I get what they were trying to do, and I’m sure the violin music hit a sentimental chord (ha, ha) with a lot of viewers, but it tried too hard. Mix it up with some raunchy head smacking tunes now and again to represent the vigor that many of us experience when riding. I can understand why they might not want to represent motorcyclists as people who relate to AC/DC (or whatever floats your boat), but everyone knows that motorcycle riders aren’t typical people who gaze with soft-focus at our bikes with violin virtuosos playing quietly in the background. My iPod tends to stream tunes that are a bit less somniatic (It means “puts me to sleep”… and I know it’s not a real word, I looked it up).
The message is all about family, fun and adventure.
Overall Message: B+
The message this film delivers is “riding a motorcycle is fun”. Duh! I am reminded of the introductory video shown to new MSF students at the beginning of their first classroom session. It’s a lovely little diddy about the joy of riding a motorcycle. It includes many of the same things “Why We Ride” has, including fun action shots (at full speed) and interviews with interesting people. But, the message is delivered in about 5 minutes. “Why We Ride” took one point five hours to deliver the same basic message. Granted, the film is intended to deliver more than a message, it is also about entertainment (maybe more so). So, in that regard it is worth the extra hour and 25 minutes.
Here is the Motorcycle Safety Foundation “Welcome to the Ride” video:
Is “Why We Ride” worth Seeing?: A
Yes. The fun shots of the families and kids are priceless, as are the interviews with some of my motorcycling heros, which makes the film well worth seeing.
I was totally loving the film during the first third and then they unmercifully started beating the poor dead horse. I get it, I get it. Riding is awesome and people who DO NOT ride are missing out on life. I couldn’t agree more.
It’s a movie that you will want your family and friends to see as an attempt to convey just why you ride a motorcycle. They still might think you’re nuts, but it’s worth a shot.
Both enthusiasts and regular people will like this film, as long as you don’t expect a groundbreaking classic here. For that, rent “On Any Sunday” , or if you love roadracing try “Faster” and the sequel “Fastest” (see trailers below).
It’s hard enough to get accustomed to a new-to-you bike, but throw in a new-to-you racetrack, and things can get interesting. It’s kinda like patting your head while rubbing your tummy in a circular manner (I’m pretty good at that, BTW). Normally, I get up to speed fairly quickly when I ride a new track, evaluating each corner for its character: radius, camber, and whether it is an “entry” turn or an “exit” turn. But, it took me longer than normal to sort out the Barber track, mostly because the track consists of blind corners and a layout that is somewhat complex.
This means that it took a few sessions to not feel lost. I would be asking myself, “Wait, is this that tight turn or is it that turn that opens up?”.
Add to that the need to acclimate to a new-to-me motorcycle and the first day at Barber had me not exactly feeling Stig-like. The second day was much better.
Which way do I go? Notice the fogging face shield. Copyright Raul Jerez / Highside Photo
Learning the Barber Motorsports Rollercoaster
I could tell you all the super-secrets I use to learn new tricks, but I would be repeating myself, because I already wrote a lengthy article on tips for learning new tracks on the Tony’s Track Days website. Read it HERE. Share any other tips you have in the comments below.
Even with my book of tricks in mind, I had a harder than normal time figuring out Barber. Now, to be fair to myself and to put things into perspective (lest you thought for one minute that I wasn’t awesome from the start), I was going respectably fast in the Advanced group after the first session. However, my standards for pacing with the fast guys made me rather discouraged. I know many of you slowpokes are used to being passed by half of whatever group you ride in, but I am not (just kidding). But, even after the third session, I was feeling a bit too much like I should be in the Intermediate group.
This would not do, so I consulted with Tony and my faster peers from New England and discovered that I was slowing too much for a few corners and not getting on the gas nearly early or hard enough. The last two sessions were better, as I started identifying the problem corners and applying some of the reference points Tony and the others were using.
Mother Nature’s Tire Warmers
Sunday morning was 25 degrees F, so we substituted the frozen on-track festivities for a walk around and some bench racing around the tire warmers. Tony and I didn’t bring tire warmers, so we opted for Mother Nature’s warmers, which worked surprisingly well (at least on one side of the tires). After lunch, the temps got up to a whopping 35 degrees, so we pulled on our leathers and hit the track.
Nippy fingers and a fogging face shield told me to take it slow, but after a few laps, it became apparent that the track itself had some grip. Since it was 70 degrees only a few days before we arrived, the ground wasn’t nearly as cold as the air and the asphalt was well over 50 degrees…not great but acceptable.
Let the fun begin. The rest of Sunday was a blast. I started getting up to speed hooking up with Keith, Woody, and Rich. Tony, Adam and Aaron were too fast for me. See the videos HERE.
But, wait! There is more to this story, so read on.
The corkscrew-like Museum turn.
Which way do I go? This should help.
Which way do I go?
The ZX6R owenstrackdayphotos.com
A New Bike
If you’ve been reading the RITZ blog at all you probably know that I sold my most-awesome ZX6R for a Triumph Street Triple R. I really didn’t want to sell the ZX, but a medical issue required me to make the switch from a crouched racer posture to an upright naked posture (oh, grow up).
The differences between the ZX6 and the Street Triple’s spanned only a few areas: handling, gearing, power characteristics, body position, throttle response, drive timing, front tire grip, footpeg feel, shifting ease, wind noise, and color (I wonder how the Striple would look painted Kawi Green).
With all these things to adjust to, it took me most of the first day to get a good session in.
The new bike. Copyright Raul Jerez / Highside Photo
Where’s the Power?
In a nutshell, I wished the 675 had more power. I know, I know power just masks poor riding. But, it also is very useful when trying to pace with the big boys.
The Triple doesn’t drive nearly as hard as the ZX636, so I needed to learn to ride the bike more like a small displacement bike, like a SV. To get the bike out of corners and reach acceptable speed on the straights, I needed to go from cracking the throttle to Wide Open Throttle (WOT) immediately to get the drive I wanted. I found myself using full throttle a lot. The 1050 throttle tube helped make full throttle a bit quicker compared to the stock tube, but a MotinPro unit may find its way onto the Triple’s handlebar end fairly soon.
Why is my Bike Twerking?
OK, so power was down, but that is something I found to be rather fun to manage. Full throttle is never boring. I even think I could have kept with Tony if the bike had better manners in the handling department. Don’t get me wrong, for most riders, the Street Triple R’s fully adjustable fork and shock would be awesome, especially for street duty. The bike never scared me, but I was pushing the bike fairly hard and found the bike wanting to wiggle like Miley Cyrus when cresting the turn 3 hill at full honk. I never felt as if I could drag a knee over that hill with the way the Striple was Twerking beneath me.
Perhaps there was some more adjustments that could have tamed the beast, but the temperatures were so low and the oil so thick that any adjustments would probably not net any real benefit, so I left the adjusters at the Loudon settings and dealt with it. Peter at Computrack Boston will be receiving my forks and order for a new shock by the end of the year so I can have more range of adjustment to suit my style.
Chilly. See the fogging faceshield. Copyright Raul Jerez / Highside Photo
Turn 2 on Sunday. Copyright Raul Jerez / Highside Photo
Museum Corner resembles a mini-corkscrew. Copyright Raul Jerez / Highside Photo
In a future post, I will talk about my experience as a track day customer, as opposed to an administrator/instructor. I made note of several areas that helped me better relate to track day customers I work with. Stay Tuned.
I can imagine that a lot of fellow riders who know me may have a hard time imagining me screwing up. This is because unless you’ve actually seen me screw up, you’re left with a somewhat unreal impression of me as a competent, knowledgeable motorcycle rider who does no wrong. After all, I can talk about advanced riding concepts with a tone of confidence and I ride well enough to back up the impression that I know what I’m talking about.
Well, at the risk of sounding arrogant (am I too late?), I do think I have earned a place at the table with some accomplished motorcycle riding pros. I’m not the fastest guy or the most eloquent, but I have a knack for communicating practical knowledge, both in print and in person.
But, the fact is that a lot of my knowledge has come from some epic screw ups. Let’s step into the way-back machine and re-experience a near-death experience when I was 16 years old.
Don’t let this happen to you.
Tire Terror
It was 1976 and I was riding my 1973 Yamaha TX650 behind some friends in their car. Being a teen whose awesomeness was never fully recognized, I took the opportunity to show my four-wheeled friends what coolness looks like, so I accelerated past them to an indicated 100mph. Just before I reached the end of the straight, the Yamaha started wobbling and weaving so violently that I couldn’t make the right-hand turn that was inconveniently placed at the end the straightaway.
What happened next is a bit of a blur, but I somehow stayed upright in a drainage ditch, threaded between a row of telephone poles and trees, and landing upright on someone’s driveway with my heart pounding out from under my Sears windbreaker. My friends drove up and stopped with mouths wide open. With a “I meant to do that” swagger, I rode home at under the speed limit. Later, I asked my brother what could have caused the problem. After a little investigation we determined that my bald no-name rear tire was likely to blame.
The Lesson: When you ride on a bald rear tire, keep it under 100 mph. Naw, just kidding. How about, always have new tires so you can go 100 mph anytime you want. Wait, that’s not quite right either. I know! Replace your tires before they reach the tread wear indicators so they don’t cause you to have a near death experience. We’ll go with that.
Stay Tuned for Part 2 for more fun when I reveal how being a good Samaritan exposed me to another near death experience.
Below is a video that Aaron (Aprilia RSV4) shot of my first few warm up laps during that last session. The video does not show just how much of a roller coaster this track is. The elevation changes are significant. The Museum turn where we ride over the curbing is a less extreme version of the corkscrew at Laguna Seca.
Here’s one where I follow Tony onto the track and then he takes off. Tony got a hang of the track pretty quickly. It was about 45 degrees but sunny, so after a few slow laps, the tires were able to get warm enough for us to lay down some fairly quick laps. I was still learning the track and I can see several areas where I could maintain higher entry speeds and get on the gas earlier. Can you spot these places?
Ken follows Keith on his new-to-him 1100 Monster EVO racebike:
Below is a video posted by Keith (Ducati 1100 EVO Monster). I appear after 4 laps or so. Thanks Keith!
Tony from Tony’s Track Days and I are leaving for the southern state of Alabama to take in the beauty (and warmth?) of the Barber Motorsports Park and absorb decades of motorcycle history at the Barber Museum. We’ll be riding our motorcycles with X-Act on Saturday and Sunday. Reports to follow. In the meantime, enjoy this video with Ben Spies and Colin Edwards. I’m afraid our trip…I mean Mancation… may be scarily similar to theirs:
Track Day Prep
Tony and I are riding with X-Act Motorsports and they, like many track day organizations, require glycol anti-freeze/coolant to be removed and replaced with distilled water or one of their approved substances. Those of you who ride with TTD know that we don’t require customers to drain their coolant. This is because in the many years that we’ve been running track days, we rarely ever have much trouble with coolant spills. Yes, occasionally some dribbles out of the radiator overflow from a gravity-challenged bike, but it’s never been a big problem. But, it sure can be a hindrance for regular street motorcycle riders to remove their coolant.
And now I’m reminded of just what a pain it is to do. I’m mechanically inclined, so this chore is well within my abiities. But, still… it’s messy and time-consuming when I could be doing something much more productive like polishing my wheels.
The Bull Dog ready for some Barber action.
Transforming the Street Triple from street duty to track bull dog is not a big deal. (I decided that it looks like a bull dog) Although, I discovered that Triumph makes silly decisions that make it unnecessarily difficult to take street stuff off. One poor decision was to put the front turn signal connectors underneath the fuel tank! WTF? To raise the tank, I have to remove the Scott’s damper, so I’ll be putting connectors where Triumph should have put them in the first place: between the tank and the signal housing so the directionals can be removed in seconds, not tens of minutes.
X-Act also wants us to zip tie our sidestand up, which TPM requires, too. Again, we at TTD never found this to be an issue, but it’s a small thing to do. I’ll just make the zip-tie loose enough to slip off so I can use the stand in the paddock. No, we aren’t bringing paddock stands…light is right on this trip.
Gear packing
So, the bike is ready. Next on my list is packing my riding gear. I have one of those really cool Ogio gear bags on wheels, but Tony tells me he has matching plastic bins that fit perfectly in the back of his truck, so I may have to leave the sexy Ogio at home.
I keep all my track stuff in one place, so gathering it up was easy. I kept my tattered Vanson leathers aside until I found out whether my TTD Heroic leathers would be arriving in time for the trip. I heard from Todd today and he says that the leathers must have been shipped by camel, so they won’t be at my house before I leave. He says they will be at the hotel in Birmingham when we arrive. We shall see.
If they do arrive, then Tony and I will either look like we intended our matching black and yellow TTD leathers to look…like team colors. But there is a slight risk that we could be mistaken for advocates of same sex marriage (I don’t know Tony’s politics on this matter, but I’m pro, BTW). We’ll see how the southern boys react. Not that there is anything wrong with that.
Brrrrr?
Wait, I thought Alabama was supposed to be warm, or at least warm-ish. But, the extended forecast says 45 degrees on Sunday. Is this some cruel joke? Well, I’m not laughing.
Now, we hearty New Englanders can handle the cold temps, it’s just that we prefer temperatures that don’t conspire to make our tires Flintstone-hard. What I can count on is the warmth of good friends hanging around the tire warmers and fighting over Wendy Butler’s cookies.
The Trip Begins
I meet Tony at his house on Wednesday, Nov. 20th at 9:00 AM. We’ll load the bikes and hit the road. Anyone know where there is a key fob store near Rt 84?
We made it to Virginia and will do the rest of the trip tomorrow. All is well so far. Tony hasn’t farted once, at least he denied doing it, but I don’t buy his claim that Renee spilled baked beans in the truck last week. I didn’t argue.
So, a trip to Walmart scored us a tarp, extension cord and tarp tie downs. So, now the bikes are tucked in for the night with the ceramic heater I brought turned on high to guarantee that our radiator water won’t freeze.
Packed and ready to hit the road.
Ken and Tony
Bikes under cover with heat! Thank you Hampton Inn.
We Have Arrived
Well, 19 hours of driving later, we pulled into the hotel located just down the road from the racetrack. we’ll be meeting with the other Northerners for dinner and then we’ll hit the museum tomorrow. Look for lots of photos of the museum in the next couple days.
Keith, Tony, Brian, Adam, and Ken waiting for their medium rare cow.
Ken and Tony are in the building.
The Northern Boys
The Barber Motorcycle Museum
I’ll let the gallery speak for itself.
Ducatis
John Surtees display
Classic bikes from above
View across the atrium.
AJS
Daytona Display
Turbo bikes
The Northern Boys 2
The corkscrew-like Museum turn.
My first real motorcycle: 1967 CB160T
First Day on the Barber Track
We expected cold and possibly rainy conditions, but the weather Gods looked favorably on us and gave us dry and not too cold temps (for us New Englanders). We were in the 40s in the morning, with 50s in the afternoon. Getting heat and keeping it in the tires was a challenge, but the grip was fine for the pace we were running as we learned the track.
So, what is the track like and was it worth driving 20 hours to get to experience its awesomeness. In one word, yes. It’s a combination of fast, flowing corners with some tight stuff thrown in. The biggest challenge was to figure out where the heck I was on the track. There are a lot of blind corners, many hidden by hilltops. I would be approaching a hill, not remembering what was on the other side. Once I crested the hill, I would say “oh yeah” and then get on the gas.
By the last morning session, I was starting to not be so lost and was picking up the pace. The afternoon sessions went very well, except for the riders who didn’t understand the concept of taking a couple of laps to get some heat int he tires before wicking it up. That session was a wash with two red flags almost as soon as the session started and again at the restart. Oh well.
Up and Down, Left and Right
The Barber track is a medium-fast, flowing roller coaster of a track. It was a challenge to learn, but once I figured out where I was on the track, things went well. One problem was the cold temperatures. Saturday was in the low 50s and wasn’t bad, but it was 30 degrees when we arrived on Sunday.
We decided to give the track and the air a chance to get a bit warmer before we rolled. After lunch, we went out and proceeded to lay down some respectable laps. I did not have tire warmers, which would have made the first few laps less stressful, but the tires did eventually warm enough for fast, knee-down cornering.
Here are some photos from the weekend. Thanks to Raul Jerez / Highside Photo.
Museum Corner resembles a mini-corkscrew. Copyright Raul Jerez / Highside Photo
The back section.I could be closer to the apex. Copyright Raul Jerez / Highside Photo
Museum Corner. Copyright Raul Jerez / Highside Photo
Turn 2 on Sunday. Copyright Raul Jerez / Highside Photo
Chilly. See the fogging faceshield. Copyright Raul Jerez / Highside Photo
Since this will be our first time at Barber, we will be putting our “Learning New Tracks” skills to use. I did write an article on learning new tracks last year for the TTD website, but do any of you have tips for us that you find helpful?
What kind of attitude about safety does this suggest?
It’s probably not what you think.
You wouldn’t be alone if you thought that the most important part of riding a motorcycle is to learn the physical skills, such as braking, cornering, slow speed maneuvers, and perhaps swerving. While those are very important skills to master, it is the mental skills that are the most critical skills to develop when it comes to reducing injuries and death. And the most important mental skill of all is attitude.
Wait, what?
Yes, in my opinion attitude is the most critical thing to get right; before cornering, or braking, or strategies for managing traffic. Attitude colors the relationship a rider has with motorcycling. A positive and committed attitude toward safety needs to be established from the start and maintained throughout a rider’s two-wheeled career. That’s right, I said career, how’s that for a committed attitude?
Shut Up and Ride
I know that this kind of talk can be a buzz kill. I would rather ride without the need to consider the limits of the riding environment. Sometimes I just want to ride like the twisty public roads are my own personal racetrack, and there are times I just don’t want to play well with other drivers. Unfortunately, I know too many motorcycling friends who died too young to not take the limits seriously.
It’s not enough to be very skilled at controlling a motorcycle. If your attitude stinks and you can’t seem to keep a healthy balance between fun and safety, then your days on two wheels are likely numbered. So, I say Shut Up and Ride WELL!
This guy was a student of mine some years back. His attitude for learning to be the best rider he could be was contagious.
The good news is that a positive, committed attitude also leads to more enjoyment and fosters the often-illusive “Zone” that most of us covet.
How badly do you want to survive? Perhaps I’m being melodramatic, but it’s a serious question. When it comes to participating in a sport where people die, you owe it to your loved ones and yourself to ask that question. If the answer is “I really, really want to survive”, then do something about it.
It’s important to have excellent physical skills, such as cornering, braking and the ability to perform evasive maneuvers. However, superior mental skills prevent the vast majority of close calls and crashes. Learn to play the mental game and you’ll be a winner. Refuse to learn the tricks of motorcycle control and survival and you’ll lose.
But, it all starts with a committed attitude. Without an attitude that prioritizes risk management, then it’s unlikely that really proficient mental and physical skills will ever develop. It takes a commitment to be really good at anything, including motorcycling. Without a certain level of commitment, you can count on mediocrity. Can motorcycle riders afford to be mediocre?
This is number 3 in a series on adapting to a new motorcycle, whether that means borrowing a friend’s bike, swapping bikes on a ride, or adapting to a new bike. Please share your experiences in the comments section. If you’d like, read Part 1 and Part 2 to see what other challenges we often face when adapting to a new motorcycle.
Too much throttle, too quickly. photo by Tim Richer
You Can’t Handle all that Power
Testing the brakes is probably the first thing you should do when swinging a leg over a new bike. Many people think that power delivery is the most important thing to calibrate to, because acceleration is a more obvious and intimidating force…fewer people seem intimidated by brakes. Even though more people seem to get into trouble with unfamiliar brakes, plenty of people fail to consider what they’re in for when twisting the throttle.
Throttle Transitions
One of the most common issues I have when riding different bikes is how smooth or abrupt the power delivery is when transitioning from off-to-on throttle. This can be a serious control issue if I am at full lean. When I crack the throttle, I am looking for a smooth delivery of power. But, some bikes are not mapped (FI bikes) or jetted (carbureted bikes) correctly for a gradual, controlled transition. What I get instead is a lurch that upsets the tires and sends the bike off line. One of the worst bikes I’ve ridden was an early model Honda RC51. It took all my tricks to control that bike’s fueling (see below).
I had my mind set on buying a new Yamaha FZ-09, but after hearing about the abrupt throttle delivery, I decided on the Street Triple, which is know for decent throttle control and response. Although it could be better, IMO.
Manufacturers try to find the balance between meeting emissions requirements and acceptable performance, which means that the fueling is often too lean for good throttle control. This is where Power Commanders and other aftermarket products come in. With a little time and a laptop, you can adjust the fueling the way it should be for performance, at the expense of emissions…something the manufacturers aren’t allowed to do.
Getting on the throttle photo: www.owenstrackdayphotos.com
Throttle Response
Throttle response is another factor that varies from bike to bike. Throttle response is how quickly the engine responds to rider throttle inputs. A snappy response is good for sportbike riders that want immediate results to get the bike launched as hard as possible. This is especially desirable when riding on the racetrack. Many racers install quick-turn throttle housings to get to full throttle with as little wrist movement as possible.
Street riders usually want a less aggressive throttle response so that inadvertent throttle movements don’t result in unwanted acceleration. But, slow throttle response can make a bike feel sluggish, unexciting and lazy.
Managing All That Power
To get a feel for throttle response and power delivery, find a straight section of road and roll on the throttle gradually. Grabbing a handful of throttle grip could land you on your ass if the rear tire spins or if you loop it in a mondo wheelie. In either case, you now own a bike that some idiot crashed (you).
If you are testing a bike with multiple power delivery modes, you may want to set it to the “rain” mode to soften power delivery. After some time, you can try the full power modes. Apparently, the FZ-09 has acceptable throttle transitions using the least aggressive power mode, but what fun is that?
Keep your right wrist in a comfortable down position for better control.
Throttle Tricks to Try
Here are some simple things to do to help manage throttle control:
Ratchet Throttle- Instead of rolling the throttle like a rheostat, move your wrist as though you are rotating through a series of “clicks”. This measures your throttle position better to help resist introducing too much throttle at one time.
Keep your wrist down- A comfortable wrist-down position “locks” your throttle in position and helps control throttle movements.
Relax- Arm tension transfers to the handlebars and handgrips.
Anchor your thumb- Stick your thumb out a bit to make contact with the handlebar control pod to lock your hand in place. This is especially useful when riding at slow speeds.
What experiences have you had with throttle characteristics on different bikes?
