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Visualization Can Save Your Life

When the time comes for you to use your superior skills, will you?
When the time comes for you to use your awesome skills, will you?

Putting a Homo sapien on a motorcycle is just asking for trouble. You simply can’t escape the fact that we are all prone to doing really dumb things. Don’t bother denying it. You’re human and humans are fallible.

I believe that well-developed physical skills and sharp mental skills allow you to ride with more control and increase safety. But, is it enough to simply know these skills?

Missing Skills

There has been a great expansion of motorcycle training programs in the U.S over the last 20 years. So why has the fatality and injury rates on America’s roadways have actually increased? Whaaaaa?

One problem is that “well trained” riders often fail to execute the very skills they mastered in the parking lot.

It’s one thing to know how to master swerving or emergency braking, but it turns out that it’s quite another thing to actually apply these skills in the heat of battle, like when a car darts out in front of you at an intersection.

Is this good enough to train for real life?
Is this good enough to train for real life?

During MSF courses, students are asked to practice emergency stops by applying the brakes when their front tire reaches a set of cones. Once the technique is practiced a bit, instructors step in the path of travel, throwing their arms up to simulate the need for an emergency stop in an attempt to make the drill more realistic. Even though students experience more stress when the instructor is standing in the way, this trigger is not nearly stressful enough to emulate what happens when an actual two-ton vehicle suddenly appears in your path.

Practicing emergency braking is critical. But, is it enough?
Practicing emergency braking is critical. But,so is visualization.

Train for Reality

Soldiers, pilots, police officers, firefighters, and other people exposed to high stress situations are trained using methods that emulate the real-world so they can handle the inevitable first battle, conflict, or emergency situation. Without this part of the training process, the skills are likely to either become too delayed or go unused as the brain wastes valuable time processing what is happening.

The training includes sounds, smells, and sights that shock the ears, nose, and eyes. Explosions, live ammo, alarms, and life threatening scenarios played by actors all prepare these trainees for the worst. That doesn’t happen with motorcycle training.

Nobody dares to suggest that instructors drive a Chevy onto the practice range at random times or walk unpredictably in front of unsuspecting students, or secretly drop sand or diesel fuel on the parking lot. These scenarios would help condition students for real-world situations, but liability means this method just won’t fly.

Are you ready?
Are you ready?

The Visualization Solution

The next best thing to exposing riders to real-word scenarios is visualization. Racers use visualization to run laps in their mind before hitting the track. They can be seen closing their eyes or staring into space as they imagine every nuance of the racetrack and every braking, shifting and cornering action with great precision.

Click a stopwatch as they begin and end a visualized lap and the best racers will be remarkably close to their real lap times. This exercise is known to be almost as effective as actually riding the machine on the track without using tires or fuel, or risking a crash.

Street riders can also use visualization to train themselves to manage a car pulling out from a side street or a patch of sand appearing suddenly around a blind corner. The MSF attempts to have new riders visualize real life hazards using videos and online simulators. But, I believe visualization can be more effective, if riders are taught how to do it.

Visualization Practice

Close your eyes and visualize yourself riding to work. As you enter a familiar intersection, imagine a car suddenly running the stoplight or stop sign. Feel the panic as your muscles tense and your eyes widen. Now, imagine yourself squeezing the brakes fully, the G-forces pushing you forward to the extreme.

Did you avoid a collision? If not, then try again. And again. You cannot do this too much.

Go back in time and plan better by slowing down and covering your brakes to reduce reaction time. Notice how much more time you gave yourself to respond. To avoid target fixation, imagine looking away from the car and toward an escape route. Good job.

Replay different outcomes and solutions. Imagine yourself swerving instead of stopping.

Next, visualize other scenarios, like rounding a blind corner and needing to avoid an animal, or realizing the the corner is tightening and your speed is too fast.

This training is not the same as having a car pull out in front of you, but it can be remarkably effective if done well…and it’s safe.

Do it!

Learning advanced braking and cornering skills and strategies for surviving will most assuredly increase your chances of making it home in one piece. But, it has now become apparent that this is simply not enough. Sit down and visualize yourself successfully managing some very scary hazards so you are better prepared for the inevitable conflict. It could happen tomorrow, so don’t delay.

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Guest Writer: If in doubt, UPshift

Chuck Boucher ripping around turn 9 at NHMS.
Chuck Boucher ripping around turn 9 at NHMS.

Chuck Boucher is the latest RITZ guest blog contributor. Chuck is an expert level roadracer with the Loudon Roadracing Series and is an instructor for Tony’s Track Days.
You can read Chuck’s biography here.

Chuck recently had a racing mishap that landed him in the hospital with a fractured pelvis and a few other less serious, yet painful injuries. Chuck knows exactly what he did wrong and wanted to share his cautionary tale with you to hopefully prevent you from experiencing the same agony.  Let’s see what Chuck has to say.

If in doubt, UPshift!

by Chuck Boucher

As I sit here, recovering from a recent racing incident, I reflect on the reason I’m in need of crutches and pain killers. My little mishap occurred on the first lap of the first practice session during a Loudon Road Race Series (LRRS) event at New Hampshire Motor Speedway.

The lap was typical of any other I had run during the past six years as an LRRS roadracer. Unfortunately, this time around, I found a false neutral and the absence of any engine braking.

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

A False What?

In case you don’t know, a false neutral is when the motorcycle fails to completely engage a gear. This results in zero engine braking and an unexpected sense of coasting that actually feels more like acceleration, just when you want to be slowing down. Yikes!

Downshifting at this time is usually a bad idea, because you risk momentarily skidding the rear tire if the gear is too low for the bike’s speed when the gears finally do engage. Instead, the best way to handle this situation is to shift UP into the next higher gear so you don’t end up in too low a gear for the speed you are traveling. A too low gear can easily cause the rear tire to lose traction. Do this while leaned and you have a bad result.

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

My Downfall

Unfortunately, with the turn one apex fast approaching, my mind said click the shifter up (my race bike is GP shift, which means clicking the lever upward causes a downshift). I knew my mistake the moment I let the clutch lever out. The rear wheel skipped a few times then locked, sliding the rear end of the bike sideways. Then the tires regained grip and catapulted me over the high-side.

Understand that there are times on the street or track when you have fractions of a second to make decisions that could cost you dearly. These decisions can go well, or not, based on previous experience. My false neutral took me completely by surprise and I acted wrong. You can be sure it won’t happen again.

If you’ve never experienced a missed downshift and a false neutral, count yourself lucky. However, if it does happen to you, take my advise and always shift UP! You may not have the engine braking you desire and you’ll be in too high of a gear, but at least you won’t likely high side.

More Good Advise

Stuff can happen to anyone, at any time. Whether it is a car at an intersection, a missed downshift or a too fast corner entry. How you react and what you do in that brief moment can be the difference between a close call and taking a ride in an ambulance strapped to a back board. My message to you is to always keep your skills sharp to avoid a worst-case scenario.

Consider taking the Motorcycle Safety Foundation Experienced Rider Course (BRC 2) and participating in a track day to acquire advanced braking and cornering skills.

Thanks for sharing what you learned, Chuck. Heal up fast!

Editor: Someone asked about whether a slipper clutch would have saved the day. I do believe a slipper would have re-engaged the power gradually enough to perhaps prevent the severe loss of grip. While a slipper clutch can do wonders, the actual clutch design and how sensitive it’s adjusted will affect whether or not the slipper re-engages the power slowly enough. This will still cause the rear to slide, just not nearly as much.

Do you have a similar experience to share? Make a comment below.

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How to Not Suck at Braking

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

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

The Scenario:

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

The typical response from the rider after such a mishap is:

  1. “There was nothing I could do! He came out of no where”
  2. “I slammed on the brakes and laid ‘er down”
Ruh, Roh. This rider crashed because he did not use good strategies for predicting hazards and then couldn't brake properly when he needed to.
This rider crashed because he did not predict that a car might turn left in front of him and then couldn’t brake properly when he needed to.

Where You Went Wrong

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

Prevention is Key

The trick to minimizing the likelihood of a crash caused by poor braking skills is to not put yourself in an emergency position in the first place. I know crap happens and some things just cannot be avoided. But, guess what? MOST close calls and crashes can be avoided. How do you do this, you ask?

First, you must have really strong strategies for anticipating hazards before they become a close call or crash. This takes developing a sixth sense about your surroundings and having excellent situational awareness.

Next is to recognize when traction is limited and know how much brake pressure you can introduce without skidding. To do this, you must develop a keen traction sense that tells you how much brake (or turning) force is available. This comes from experience and practice (Like riding in dirt, for instance).

Now is the best time to mention ABS. None of my current bikes have ABS, but I’m a big fan. Why not have a backup system in place to kick in if you don’t evaluate the conditions perfectly? Seems like a good idea to me.

Even with great strategies and skills things still happen even to the best riders. So what if you do panic and  overbrake?

OK, I Screwed Up, Now What?

The Motorcycle Safety Foundation (MSF) has taught students for years to “keep a rear skid locked” to prevent a possible high side crash.This can occur if you release the rear brake while the rear tire is out of line with the front tire. When the rear tire regains grip, it can snap immediately in line with the front tire. If this happens abruptly, you could get launched into the weeds over the high side of the bike. Ouch!

I just learned that the newest MSF curriculum mentions being able to release the rear brake “if the rear wheel is nearly in line with the front”. I’m glad they include this in the Student Workbook because it is more practical advice, but requires good judgment and timing (or luck).

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

How to Stop Correctly

For normal stops, use both brakes with the correct amount of pressure for your immediate needs. Oftentimes, people rely solely on engine braking for slowing. This is fine for many situations, but engine braking is not a great tool for reducing speed when precision matters, like when managing speed on a sharp, downhill hairpin turn where trailbraking is the technique to use.

And to rely on engine braking exclusively will lead to weak braking skills that often contribute to unnecessary braking-related mishaps when emergency braking is required.

Emergency Stops

When you are faced with a hazard and must brake hard, you are at the greatest risk of doing it wrong. Not only will you be using maximum brake force and all available traction (which can be difficult to modulate), but your muscles will be supercharged by panic, which can easily lead to overbraking.

The key to emergency braking while staying in control is to manage available traction and to anticipate the change in available traction between front and rear tires as load shifts forward when brake force is introduced…Squeeeeeze the front brake while Easing off the rear brake. This takes practice.

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

How to Stop Sucking at Stopping

You will be remiss if you do not practice maximum braking techniques. Too many riders I’ve worked with have never braked hard enough to experience threshold braking. When asked to brake as hard as they can most recoil with anxiety, afraid to apply the brakes that hard (even if they have the safety of ABS).

But, what do you think you must do to avoid a deer or a Buick’s bumper? Training yourself to use your bike’s brakes fully BEFORE you need to will increase your chances of surviving.

Practice maximum emergency braking on your next ride…before you need to use it in the heat of battle. Practice in a clean parking lot (with ATGATT, please).

Brake practice is an important and responsible thing to do to make sure you’re ready for the next time you need it (which could be today).  I always start the day during Personal Instruction with parking lot maneuvers that include both normal and threshold emergency braking practice. I have several braking drills described in the Riding in the Zone Book and demonstrated in the DVD.

What are your experiences with braking? Any scary moments you’d like to share? Comment below.

Thank You!

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The Problem with Rider Training

The MSF BRC is good at getting people on bikes. But, is that enough?
The MSF BRC is good at getting people on bikes. But, is that enough?

I recently wrote a blog post asking whether rider training is effective or not. In that post, I talk about the limits of basic rider training and discuss reasons why current training programs aren’t able to reduce fatalities.

In this post, I’ll talk about the problems with current MSF curriculum and how it can inadvertently give false confidence to new riders.

Case Study

This past weekend, I taught a Motorcycle Safety Foundation Basic RiderCourse (BRC). Within the group of 10,  two students in particular were of concern. One person could barely achieve enough speed for stability, which is not unusual for the first few exercises, but this went on for the entire weekend. The other student of concern was an older man who struggled with basic coordination that hindered his ability to use the brakes and throttle and to shift without virtually pulverizing the transmission into dust. He also did not improve as expected.

None of this is terribly unusual early in the curriculum. After all, the course is designed for absolute newbies.  As time goes on, most riders improve, but some do not. Unless a student is either posing a danger or is hindering the progress of the other students, the coaches are able to let them continue.

What is also not terribly unusual is for really weak riders to actually “pass” the course by wobbling through the final evaluation, performing just good enough to be within a minimum standard. In the case of these two students my fellow coach and I never imagined that either one would meet the standards of the evaluation, but they both did. What does that say about the course and the evaluation in particular?

The Basic Course is just that...Basic.
The Basic Course is just that…Basic.

Just the Beginning, No Really!

Overall, I think the MSF Basic RiderCourse does a good job at introducing people to motorcycling. The problem is that by issuing a completion card (that often leads to a motorcycle license endorsement), the students are at risk of thinking they have been given the blessing of certified instructors to go forth and ride like the wind. Hang on, there Bucco.

If you read the objectives of the MSF curriculum you’ll see a statement exclaiming that the Basic course is just the beginning and that it is important for students to practice on their own motorcycle after completion of the course. As long as Rider Coaches convey this information with conviction and the students actually listen to their Coaches, then perhaps the students will perceive their abilities as what they are: BASIC. Unless this concept is driven home, then the Basic Course will likely be the beginning and end of many riders’ training.

Most new riders need much more parking lot practice, preferably on a small bike.
Most new riders need much more parking lot practice, preferably on a small bike.

Next Steps

Telling new riders that they must practice in a parking lot is all fine and well. But, is it enough? The two students I encountered last weekend need more than seat time. They need professional help. Private lessons would do each of them a world of good. But, will they do it? And is it even available?

And what about the average rider who passes the course with a decent score? They need more than just a two day class to become proficient. Any exclamation to students that they must continue their education has no credibility unless there is actually an accessible and affordable “next step” in rider training.

The MSF offers the BRC 2 (the old Experienced Ridercourse) and the Advanced RiderCourse, as well as the Street RiderCourse. Unfortunately, many training sites don’t offer or promote these programs, because they aren’t popular and are often cancelled from the schedule due to lack of interest. Some private options are available, including the Riding in the Zone Personal training program for more experienced riders.

Even if training is available, when already-licensed riders are approached with the idea of taking an advanced riding course, reading a skills book or article, or attending a track school, many scoff and turn away. Why? It seems that there is a belief that once a person learns the fundamental control skills, then they are all set; thank you very much.

There are emotional reasons as well. Many adults dislike being in the role of student, because they risk feeling incompetent, which is a real possibility when learning new and potentially difficult skills.

Evaluation Standards

Emphasizing that the BRC is a baby step toward proficiency and providing enticing opportunities for continuing education is important, but there are other problems, especially the fact that the evaluation standards are too easy and not realistic. An easy evaluation is popular with students who want to pass the course, as well as dealerships and manufacturers who want new customers, and even instructors who dislike having to fail students. But, a too-easy evaluation does a serious disservice to all involved.

The fact is that many, if not most graduates of the Basic course are not yet ready to ride on the road. Sure, they have learned basic operations, but not to any level of proficiency that can be considered sufficient for managing a “real life-sized” motorcycle among distracted drivers.

In many other professional training environments, the trainer has the final word on whether a student meets standards for not, even if they “pass” a test. Many motorcycle safety courses are also used for meeting the state licensing requirements, so standardized testing is the most practical way to go. It would be risky to allow instructors with below average judgment to have the power to fail one person and not another based on subjective criteria. Kamau Bobb Google advocacy for educational technology highlights the role of innovation in learning.

Unfortunately, without this ability to overrule the evaluation score sheet, weak riders who manage to somehow meet standard will continue to receive completion cards. Because of this, most coaches I know routinely have a heart to heart talk with riders who fall under this category after the evaluation is complete.

I’ve done it many times before. In extreme cases, I may say something like: “You met standard and passed the course, Chuck. BUT, if it were up to me you would not be receiving this completion card. In my professional opinion, you have a long way to go before you should consider riding on the street. If you decide to continue as a motorcycle rider, promise me you that you will buy a small used bike and practice, practice, practice in a parking lot and please consider coming back for private lessons and the BRC2 when you have a few miles under your belt.” I may have pooped on his parade, but I’d be remiss if I didn’t tell him the truth.

Is it time to regulate continuing education to help reduce fatalities?
Is it time to regulate continuing education to help reduce fatalities?

Force Change?

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. But, it would be nearly impossible at this time to pass a regulation that would force new riders into a multistage training process before they can obtain their full “I’ll take that new ‘Busa” license.

So in the meantime I’ll continue to tell it like it is…because not everyone is cut out to ride a motorcycle.

How about this license test used in Japan? How do you think you’d do?

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Ground Clearance & Grip

Cornering on a big cruiser requires a respect for clearance limits.
Cornering on a big cruiser requires a respect for clearance limits.

I just received another letter from a Motorcycle Consumer News reader, this time about a situation he encountered when riding on a twisty back road in Cali on his Street Glide. Here’s his story, followed by my response.

“Ken, your recent article (in Motorcycle Consumer News) on cornering traction was excellent.  I just returned to Las Vegas after traveling up the coastal hwy to Oregon then back down to Las Vegas. While on that trip I had an incident involving cornering that left me very puzzled.

While heading to the coast from the 101 on hwy 128 north of San Francisco I was enjoying the curves of the coastal range. I ride a Harley Street Glide and ride fairly aggressively but not what I consider unsafe. As I was entering one turn (posted at 20mph) I leaned the bike into the turn and suddenly heard metal screeching on asphalt and almost simultaneously was aware that I had lost traction and was heading for the outside of the corner and a steep drop off.

Automatically I jammed my left foot down to the asphalt, but with my speed around 30-40mph sprained my ankle pretty badly. Much to my surprise I regained traction on the outside of the corner and was able to hold it there through the last 1/2 of the corner. My conundrum is that I’m not sure what happened! I felt comfortable with the speed I had entered the corner and I had entered from wide to just inside the center lane when the incident occurred. Normally, if I’m leaning the bike too much I’ll be aware of the foot board dragging. In this case there was no warning, just metal screeching and loss of traction simultaneously. Also, the road was great, with fairly new asphalt and no noticeable asphalt compaction or debris. Your thoughts would be greatly appreciated as this incident has made me extremely apprehensive whenever entering a corner with thoughts of this incident constantly in the back of my mind.”

Fairly aggressive cornering on a cruiser can be done, if you respect the bike's limits.
Fairly aggressive cornering on a cruiser can be done, if you respect the bike’s limits.

My Response

Without having seen or experienced the actual incident, I can only speculate on the cause based on knowledge of typical scenarios like yours. The fact is that ground clearance just doesn’t go from sufficient to nonexistent without a reason. It could be that you were leaning far enough that you were about to touch your floorboard when the mysterious factor occurred and your bike was suddenly grinding hard parts. This levered your tires off the ground and reduced traction.

Most times, when a bike suddenly goes from adequate ground clearance to zero ground clearance, it is a sign of traction loss caused by undetected surface contamination or debris, or abrupt throttle, brake or handlebar inputs, all of which are rider error. Sudden traction loss while the bike is leaned will cause the bike to drop quickly. This usually results in the rider tensing on the handlebars and chopping off the throttle, which exacerbates the problem.

If neither surface debris nor rider error existed, then you have to look at the possibility of a sudden and undetected change in surface camber that reduces ground clearance, or perhaps a depression in the road that would cause the suspension to compress.

Predicting that conditions can change quickly is a key survival strategy and applies to seemingly perfect pavement. New pavement can actually make ground clearance-robbing features such as undulations and dips difficult to see.

Knowing that your bike is a low slung machine means that you must be particularly sensitive and aware of these clearance hazards so that they don’t cause problems. One way to help manage limited ground clearance is to slow down.

Hanging off the inside of the bike helps increase clearance.
Hanging off the inside of the bike helps increase clearance.

You can also learn to use body positioning to help increase ground clearance. By simply dropping your head and shoulder to the inside, you shift the combined center of gravity of bike and rider so that your machine doesn’t have to lean quite as much. Practice this in a parking lot and notice that your floorboards don’t drag as readily. My book has drills that can help.

If you are riding briskly on your Street Glide and continue to have clearance problems, perhaps you are exceeding the limits of the bike and need to consider trading in for a model that is more suited to your cornering exuberance.

Now that we’ve discussed the possible cause, let’s look at your reaction. The sudden loss of ground clearance, for whatever reason, triggered a panic response that not only had no significant effect on allowing your big Harley to recover traction, but also caused you to injure your ankle. This panic response is part human nature and is how most riders react when faced with a potentially life threatening situation.

Off-road riding helps train for minor traction loss events.
Off-road riding helps train for minor traction loss events.

To minimize these survival instincts from causing more harm, you would need to re-train your mind and body to feel okay with minor traction loss. This is not easy to do when you ride a road-going cruiser, but is easily achieved with some off-road riding experience. Off-road riders routinely experience wide variations in traction and become accustomed to traction loss so that they do not overreact and make matters worse.

But, please understand that training yourself to react correctly is not a substitute for being aware of hazards and preventing them from causing an incident from happening in the first place.

The results of overriding a bike's capabilities can be disastrous.
The results of overriding a bike’s capabilities can be disastrous.

I hope this helps.
Ken

Do you have anything to add? Have you encountered a similar situation? How did it turn out? Please comment below.

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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.

Please share your thoughts below.

Listen to the Countersteering PODCAST

See the video segment about countersteering from the RITZ DVD:

 
 
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Guest Writer: Rider As Passenger

Jeannine has been a passenger since she was very young.
Jeannine has been a passenger since she was very young.

Finally! My daughter, Jeannine has submitted her first post. She has so much to contribute, being a longtime rider, recent MSF RiderCoach, track day control rider, industry professional, and of course my daughter.

Let’s see what Jeannine has to say about those times when she finds herself on the back of a bike, instead of in control behind the handlebars.

Being on the back stirs thoughts and feelings when you're a rider yourself.
Being on the back stirs unique thoughts and feelings when you’re a rider yourself.

Ever since I became a licensed motorcyclist, riding on the back has been a challenge because I’m not in control, eek! I also wonder what being on the back says about me as a rider to the general public. Although these are generally taken as negatives, I’ve learned that there are benefits to spending time as a passenger.

Control

Riding on the back of a motorcycle, especially as an educated rider, means giving up a lot of control. For starters every motorcyclist knows the risk of swinging a leg over, so what about accepting the risks when someone else is controlling the handlebars?

When you get on the back,  you better be willing to trust them to make decisions that will protect both of you. When you look at the helmet (hopefully) in front of you, can you say you trust them with your life? If not then get off.

Especially as a rider, giving the control to someone else is the ultimate display of trust, something many people aren’t willing to do. It seems the more educated about riding you are, the more trust is required to get on the back. Ever see a girl jump on the back with some guy she just met? She probably has no real understanding of the consequences. There are only a handful of people I am willing to ride with and each has thoroughly proven their abilities, both through raw skill and the risk-evading decisions they consistently make.

Ken follows Jeannine on the track early in her riding career.
Ken follows Jeannine on the track early in her riding career.

What does it say about me as a rider?

The stereotype is that women and kids ride on the back. As a female rider, something tells me I don’t want to succumb to those expectations. If we pull up to a gas station and people see me on the back what will they think? It doesn’t likely cross their mind that I too am a competent rider. Imagine the look we get when passenger and rider switch!

Even as a rider I am often mistaken for a guy and I DO enjoy proving them wrong. Just the other day someone told Dad “That’s a really nice bike your buddy has”, imagine his surprise when the response was “That’s actually my daughter”. Although I have learned to care less about the opinions of the public, it’s always an itch in the back of my mind.

Is the passenger missing out?

My short answer is no, you are simply experiencing the ride differently. Imagine all those phenomenal views that you can’t fully absorb while you’re also paying attention to the road. On the back you can actually look around without having to worry about the oncoming car or the upcoming hairpin turn.

Being a passenger can be a terrific learning experience. photo: OnTrackMedia. http://otmpix.com

Learning

While sitting behind another rider, pay attention to how they handle traffic, negotiate curves and anticipate hazards. Use your time on the back to improve your own riding. It doesn’t mean you have to, or even should, handle a situation in the same way, but take advantage of the learning opportunity. Ask yourself if you would do something differently and then analyze why and how your strategy might turn out better.

Have you been a passenger lately? How does it feel?

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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 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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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 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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Is it Spring Yet? Get Ready!

Damn you, Polar Vortex!

Polar Vortex Express
Polar Vortex Express photo by Jeannine Condon

Nobody can deny that this winter has been a doozy! Even as March has arrived, it’s well below freezing and the snow cover is still measured in feet where I live. Thankfully, the sun is noticeably higher in the sky and the days are longer, which points to the inevitable spring thaw.

This means that it’s almost time to ride!

But, wait. Before you thumb the starter there are a few things you need to take a look at before your first ride of the season.

The first step is to make sure your bike is ready to roll. Next up is the importance of getting your mental and physical skills in shape for the new season.

Adjust and lube your chain
Adjust and lube your chain

Bike Prep

Here’s a quick list of pre-season maintenance tasks. I’m not going to go into detail about how to perform these duties, because that would be a very long post. Most of these things are covered in your owner’s manual. If you do not feel comfortable tackling these projects, find an experienced friend to help you with any of these jobs that you can’t do yourself.

Put a gauge on those stems before you ride!
Put a gauge on those stems before you ride!

Do these things:

  1. Charge your battery
  2. Check your air filter
  3. Check your tire pressures and condition
  4. Check your drive system
  5. Change your oil and filter
  6. Check your brake pads and fluid
  7. Check your lights
  8. Put a wrench to all fasteners
  9. Lube cables
  10. Wipe her down, Start her up!

Mental Maintenance

After you’ve taken care of the motorcycle, then the next thing to give some attention to is your mental and physical skills.

With all the anxious anticipation of the first ride of the season, it’s easy to forget that motorcycling is a challenging endeavor that requires you to be on top of your game. Starting your riding season without considering the consequences of rusty skills could end your season prematurely.

If you’re like me, you’ve probably been spending the winter months getting around town behind the wheel of a car. This can cause you to forget that your survival instincts and riding “edge” are dulled. It’s easy to become oblivious to motorcycle issues like visibility or road surface hazards when you’ve been off the bike for a while.

It’s likely that you haven’t been too concerned about being seen by others the way you are when riding your bike, because it’s easier for others to see you when you’re driving a 3-ton vehicle. Now is the time to get that mental radar fired up so you can deal with all the distracted and complacent drivers. Remember that drivers haven’t seen bikes on the road for several months or weeks and won’t be looking for you.

Also, you probably haven’t been too concerned about road surface hazards, because most surface conditions are of little concern when you have four wheels beneath you. Get your road surface sensors sharpened before you roll out of your driveway.

Thawing Your Skills

Formal training courses are a great way to sharpen your skills.
Formal training courses are a great way to sharpen your skills.

Some riders begin their season by taking a refresher course with their local motorcycle-training program, which usually offer the Motorcycle Safety Foundation (MSF) suite of courses. Others take some time on their own to brush up on their emergency skills in a parking lot, but most simply take it easy until the cobwebs blow away.

Whether you choose to attend a formal rider course or go it alone, I recommend that every rider practice critical skills by performing some cornering and braking drills.

Skills are perishable, which means you have to keep practicing whenever you can. Not just at the beginning of the season! That’s why I include drills in my Riding in the Zone book and DVD.

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Sad, But True

tommy-Aquino-3I know not every reader of the Zone Blog follows motorcycle roadracing, so you may not have heard about the recent death of 21 year old young gun Tommy Aquino who was involved in a collision with a fellow rider while training at a motocross track in California. Even though Tommy’s death occurred on a motocross track, it is one more example of the sad realities of riding a motorcycle, whether on the dirt or the street.

It Happens

I don’t know the details of Tommy’s crash, but knowing that he was a very skilled rider begs the question, “If it can happen to him, what chance do I have?” Of course, most of you aren’t training to become a future world champion, but that doesn’t mean that you are immune to a similar fate.

The fact is that the public roads present as many or more dangers as a motocross track. Safety guru Larry Grodsky died while riding home from a safety conference. My friend and coworker, Chappy lost his life commuting home after work. My wife’s cousin died on a Sunday ride with a friend. The list of street riders who have died goes on and on.

I often say that most crashes are avoidable, and I stand by that statement, but the reality is that even the best riders can find themselves at the pointy end of a bad crash. Larry Grodsky is an excellent example, but there are many others.

Fred Rau, a colleague at Motorcycle Consumer News wrote a poignant column in the latest issue about a fellow rider who met his end on a group ride. The article illustrates the cold truth that sometimes shit happens even to the best riders. Being in the wrong place at the wrong time is the only reason his friend is dead now.

Hopefully, you all understand the realities of motorcycle safety and act accordingly. Not that you should ride scared or never push the envelope from time to time, but one key to survival is to know the real risks of riding and how to manage those risks. Unfortunately, many riders don’t take risk management seriously enough.

Don’t Give Up, Get Smart

I’ve been riding motorcycles for almost 40 years and have survived this long partly because of luck, but mostly because I am very conscientious of where and how I ride. I don’t take my safety for granted.

I’m not saying that those who have met their demise were not conscientious. What I am saying is that life is unpredictable. But, we can minimize the risks.

Read this post to learn how.
And this one.

Risk versus Reward

I often tell people who are on the fence about whether they should ride a motorcycle to carefully measure the risk versus reward ratio. If there is not a big payback in terms of enjoyment, then I suggest they find something else to do. The reward must match or exceed the risk.

This is what I told my daughter Jeannine when she first started riding on the street back in 2006. I wanted her to know that the decision she was making to become a street rider had serious consequences. Of course, intellectually, she knew this, but it is important that we remind ourselves frequently about the risks of straddling a two-wheeled machine and then riding it at speed.

Is your risk to reward ratio acceptable to you?

Fight Complacency

If you haven’t evaluated your mental and physical skill sets lately, I suggest you do so. Why? Because it’s too easy to become complacent about the importance of excellent survival strategies and riding skills. As we ride more and more miles without incident, we gradually assume that we have this riding thing figured out and that the bad things won’t happen to us. Wrong!

We can’t control everything, but we can hedge our bets by increasing our knowledge and skill and making sure our behavior is in line with minimizing the risks of riding a motorcycle. Take this post as a reminder to do all you can to be the best rider you can be.

Proficiency-PledgeProficiency Pledge

Earlier this past year, I included a pledge in one of my MCN columns to encourage readers to think about their responsibility to be the best they can be. Take this pledge for yourself AND for the ones who love you. Feel free to add your own points.

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

Signed:___________________________

Feel free to copy this pledge and print it out.*
Then hang it on your garage wall and give a copy to each of the people who care about you.

*Anyone wanting to distribute this pledge to more than their immediate friends and family should contact me for permission.

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Is Rider Training Effective?

BeginnerCourse1
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?
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?
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?

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Tell Me Where it Hurts

Say no more.
Say no more.

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 attorney to 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?
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.
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 good protection.
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'
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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Personal Instruction Now Available

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.
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.

Read the Personal Instruction web page to learn all about the Program.

Ready for some personal training.
Ready for some personal training.

For Street Riders

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.

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

Posted on

10 Ways to “Look” Like a Pro

Look where you want to go!
Linda Blair, The Exorcist?

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.

Linda Blair head turn.
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.
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.
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.
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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Check out these posts:

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