Many of us realize that tires are a crucial element of our motorcycles, something we can’t afford to compromise on.

This is because, unlike cars, poor or defective motorcycle tires can swiftly result in an accident. But have you ever considered that your tires also function as springs?

Tires as Springs

Indeed, the concept of tires as springs isn’t far-fetched. Let’s consider this scenario: if you strike a spring with a hammer, the force exerted on the spring bounces back, potentially hitting you in the face.

What about if you drop an inflated tire onto the ground? The tire rebounds like a spring, demonstrating Newton’s third law that every action has an equal and opposite reaction.

Springs come with specifications. For instance, a mountain bike shock spring has a 425 lb-inch rating, meaning it requires 425 lbs of force to compress it by one inch.

This concept is not much different from PSI or the pressure inside our tire. Increasing air pressure requires more force to compress the tire. However, the significant discrepancy between a shock and a tire lies in their damping rates.

The Importance of Correct Terminology: Damping Not Dampening

Now, let’s clarify a common misunderstanding, especially among casual motorcyclists. Words like sag, preload, compression damping, and rebound damping are often thrown around.

However, many erroneously refer to it as “dampening.” Let me save you from potential embarrassment; dampening refers to making something damp.

On the other hand, damping means reducing the oscillation’s amplitude. The correct term in suspension parlance is damping. Your damper is responsible for all the damping activities. Therefore, it’s damping, not dampening.

Damper Function and Tires

In the context of our motorcycles, the damper inside our suspension regulates the speed at which the forks compress and rebound after encountering a bump.

However, unlike our shocks, our tires are springs without any damping. You can technically dampen your tire, but that’s not what we aim for.

This understanding shifts our perspective significantly. Once we start viewing our tires as springs, we realize the potential problem with quick, abrupt, or fast inputs.

Consider a spring: if you compress it gradually, you have better control over its behavior than if you suddenly strike it with a hammer.

This principle applies to our tires. How do you think the tire will react if you apply the brake abruptly or swiftly countersteer?

The Principle of Load and Grip

Yamaha Champions Riding School popularized their “100 Points of Grip” concept, advocating “we load the tire before we work the tire.” To put it simply, grip stems from weight; patience is essential when waiting for the weight.

A tire can handle a remarkable amount of load, but what happens when you subject it to a sudden amount of load? Like a spring, it reacts by pushing back just as suddenly.

Strategies for Smooth, Linear Inputs

We can adopt several tactics to ensure we make smooth, linear inputs. The most vital one involves staying aware of our surroundings and our actions.

Simply looking ahead isn’t sufficient; reaction time comprises perception time (the duration required to identify a problem) and activation time (the time it takes us to react, such as applying the brakes).

We can reduce our perception time by staying focused and constantly scanning our surroundings. Detecting a hazard just one second earlier at highway speeds provides us with an additional 35 meters (or over 110 feet) to respond.

Moreover, keeping our hand on the front brake can decrease our activation time by 1 to 3 seconds, as per certain studies. Combine these time savings, and you gain nearly a football field’s length of additional space to tackle any arising issue.

The 5% Rule for Control Inputs

The next strategy entails concentrating on the initial and final 5% of every control input, i.e., the first and last 5% of squeezing.

In stressful scenarios, we usually fall back on our most practiced habits. That’s why here at Kings motorcycle gear, we strictly advocate techniques that are effective under all circumstances, not just ideal conditions.

One critical practice is the smooth, linear application of our inputs, particularly the first and last 5%.

To sum up, your tires are indeed springs. Don’t shy away from your controls or your front brake. Rather, be cautious of abruptness. Remember the sage advice of a young motorcycle racer: “We don’t want to surprise the tire.”

Key Takeaways:

• Tires function as springs and should be treated with smooth, controlled inputs.
• Understanding the difference between damping and dampening.
• Importance of practicing best riding practices.
• Reducing perception and activation time for enhanced safety.
• Emphasizing the initial and final 5% of control inputs.

The post Rethinking Your Perception of Tires first appeared on Kings Motorcycle Gear.

The notion traces back to a training course where instructors emphasized the ability to rapidly countersteer, shifting the bike’s orientation and cornering swiftly as indicators of proficient riding. It was quite an intimidating ordeal.

What I find concerning is the longevity of this suggestion, circulating among both beginner and seasoned riders, as a seemingly valid technique to refine their riding skills.

The Essential Nature of Grip Management

Grip management is a fundamental aspect of riding. One needs to understand the rule of thumb; the grip is directly proportional to weight.

As we accelerate, the weight shifts towards the rear of the motorcycle. Under braking, it shifts forward. At neutral throttle, weight equates to load from cornering forces.

Data from skilled and swift riders reveal that the fork remains relatively compressed under the cornering load in a prolonged neutral throttle corner upon release of the front brake. If we’re merely cruising, the weight, or rather the grip, is not clearly defined.

Smoothness Over Abruptness: The Key to Better Grip

The Yamaha Champions Riding School presents an insightful video titled ‘100 Points of Grip’. This video accentuates the importance of smooth maneuvers over abrupt ones, helping riders understand how to effectively control and utilize the available grip.

Abrupt inputs easily exceed the available traction, while smooth ones allow us to approach our traction limit gradually. If there’s any loss of grip, we can retract a bit to regain it.

Tires can endure enormous loads, but not sudden ones. Abrupt or ‘popping’ counter-steering maneuvers aren’t feasible, let alone precise. Expert craftsmanship in any field emphasizes smooth and deliberate movements.

A prime example is Hannah Welton, Prince’s drummer, known for her intricate drumming style. One would assume drumming to be abrupt, but observing her shows that her moves are smooth, controlled, and purposeful.

Slow and Steady Riding: The Paradox of Speed

As speed amplifies, loads increase. This necessitates even more consistent and smooth actions, especially when the stakes get higher, and the grip decreases. The goal is not to surpass our ‘100 points of grip’.

The best riders in MotoGP showcase exceptional riding skills, maneuvering super-powered motorcycles at incredible speeds. They exhibit the ‘conservation of motion’ through practiced, decisive, and linear movements. There is a striking absence of abruptness in their riding style.

Smooth and Linear: The Mark of an Expert Rider

On-screen graphics of MotoGP riders depict how they control the throttle, brake pressure, and lean angle in a linear and controlled fashion.

As they round the corner, the throttle gradually increases as they reduce the lean angle. They don’t throttle against the front brake or add more lean angle and throttle simultaneously.

It’s all about the crucial first and last 5%. Once the weight has shifted and grip is established, riders aim for wide full open (WFO) as swiftly as they can.

Our language needs to reflect this understanding of riding. Words like ‘snap,’ ‘grab,’ ‘huck,’ ‘send,’ ‘whack,’ ‘pop’, ‘twitch’, and ‘flick’ aren’t terms that proficient riders should use.

Instead, we should concentrate on smooth, deliberate, linear, and precise actions such as ‘ease’, ‘squeeze’, ‘roll’, and ‘press’. Regardless of whether you ride an S1000RR, a Ninja 400, or a Honda Shadow, this principle remains constant.

Final Thoughts: The Goal for Summer Riding

Let this be your objective as you prepare for the summer riding season. Avoid ‘popping counter twitches’, don’t grab the brakes or ‘whack’ the throttle. Don’t plan to ‘send it’. Instead, focus on the ‘conservation of motion.’

Create practiced, precise, and linear inputs. Gently squeeze the brakes, gradually building linear brake pressure.

Then slowly ease off the brake. Smoothly rotate and move your chest to the inside to look through the corner. Carefully press on the handlebar. Gently roll on the throttle.

Remember, slow hands make fast riders. More importantly, slow hands make safe riders. Instead of ‘popping our counter twitches,’ let’s use more appropriate phrases that underline the value of counter steering as a tool for efficient direction change on a bike.

The post The Importance of Subtle Counter Steering first appeared on Kings Motorcycle Gear.

The Intricacies of Traction

Revisiting the concept of traction is essential. Remember Amontons’ Laws of Friction? The first law asserts that the frictional force is proportional to the applied load, while the second suggests that this force is independent of the apparent contact area.

In simpler terms, these laws tell us that our grip is weight-dependent, not reliant on the size of our contact area. As an illustration, consider placing your hand lightly on a table.

Sliding it should be a breeze. But what happens when you exert weight on your hand? Suddenly, sliding becomes challenging, underscoring the role weight plays in grip.

To apply this to a tire, an unweighted tire is easy to slide, but when weight is applied, movement becomes harder.

This principle is also crucial for slowing down. To stop effectively without losing grip, we must allow sufficient time for the bike’s weight to transfer onto the front wheel.

How to Respond to Slippery Curves

When you encounter a slippery patch, like sand, gravel, or even water, across the road, it’s crucial not to make abrupt movements.

Let the bike continue its course, and keep your fingers crossed. Ideally, though, we should aim to avoid this situation by either steering clear of the slippery patch or, at least, not being at a steep lean angle when we traverse it.

There are three possible actions we can take.

1. Deviate from our path to bypass the slippery patch.
2. Adjust our trajectory to cross the slippery patch with a minimal lean angle.
3. Halt before we reach the slippery patch.

We need to position ourselves on the cleanest and most visible part of the curve to achieve these.

When cars navigate a curve, they lean the opposite way, with weight distributed on the outer tires. This weight scrubs the road surface clean. Consequently, entering a corner from the outer side can help us avoid slippery patches.

Dealing with Slippery Surfaces: Acceleration vs Slowing Down

There is a prevalent belief that the safest method to ride through a curve is to slow down before the turn, then either maintain a steady throttle or accelerate through the entire bend. But what happens when we encounter a slippery patch during acceleration?

Most riders instinctively want to slow down. We could either straighten up and brake abruptly, hoping that we have sufficient grip and road to halt, or we can transition from throttle to brakes while leaning.

The latter option requires gently rolling off the throttle and onto the brakes to allow the bike’s weight to shift onto the front tire, thereby preventing a slide.

However, many riders crash during this transition due to a rushed sense of urgency. The result? Overloading the front tire and falling.

Alternatively, suppose we are trail braking into a corner, doing most of our braking before the turn and easing off as we lean into the bend.

When we spot a slippery patch, we only need to reapply brake pressure gradually. As we were already on the front brake, the bike’s weight is already on the front tire, saving us precious time and space.

Let’s consider a scenario where we don’t spot the slippery patch in time. A rear tire slide can result in a high-side crash if we’re on the throttle or maintaining a steady speed.

This means the rear tire slides over the slippery patch, grips again when it hits the clean pavement and causes a violent crash.

If we’re gently slowing with the front brake, a slide would result in a less violent low-side crash. In this scenario, we might not be able to stop in time, but at least we would have managed to reduce our speed somewhat before encountering the slippery patch.

The Best Defense: Slowing into the Bend

What we aim for, fundamentally, is to afford ourselves the most options when dealing with unexpected scenarios. Accelerating when the path ahead is unclear can be risky.

Even when riding conservatively, it’s easy to miscalculate a turn or fail to anticipate a car pulling out from an unseen driveway.

The optimal strategy for handling a slippery patch in a bend, or any unforeseen obstacle, is to avoid it altogether. To do this, slow into the curve until you can see your exit and confirm it’s clear.

You can practice this strategy by walking alongside your bike and gently squeezing the brake lever. The slightest pressure can help transfer weight onto the front tire, provide more grip, aid the bike in changing direction, and offer more options to slow down further if we come across a surprise in a bend.

What’s the most surprising thing you’ve encountered in a corner? How did you navigate it? We’d love to hear your stories in the comments below.

The post Navigating Slippery Bends as a Motorcyclist: A Comprehensive Guide first appeared on Kings Motorcycle Gear.

Vision, when it comes to proficient riding, implies an active quest for hints, signs, and landmarks that can aid us in navigating our motorcycle as effectively as possible. This active pursuit constitutes the secret weapon of accomplished riders.

The Mechanics of Our Vision

Before we venture further into this, let’s understand how our visual system works.

Similar to a camera, our eyes capture light that enters and strikes the light-sensitive cells at the back of our eyes, much like a camera film or sensor.

Interestingly, the image projected onto the back of our eyes is actually upside-down, akin to a reflection in a spoon. Our brain flips this image, making sense of the information captured by our eyes.

Our eyes are equipped with rods and cones spread across the back. Put simply, cones are responsible for capturing color and detail, mainly concentrated in the center.

Rods, on the other hand, capture light and are densely packed towards the periphery. This configuration explains why we see mostly monochrome in low-light conditions and why a dim star becomes visible when we look slightly away from it.

It is also crucial to realize that we get clear details only in the center of our visual field, with details reducing as we move further from the center.

Another critical point to note is the presence of a blind spot in our vision where the optic nerve connects to our eyes. Lastly, our eyes can detect movement, an evolutionary gift for hunting and evading predators.

Our eyes can be fooled, as evidenced by optical illusions. These illusions may create jitters in patterns, make static leaves seem to move or make gray images appear colored.

Leveraging Our Brain’s Amazing Capabilities

What if we harness our understanding of our vision to improve our motorcycle riding skills instead of being fooled by optical illusions?

Our brain is truly incredible. It interprets the upside-down information received from our eyes, fills in blind spots, color deficiencies, and detail deficiencies, and creates the most comprehensive image possible. Our brain can even “zoom in” on distant or tiny objects to obtain more details.

Have you ever noticed how your surroundings blur when you’re engrossed in a book or movie? This is similar to what happens when we get scared and fixate on a particular threat, say, a pothole or a rock in the middle of a corner, a guardrail, or a street sign.

When we focus intensely on one object, we tend to lose awareness of other details, just as when we’re engrossed in a movie.

Furthermore, our eyes naturally center in our sockets, which necessitates active movements of our heads while riding.

We must constantly move our heads, guiding our gaze towards all pertinent details to provide our brains with as comprehensive a picture as possible. This allows us to “see everything” and “look at nothing.”

Seeing Everything, Looking at Nothing

As riders, we should be actively scanning our surroundings, avoiding fixation on any single element. We should be aware of the road surface, the oncoming car, pebbles by the roadside, the guardrail, and even the tar snakes (or “gummy worms”) without obsessing over any of these.

Keep this mantra in your head during your next ride: “See everything. Look at nothing.” Keep actively seeking potential hazards, and as soon as you identify one, move on to spotting the next one.

This proactive strategy gives you more than just “keeping your eyes up” or “looking ahead.”

Through this active scanning, we feed our brains ample information to construct a complete picture of our surroundings.

By identifying potential risks as early as possible, we get a great visual lead, which means we will be visually and mentally further ahead of the motorcycle. This approach helps reduce our sense of speed and anxiety, allowing us more time to develop a strategy to tackle all the factors we need to consider as riders.

To sum it up, remember: “See everything. Look at nothing.”

The post Better Vision: The Secret Sauce to Better Riding first appeared on Kings Motorcycle Gear.

As a rider myself, I can attest that understanding and utilizing trail braking dramatically improved my riding experience and efficiency.

Trail braking not only aids in better cornering but also provides riders with several options when facing unpredictable scenarios and unfamiliar corners.

When approaching a corner too quickly, you have two options: increasing your lean angle, heightening risk, or slowing down.

Yet, braking during a corner is often considered dangerous. This is where trail braking becomes essential, offering a different, safer alternative.

Defining Trail Braking

So, what exactly is trail braking? Within the realm of motorcycling, trail braking involves gradually reducing your front brake pressure as your motorcycle begins to lean into a corner.

This technique carries braking past the tipping point of the bike, primarily focusing on the front brake. Utilizing the rear brake when the bike is leaning can be risky; trail braking is mainly a front brake technique.

Whether your motorcycle has linked brakes or you ride a sport bike, cruiser, touring bike, adventure bike, or even a scooter, trail braking is applicable and beneficial.

Problems with Traditional Techniques

Many beginner riding programs emphasize completing most of your braking before the corner and then gradually accelerating through the turn.

American riders may be familiar with the “Slow, Look, Press, and Roll” mantra. However, this technique isn’t without its issues.

The first problem arises when dealing with blind corners. How can you gauge your speed and acceleration if you don’t know the tightness of the turn? And why would you want to accelerate when you’re uncertain about what lies ahead?

Additionally, attempting to accelerate and turn simultaneously can lead to a tug-of-war between opposing physics forces.

Understanding Motorcycle Physics

When we decelerate, the motorcycle’s weight shifts forward, causing the forks to compress. This action shortens your wheelbase, decreases your rake and trail numbers, and makes your motorcycle eager to change direction—essentially, your motorcycle, regardless of its type, behaves more like a sport bike when you brake.

On the contrary, when we accelerate, the motorcycle’s weight shifts backward, the forks extend, the wheelbase lengthens, and the motorcycle becomes more stable, preferring to maintain a straight line. It becomes more like a cruiser when you accelerate.

The beauty of this understanding is that it allows us to manipulate the motorcycle’s geometry to our advantage. We can control how our motorcycle behaves based on our actions.

Making Use of Physics in Cornering

One of the enlightening moments as a racetrack teacher was when a student asked me about finding a faster line through a slow corner.

I had to clarify that there is no “fast” line through a slow corner. In motorcycling, the broader or gentler the corner’s arc, the faster you can navigate through it. Conversely, the tighter the corner, the slower you need to be.

Aside from counter steering, we can utilize braking to assist us in changing direction. By compressing the forks and modifying the rake and trail, we help the bike to alter its direction.

This combined with slowing down, allows us to navigate tighter corners until we see the exit. If the corner is tighter than anticipated or something unexpected appears, we are already braking, giving us more control and options to react accordingly.

As slowing down modifies the bike’s geometry and aids in changing direction, the next exciting part is using the throttle to straighten the bike, expand the turn’s arc, and power out of the corner.

This is the safest place to accelerate as we have a clear view of our path and are attempting to maintain a straight line.

Ideally, you should use the throttle to accelerate out of a corner, expanding your trajectory just enough to reach the outside of the corner without running wide on exit.

If you try to accelerate through an entire corner, you’re sending conflicting signals to the bike. Accelerating changes the bike’s geometry, telling the bike to go straight. Not to mention, accelerating when you can’t see what’s ahead is quite risky.

Trail braking, in contrast, leverages the design and strengths of the motorcycle to navigate corners with less risk and more precision.

The Correct Approach to Braking in a Corner

Contrary to what past instructors or fellow riders might have told you, braking in a corner is risky, especially if you rely solely on the rear brake once the motorcycle is over. However, trail braking differs in this regard.

With trail braking, we initiate braking earlier, albeit lighter, and maintain the brakes longer. As we approach the corner entrance, we ease off the rear brake and continue to apply lightly, or trail, the front brake.

Ideally, we maintain this trail braking, even with as little as one percent of total front brake usage, until we reach the apex and can see the corner exit.

The Transition from Coasting to Trail Braking

You might think you already do this by coasting into corners and accelerating. But, what happens when the corner is tighter than expected?

Can you add more coast? Braking puts us in control; we decide whether we need to brake more or less, maintaining optimal control over our forward momentum.

Coasting is similar to engine braking, which is akin to braking with just the rear brake—not the best approach. Moreover, engine braking cancels out the benefits we receive from using the front brake.

If trail braking is a new concept for you, start by practicing with a squishy ball, gradually squeezing and releasing it.

Apply this technique to every input you give your motorcycle, whether moving it around in the garage or heading into a blind corner.

Easing into Trail Braking

As you begin to incorporate this into your regular rides, don’t go all out with heavy braking up to the corner’s apex.

Instead, ride as you usually would, slowing before the corner, but start to release the front brake lever slower than usual.

This method allows you to learn how the brakes affect the motorcycle and become comfortable with these techniques gradually rather than all at once.

Remember, tires can withstand a lot of force, but sudden changes can be problematic. If we become proficient at adding and subtracting brake force in small increments, we’ll become better at never overshooting a corner or crossing that double yellow line.

We’ve included links to the excellent book, both available from Amazone. “Sport Riding Techniques” and the highly detailed “Motorcycle Dynamics” if you wish to delve deeper into the science and maths of riding. Additionally, we’ve linked some reputable performance riding schools that teach these skills.

Feel free to comment if you have any queries or if there’s something you’d like us to cover more extensively.

The post Trail Braking: An Essential Technique Beyond The Racetrack first appeared on Kings Motorcycle Gear.

But today, they rank among my preferred turns on this route. So, how can a steep, unpleasant, downhill, hidden, and decreasing radius bend transform from being terrifying to enjoyable?

Why is an uphill bend invigorating while a downhill bend isn’t? The response to these questions is quite simple: Gravity.

Gravity: A Blessing and a Curse

Gravity is our ally when going uphill, aiding us in managing our speed and contact patch more precisely.

If anxiety sets in, a simple reduction in throttle or even letting off the throttle completely can slow the bike until we reach a comfortable speed.

It sounds simple. However, the same gravity makes descending more demanding, pulling us downhill.

Controlling speed becomes a Herculean task when going downhill. Easing off the throttle may not considerably reduce the bike’s speed.

If you’re a staunch believer in the “complete all your braking before the corner” philosophy, this scenario presents a formidable challenge.

To accelerate or even maintain throttle through a downhill curve, we have to drastically reduce our entry speed to prevent excessive speed before the turn’s end.

The Art of Front Braking

The key to managing speed in downhill curves is effectively utilizing the front brake. Champ School highlights it best: compared to ascending the canyon, descending it requires 100% more braking.

But isn’t there a risk that applying the front brake will cause the front tire to skid? It’s impossible to control every factor – a spilled diesel patch in the curve can pose a risk, irrespective of front brake usage.

However, applying the front brake won’t cause a skid if done right. The trick is to lightly drag the front brake, applying and releasing pressure in small amounts to control speed to our satisfaction.

Debunking the Myth of Front Braking and Turning

There’s a common misconception that using the front brake while cornering causes the bike to drift wide. But this isn’t true.

Abruptly grabbing the brake during a turn can indeed lead to unpredictable outcomes. However, that’s not what we’re advocating. The idea is to gently drag the front brake to regulate our speed and assist the bike in turning.

Applying the front brake while going downhill shifts our weight to the front tire, causing the front forks to compress. This reduces our bike’s rake and trail, aiding in changing its direction.

Suspension and Braking

There might be a concern that using the front brake in a turn could max out our suspension, leaving nothing for bumps.

In reality, if light braking causes your bike’s forks to bottom out, it’s high time to visit your local mechanic. Remember, the objective here is to get the forks to compress slightly, helping the bike to turn. The brake pressure applied should be minimal, maybe around 5%.

Throttle and Braking – The Incompatible Duo

A common notion among riders is that applying gas stabilizes the chassis during a turn. So, does this mean we should be on the gas and brakes simultaneously?

Definitely not. One golden rule in riding is never to overlap the throttle and the front brake.

The Case for Front Braking Over Rear Braking

Can’t we just use the rear brake instead? Yes, you can, but the front brake is far more effective. When we decelerate, the weight transfers to the front tire, increasing its grip and reducing that of the rear.

Also, we can more accurately regulate the pressure with our hands than with our feet.

Tackling the Steep Downhill Bend

Navigating any downhill bend, especially a steep one, is inherently challenging. Even though it contradicts popular belief and teachings, using our front brake in bends is not only permissible but recommended – it’s precisely how our motorcycles are designed and engineered to operate.

Fine-Tuning Brake Usage

The key is the mindful application of our front brake, with smooth, progressive inputs. As we ride, we must maintain concentration on our present situation.

Downhill turns are tough. It’s advisable to approach them from the outside, within reasonable limits of course. A wider approach grants us better visibility into the turn and makes it less sharp.

Being in Control

We have the final say in determining our speed. We can regulate it according to our comfort, adding a bit more brake pressure if we feel too fast.

Be aware of potentially hazardous traffic in extremely tight bends, keeping the bike away from the road’s center.

Taking Good Decisions

Your safety is paramount, much more than conserving brake pads or money. Once you can see your exit and lessen the bike’s lean angle, you may need to further release the brake pressure and let your speed increase naturally.

Downhill Mastery

Conquering downhill curves, especially steep ones, requires a straightforward technique, albeit not easy: Keep the throttle closed and stick with the front brake, subtly adjusting the pressure to control your speed until you’ve successfully made the turn.

Let’s discard the antiquated 1970s riding techniques. Instead of hoping we’ve slowed down sufficiently, the bend isn’t too steep, or we can lean over far enough, let’s evolve into technical riders who can precisely manage our speed. Let’s master control with our most potent and versatile tool – our front brake.

The post Embracing the Downhill Curve On A Motorcycle first appeared on Kings Motorcycle Gear.

Fundamental rider training programs play an invaluable role in introducing beginners to the basics of motorcycle operation.

However, the scope of these courses often falls short of equipping riders with the advanced skills necessary to transition from novice to experienced motorcyclists.

These beginner courses are designed to make us beginners – not seasoned riders. While this is a crucial starting point, we need to acknowledge that these basic training courses are rudimentary and equip us with fundamental motorcycle control skills.

To survive on the road long-term and gain experience, we need to evolve beyond these initial teachings when they cease to be relevant.

Understanding the Dangers of Intersections

I have spent considerable time discussing how to prevent running wide in corners, emphasizing the significance of “trail braking” and slowing into corners – crucial for street riding.

However, less attention has been dedicated to the other major hazard: intersections. In the United States, almost 100 motorcyclists lost their lives in fatal accidents each week, with over 30 percent occurring at intersections.

What’s intriguing about intersection data is that accidents aren’t necessarily confined to four-way stops or traffic lights.

Uncontrolled intersections – those without any form of traffic control such as stop signs, yield signs, pavement markings, or traffic lights – are actually hotspots for accidents.

Think about driveways, parking lots, neighborhoods, surface streets, and rural side roads.

Outgrowing the Fundamentals: The Importance of Covering the Front Brake

Basic rider courses often instruct riders to cover the clutch and avoid touching the front brake lever – a suitable guideline for a complete beginner.

However, to mature as riders, we need to acquire the skills that ensure our survival beyond the controlled environment of the training course parking lot.

The initial step is simple yet critical: we need to cover our front brake nearly all the time while riding. The reason?

It significantly reduces our reaction time and prepares us for sudden stops when other drivers or pedestrians fail to notice us.

It’s a straightforward equation of time and distance – the faster we can react and apply the brake, the shorter our stopping distance.

The problem many riders face is the instinctive “stabbing” of the brake in response to sudden surprises. Regardless of how quickly we need to brake, applying the brakes gently is vital, even when equipped with ABS. Abrupt application of the brakes must always be avoided.

The Art of Covering the Brake

Expert riders understand the importance of brake coverage and manage to execute it without overreacting to unexpected hazards.

They acknowledge that the initial 5% of brake application is crucial and must be done smoothly, irrespective of the situation’s urgency.

So, how can we emulate this? The preferred method, adopted by the majority of professional riders, is to place our hand on the throttle as follows:

The first two fingers cover the brake while the rest grip the throttle tube. This isn’t the only way to cover the brake, but it’s a method most commonly used by professionals.

The Role of Anatomy in Brake Control

Our hand consists of two primary components – the radius, which is the bone controlling the thumb, index, and middle finger, along with the radial nerve, and the ulna, a smaller bone in our arm controlling the ring and pinky finger, along with the ulnar nerve. This structure explains why our ring and pinky fingers tend to move together.

As motorcyclists, we demand a lot from our right hand – both power grip (using our large forearm muscles to hold on and apply the brake forcefully) and precision grip (using our smaller palm muscles for precise throttle control and brake application).

Understanding the dual nature of our hand is key to using our throttle hand effectively, allowing each half to perform its function independently.

The Importance of Visual Lead and Controlled Braking

Visual lead is a crucial component of preventing abrupt braking. Just as we learn to release the clutch slowly to set the motorcycle in motion, we need to apply the same principle to our front brake lever.

The initial and final 5% of the braking process are most critical, while the middle part – the powerful squeeze – is comparatively straightforward.

Remember that our actions on the motorcycle communicate our intentions. Abruptness in controls can lead to mishaps.

The ultimate goal is to practice and become proficient at covering the front brake – an essential step toward preventing intersection-related fatalities.

Final Thoughts

It’s time for you to practice. Sit on your bike, get your fingers over the front brake, and adjust your lever to a comfortable position if necessary.

Practice gently squeezing the brake as you roll off the throttle, focusing on the initial and final 5% of the braking process.

We must strive to avoid fatalities at intersections. We can’t afford a delay in reaching for and applying the brake. Let’s replace abrupt braking with controlled actions.

How has your experience been with covering the front brake? Are you proficient, or are you struggling? Let me know in the comments.

The post This One Simple Change Could Save Your Life first appeared on Kings Motorcycle Gear.

However, there is one particular riding method that warrants legitimate dread. Unfortunately, several programs often propose inadequate riding tips to avoid this intimidating technique.

You’ve likely heard of them. The most infamous, and arguably the most detrimental one, is “Never brake in a corner.”

However, corner braking often brushed aside as a tactic only used in racing for swift lap times, is a crucial skill that street riders need to acquire.

The Reality of Corner Braking

How often have you encountered an unexpected obstacle in the midst of a bend? It could be an animal, rubbish, oncoming vehicles, or even the corner tightening unexpectedly.

So why has the notion of not applying the front brake while cornering been so strongly ingrained?

The issue lies in the fact that many training programs are excessively focused on teaching beginners how to be novice riders, thus, overlooking key elements required to advance to proficient riders. It’s a commendable initial step in the learning journey but merely the beginning.

The Fear We Should Nurture

Let’s return to the one element in our riding technique that should instill fear. It’s not fear of our controls, nor should we dread our front brake or applying it when leaned over. We need to feel secure in our ability to use the brakes when anxious.

We should fear “abruptness” or any sudden, unexpected movements. Abruptness is one of our biggest foes as riders, but the upside is it’s within our control.

Many training programs instruct us not to brake while cornering because they are worried about riders suddenly grabbing the brakes.

However, instead of dismissing a potentially lifesaving skill because it could be misapplied, why not educate riders on the value of gentle, steady control inputs?

A New Approach to Riding Techniques

The Yamaha Champ School demonstrates this beautifully. If I’m upright with good grip, nothing matters. However, what happens to abruptness as we lean more or when grip decreases?

If I’m gentle and progressive when using a control, the tire can withstand a considerable load, just not a sudden one.

The same principle applies to how we apply the throttle. Slowly increasing throttle isn’t an issue; the problem is suddenly grabbing a large amount of throttle.

Echoing the insight of a wise six-year-old, “You really shouldn’t startle the motorcycle like that.” This six-year-old, by the way, has matured into a skilled 13-year-old racer.

Utilizing Rider Aids Responsibly

We also shouldn’t allow rider aids to make us complacent. ABS isn’t an invitation to abruptly apply the brakes. There are many scenarios where ABS can be overtaxed, as can traction control.

While Traction Control and Anti-Lock Brake Systems are remarkable feats of science and technology, they are not perfect.

They lack the ability to anticipate. Our goal is to ride in such a way that our rider aids, at most, only activate minimally.

Consider these rider aids as safety measures put in place by engineers rather than enablers of bad technique.

Imagine what would happen if we never learned to gently apply the brake or never mastered the art of smoothly increasing throttle, and then something severed our ABS or Traction Control lead wire?

Embracing Control and Technique

Don’t fear your controls. Don’t fear your front brake. Don’t be afraid to use the brakes when you’re anxious when a corner tightens unexpectedly.

It’s not the front brake to fear; it’s abruptness. We need to transition from being emotional riders to becoming technical riders.

Rather than letting fear dictate our actions, we need to embrace analysis. As Valentino Rossi, the “Doctor” himself might suggest, be clinical.

Instead of riding with hope and praying you make the corner, remain focused and stay cool – like ice! Be analytical and critique your riding. Instead of fearing abruptness, be critical of it.

Riding into the Future

Remember this: Braking in a corner doesn’t cause the bike to straighten up and veer wide. Abruptly grabbing the front brake mid-corner could make the bike stand up. It’s not the control that’s flawed; it’s the sudden application of that control that’s problematic.

Table: Features and Benefits of Effective Riding Techniques

The post Navigating Fear: Transforming Motorbike Riding Techniques first appeared on Kings Motorcycle Gear.

This fact underlines the importance of us, as riders, being responsible for our own safety. This article will elaborate on the key strategies to adopt for safe and efficient motorcycle cornering.

Although riders often expect a magic formula that will instantaneously transform their riding skills, the most crucial technique isn’t a well-kept secret. In fact, it’s a skill that most riders struggle to acquire: anticipating and thinking ahead.

Anticipating the Road: Look Ahead, Think Ahead

From the initial lessons in driver’s education, maintaining a two-second following distance has been drilled into us so thoroughly that it often dictates our vision and forward-thinking abilities.

However, a two-second lead time is barely sufficient to react effectively to most situations.

Successful motorcycling demands that we train ourselves to anticipate the road in terms of looking and thinking more proactively.

This proactive approach is often referred to as “staying ahead of the aircraft” by Air Force pilots, an apt phrase that could be aptly adapted to motorcycle riding as “staying ahead of the motorcycle.”

This is the attribute that differentiates average riders from exceptional ones: the capability to anticipate and think well in advance, about 10 to 15 seconds ahead.

Setting up for the Turn: Why Entering Wide is Key

Remember our emphasis on looking ahead? Entering wide maximizes your forward visibility into the corner.

It also widens the arc of the turn, meaning your motorcycle doesn’t need to lean as far as it would if you were closer to the inside, effectively making the turn less acute. The golden rule for us riders is to strictly adhere to our lane limits and avoid crossing the lane markings, especially the center line.

Speed Management: Slow In, Fast Out

While entering a turn, a slower approach allows more time and space for the actual turning process. The aim is to exit the turn at a higher speed than when you entered it. In essence, the approach should be to go slow into a turn, enabling a faster exit.

Riding into turns too quickly often leads to difficulties in navigating the turn and may result in overrunning the intended path, or braking abruptly mid-turn, or leaning the bike more than comfortably.

All these actions amplify the chances of a mishap and typically result in slower exit speeds. The best practice is to plan your approach towards each turn, slowing down conservatively to get ready for the turn.

Initiate the Lean: Counter-steering

Motorcycles navigate turns by leaning. This leaning is initiated by a counter-intuitive action known as “counter-steering”: pushing the handlebar gently in the direction opposite to the turn.

To lean left, nudge the left handlebar forward; push the right handlebar to lean right. You can practice this technique while sitting on your bike, noticing how a slight push causes the bike to lean in the direction of the push.

Managing Acceleration and Gear Shifts in Turns

Many new riders fear overrunning in turns; hence they enter the turns from the inside to leave themselves some leeway.

This fear is often fuelled by outdated teaching methods that insist on accelerating throughout a turn. As speed and turning radius are linked, accelerating in a turn makes the motorcycle want to veer wide.

However, if you slow down entering a turn, the turn’s radius will naturally reduce, making it unlikely for you to overrun the turn. It also provides a safety margin if the turn holds any unexpected obstacles.

Additionally, slowing down on turns improves grip due to the weight transfer to the front, thereby enhancing both braking and turning capabilities.

Judicious Braking: Gentle is Best

Ideally, a small amount of front brake should be used while slowing down for turns. A light enough squeeze to activate the brake light is all that is needed. It is essential to practice this skill to get a good feel for the required pressure.

This habit of slowing down before turns not only equips you better for dealing with unexpected situations, but world-class motorcycle racers also employ it to avoid crashing and maintain high speeds.

Accelerating out of Turns: The Fun Part

Once you can see the exit of your turn and are in a position to reduce the lean, you can start accelerating out of the turn.

This phase of gently speeding up while exiting a turn is indeed an enjoyable part of cornering. Your ability to accelerate without fear upon seeing your exit is a good indicator of your cornering performance.

Shifting Gears: It’s all Relative

If you’re in the middle of a corner, accelerating out of the turn, but find yourself in too high a gear with insufficient power, simply downshift.

The ideal gear for entering a turn depends on various factors, including the nature of the turn, your skill level, and the type of bike you are riding.

Riding Safely: The Joy of Control

Riding around corners can be a source of fear or fun, depending on your skills and strategies. When you adopt the process outlined above, the chances of being scared in corners significantly decrease, as these steps offer you more control over the motorcycle and enable you to manage unexpected situations better.

To sum up, the key strategies are:

1. Stay ahead of your motorcycle by looking and thinking 12 to 15 seconds ahead.
2. Enter corners wide.
3. Slow down before the turn and press the handlebar in the direction you want to lean.
4. Keep slowing until you’re comfortable with your speed and can see your exit.
5. Start accelerating gently out of the corner only when you can see the exit and reduce the lean.

An old saying among racers states, “The fastest riders use the brakes the most.” Contrary to what one might think, it doesn’t mean fast riders brake late and hard.

Instead, they start braking early, apply brakes gently, and maintain brake pressure for an extended period. Interestingly, this is what safe riders do too. As paradoxical as it sounds, riding slower is smoother, safer, and, eventually, faster.

The post Riding Motorcycles Safely: Mastering the Art of Cornering first appeared on Kings Motorcycle Gear.

This guide will walk you through seven critical steps to become a more proficient rider—faster yet safer. The aim is to reach your destination unscathed because, in the realm of street biking, arriving safely isn’t an option—it’s a necessity.

The Importance of Motorcycle Maintenance

To be a swifter, safer motorcyclist, the initial focus must be on maintaining your bike’s pristine condition. This involves ensuring fresh tires align with new brake pads and clear brake fluid replaces murky ones.

Maintaining well-lubed and adjusted chains and leak-free fork seals is equally crucial. It’s impossible to be a safe rider on a worn-out, poorly maintained-motorcycle.

The Art of Grasping Handlebars

Do you remember the delicate grip required to hold a baby bird or pierce a Capri-sun with a straw? That’s precisely the grip strength needed on your handlebars.

Clutching too tight may compromise fine motor control and stiffen your arms and shoulders, making it challenging to turn your head and navigate turns.

Correct Riding Position

How should you hold on to your bike, you ask? The answer lies in utilizing your legs, much like one would on horseback.

By pressing your knees and legs against the fuel tank, your upper body remains relaxed, enabling more efficient bike handling.

The Speed Paradox

Motorcycling culture is steeped in speed, often leading to hasty decisions and mishaps. Increasing your speed beyond your comfort level exponentially enhances the likelihood of errors and deteriorates your riding skill.

Being a faster rider doesn’t necessarily correlate to risk-taking or possessing a high-speed bike. What exactly defines ‘faster’? Who is your benchmark?

It’s crucial to remember that speed is a consequence and not the goal. Ride within your comfort zone, and don’t disregard safe riding techniques in the race to outpace others.

Deciphering the Art of Turning

Understanding the concept of “the line” is vital for successful navigation. In motorcycle terms, the line depicts our path rather than our future direction.

The real world is cluttered with multiple lines that don’t aid us through turns. What truly matters are the turn’s entrance, apex, and exit.

Entering a turn with a defined plan can greatly improve your riding. Identify your tipping point, maintain a wider path for improved visibility, and locate your apex about 2/3 or 3/4 into the turn.

Acceleration should occur only once the turn’s exit is in sight. If you tend to veer wide on corner exits, try moving your apex further into the corner to avoid this.

Debunking the Myth of Butt-Hanging

Butt-hanging is a traditional riding technique from an era of noodle-like steel frames and bias ply tires. The modern evolution in frame and tire technology renders this technique less effective and potentially riskier.

One drawback is that it disrupts the rider-motorcycle connection, increasing the chances of falling off during a major bump.

Moreover, it often leads to a tighter grip on handlebars, raising the motorcycle’s lean angle and, subsequently, the risk factor.

The purpose of hanging off the bike is to reduce lean angle and improve traction. Achieving this involves positioning your head and chest rather than your posterior. Stay patient, let the corner come to you, and enjoy the thrill of the ride.

Brake Usage and the Golden Rule

An old racing adage posits that the fastest riders are the most frequent brake users. This doesn’t necessarily involve late, harsh braking but rather early, gentle braking over a longer period.

Entering turns too rapidly is a common cause of motorcycle crashes. Adopting early, light braking grants you more control over speed adjustment depending on the turn’s tightness.

Adhere to the golden rule: always exit turns at a higher speed than you entered. Being cautious during corner entrances allows for more powerful acceleration out of the turn, enhancing both speed and safety.

Vision and Slow Hands

Maintaining a greater visual lead aids in slower hand movements, leading to safer and smoother riding. Looking ahead rather than at the ground reduces anxiety and offers more time to react to approaching obstacles.

Focusing farther down the road increases your chances of spotting potential dangers like gravel. This advanced warning allows for slower, smoother reactions that are less likely to disrupt the bike’s balance or tire grip.

Combining a far-reaching gaze with slow hand movements fosters faster, safer riding. Prioritizing a significant visual lead will bring about the most substantial improvement to your riding abilities.

h2 Table: Features and Benefits of Good Riding Techniques

The post The Intersection of Speed and Safety: 7 Essential Riding Tips first appeared on Kings Motorcycle Gear.