Video: Cornering Seminar with Ken Condon

At the request of the district manager for the Northeast Region, I booked several dates during mid-to-late winter of 2018. One event was held at Wilkins Harley-Davidson, located in South Barre, Vermont. As with each of the talk, around 100 people attended to learn about cornering…or learn more about cornering. Wilkins recorded the seminar in its entirety.
My aim with these talks is to spread the good word about the benefits of life-long learning…safety and MORE FUN and satisfaction. A secondary goal is to encourage participants to join me for one or more of the training opportunities I offer or am involved with.

And finally, I bring a stack of books for people to buy.
OK. On with the show. It’s over an hour long, so find a comfy chair.


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Video Lesson: The Result of Poor Braking Ability

This is a clear demonstration of the consequences of not having proper braking skills. Take a look and then I’ll give you my opinion. I’ll wait.

A shocking number of riders in this video’s original version blamed everything but the rider. Sad.
Well, this is the most classic example of a failure to apply the brakes properly under pressure.
The rider demonstrates an inability to “predict the future” through situational awareness leading to the sudden need for evasive action. And while you can argue that the rider was positioned too close to deal with the stopping vehicles and that the tar snakes reduced traction, the primary reason the crash occurred was lousy skills.

  • The rider skids the rear tire. Untrained riders react to panic braking situations the only way they know how…  which is to stomp on the big brake pedal with their strong leg, like when driving in a car.
  • He then throws out his “outriggers” (legs) so that his feet are now off the pegs…and off the rear brake.
  • Our rider fails to use the most powerful tool at his disposal—the front brake.
  • All the time, the rider fixates his eyes on the back of the truck. Target fixation is the final straw.

This is 100% avoidable with proper braking practice. This article covers the basics. DO NOT neglect to develop this critical skill.


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Thinking in Vs-Dissecting Cornerspeed

Paul Duval thinking in Vs – otmpix.com

Guest writer Paul Duval shares his thoughtful observations about performance cornering based on electronic data gathering.
Corner speed. It is the holy grail of motorcycle road racing and track day riding alike. Knee down and railing, carving the corners like a snowboarder or giant slalom skier. It looks and feels awesome! Smooth technique pays big dividends and you can carry a lot of speed as your skills progress.
But how is it that you can be cranked way over thinking you have maxed your speed for a given corner and yet, some other dude comes by on the inside (or outside at a Tony’s Track Day!) and walks away from you before the bikes are even upright on the next straight bit?
And by the way, He’s not even leaned over as far as you are! There must be more to corner speed than meets the eye. Let’s take a closer look at the middle of a corner.

Corner Speed Perception

If we draw the arc of your path on paper it looks like a smooth outside-inside-outside line and it is easy to visualize maintaining a somewhat constant speed, decreasing and increasing in a smooth fashion, but overall steady. One could imagine their speed data trace looking similar or the same as the arc of their line through the corner. This is, in fact, how most riders perceive cornerspeed. They feel they can put a number on it.
For example, that’s a 70 mph sweeper, or a 50 mph hairpin. But something is wrong. How did that fast guy in the example above pass while you were dragging knee, elbow, boot, etc. with 57 degrees of lean angle? If he’s going faster, wouldn’t he need MORE lean, not less?

V is for Variable Corner Speed

If we look at GPS speed data from a corner, we can see the first flaw in our perception of corner speed. It is not constant. It is not even close. From the start of the arc that we drew with our bike, speed drops precipitously until it reaches a low point much slower than expected somewhere near the middle of the arc. If you perceive a 70 MPH corner, the chances are your slowest point of that turn is 50MPH. This rapidly dropping speed line doesn’t rest at the bottom for long rather it reverses course and quickly climbs out of the hole. The trace of your speed data doesn’t look like a U. Instead it looks decidedly like a V.   Our minds fill in the slow spot, and we perceive a 70 MPH corner.

In this image we see speed over distance data (kph) for Thompson Speedway turns 1-4.

The Pivot Point

The bottom of the V, or the slowest point of the corner is the important spot to recognize.   From here on out I will call this the pivot point. The pivot point should actually be part of your cornering plan. In other words, you need a reference point (or a few) for this spot on track. It is the spot at which your bike can change direction the most easily.
This critical moment in riding is often ignored, but it is where the real direction change happens. As you trail off the brakes, your hands get lighter on the controls until you have no weight on the bars and you allow the wheel fall INTO the turn. THIS is the spot where your grip needs to be as light as possible.
To be clear, you still need to countersteer to initiate lean. Countersteering is an important technique, but in this article, we are focused on the middle of the turn, the pivot point.

photo: otmpix.com

When and Where to Pivot?

Most of you are thinking, “we are talking about the apex, right”? I am avoiding the word apex on purpose. Many people refer to the apex as the point where you are closest to the inside of the pavement. This is often not the same place as the pivot point.
For example, double apex corners and increasing radius corners tend to have the pivot point in a different location than the “apex”. This concept applies to all bikes, big and small, and all lines, point and shoot, or fast and flowing. Different bikes may choose different pivot points to take advantage of the strengths and weaknesses of each platform.
Examples:

  • In a “fast exit” corner, the pivot point would be located earlier and you would get on the gas sooner to take advantage of that fast exit.
  • In a “slow exit” corner, the pivot point is located later to take advantage off all the possible entry speed.
  • In a “balanced corner” (equally fast entry/exit) you have a little wiggle room. If you need entry speed to pass a rider you can pivot a little later, if you want to out drive them on the exit then pivot a little earlier.
photo: owenstrackdayphotos.com

Similar Mid-Corner Speed

Interestingly, if you compare a fast lap and a slow one, you will often see that the mid corner speed (slowest point) of the faster rider is not a lot different from that of intermediate riders. Maybe just a few MPH, or maybe no different at all!
What you will see is that the slopes of the V in the speed data trace are steeper, usually on both sides. The faster rider is faster into and out of the corner. Understanding where your pivot point is allows you to plan the fastest way the get to it, and the fastest way to get away from it.
So here comes that fast(er) guy blowing by you on the outside into a fast corner. You already feel you are mid corner and cranked over good, but he knows that he has some yards to go before reaching the pivot point, and is taking advantage by carrying more entry speed, tipping in slower and braking later or longer.
You both reach the same minimum speed in this corner, and you feel like he’s in touch for a moment. You might even feel like your “corner speed” is the same as his, but he quickly pivots the bike and walks away on the exit because he can accelerate sooner than you. Sigh.
Time to start thinking in Vs.


otmpix.com

About Paul Duval

Paul Duval is the latest RITZ guest writer. Paul is a fellow track day instructor, former Loudon Road Racing Series 125 GP Champion, and professional educator. You can see Paul in action at most Tony’s Track Days events.


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Video Lesson: How to Manage Downhill Turns

IF YOU’RE LOOKING FOR THE ENERGICA REVIEW, CLICK HERE. SORRY FOR THE MESS UP.
There is nothing like video to help demonstrate cornering techniques. Ride along with me as I explain cornering and the nuances of managing a downhill turn, including trailbraking.
This is the sort of cornering techniques we work on during on-street training where student hear my comments in real-time using Bluetooth communicators. If you’re in the Northeast, consider signing up for a private training day or a group training tour. I bet I can help you with your cornering.
-Ken-

I have a lot of other videos on my YouTube channel.
Share you thoughts and comments below.


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Video Lesson: Learn by Following an Average Rider

Here’s a video of me commenting while following an average rider through a twisty road. I point out the rider’s body position, cornering lines and throttle timing, and comment on how he could do better. Notice his mid-corner adjustments. This is an indication of several cornering problems that are correctable. This is the sort of cornering detail we work on during on-street training where student hear my comments in real-time using Bluetooth communicators. If you’re in the Northeast, consider signing up for a private training day or a group training tour. I bet I can help you with your cornering.
-Ken-

I have a lot of other videos on my YouTube channel.
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5 Tips from an Aging Sport Bike Rider

Graham and Dan. I'm not saying their old, but where is their hair?
Graham and Dan. I’m not saying they’re old, but where is their hair?

Note: This article pertains to all types of riders. So, please read on.
What happens to sport bike riders when they get old? Most people think of sport bike riders as young men in their 20’s or 30’s. A lot of people don’t consider that sport bike motorcycle riders are often in their 40’s, 50’s, 60’s, or even 70’s.
It’s  assumed that those crazy riders on their rice rockets are young, testosterone laden young men. And this stereotype has some truth to it, since the attitude and ergonomics of sporting machinery suggests a fast and young lifestyle. But, many older riders do keep a sportbike in the garage if their body can handle the demands on aging bones, muscles and soft tissue.
A lot of sport bike riders move gradually to more upright machines with less demanding ergonomics and softer power delivery. But, if you look around at any sport riding gathering, track day, or even club race event, you’ll see that the median age is what is often considered over the hill. You’ll also see that these elders are often some of the most skilled riders on the road and the fastest on the track.
While the hair beneath the helmet may be gray, the desire to express mastery at the handlebars is as strong as ever. I’m not speaking for all sport bike elders, just the ones I know who keep at least one high-performance bike in their stable for those days when the back is feeling okay and the passion for a rip requires a razor-sharp tool.
Ken-smile
I’ve got a few more years behind the handlebars.

At 57 years old, I’m now qualified to speak from the perspective of a once young road racer and sporting street rider. Thankfully, I happen to have a slim physique, which makes me able to climb onto a sport bike with relative ease. I am also of average height so high rearsets don’t bother me. This makes riding a sport bike possible.

Pull up a Chair, Son

There are a lot of things I could share about aging. But, there are a few notable observations I think are worth mentioning.

1. Ride Smarter

Tony, Ken and Graham. Older than many, not as old as some.
Tony, Ken and Graham. Older than many, not as old as some. Yes, this is the photo “borrowed” by whoever made that video that went viral.

When I’m on a motorcycle, I can step back and evaluate whether the speed I choose to ride matches my mood and personal limits, as well as the limits of the road or track, the weather, etc. While there are times when my inner squid emerges, I am much less prone to riding beyond the limits. I am closer to the edge of the risk:reward ratio than when I was young and felt invincible. Now, I ask myself whether riding a certain way is worth the possible aggravation.
Top photos © Ken Condon
Bottom photo © Annalisa Boucher

2. Ride more Efficiently

How is it that I can get through a two day track day event riding multiple groups and still get up the next day and go to work? I see a lot of track day riders many years my junior pack up halfway through the afternoon because they are too tired to go on anymore. How am I able to do this? It’s not because I’m in great shape.
It’s because I’ve learned to ride efficiently. This means hanging off the bike only as much as necessary to achieve the goals of keeping the pegs off the pavement and the tires in their sweet spot and perfectly loaded for maximum traction. It also means being relaxed as much as possible. Not only does this help my stamina, it also allows me to feel the tires and chassis so I can “listen” to the bike as it tells me how much traction I have.

3. Change Behavior

Getting old forces changes in behavior. At some point you have to recognize the fact that the mind, eyes, muscles and stamina are not what they used to be. Everyone is different, but from my experience, the rate of decline seems to accelerate once you pass 50 or so. This means I have to pace myself. I am more aware of the need to warm up my body for a few laps just like I do my tires.
The possibility of getting hurt is present no matter what age, but what may be a simple injury, quickly healed, can turn into a long, drawn out healing process if you are older. Riding smart and wearing really good personal protection is important for minimizing those injuries.

4. Stay in Shape

I’m not in bad shape, but I’m not in great shape, either. I walk almost every day, but I used to run. I lightly stretch when I need to, but not as often as I should. I have never smoked and my vitals are good. I guess I can say I’m in pretty good shape for my age.
Even so, I suffered a freak health issue a while ago that I’m lucky to have survived. Thankfully, I can still manage a full day of street riding and both days of a two day track day event without much trouble. Staying in shape is harder as you get older. Weight gain is a real problem for many. Weight can creep up on you slowly. Five pounds may not seem like much, but if that happens every year for 10 years, you’re looking at a whopping 50 pound weight gain that will be tough to get rid of.

Being an instructor gives the opportunity to pass on what you've learned.
Being an instructor provides an opportunity to pass on what you’ve learned.
photo: © Annalisa Boucher

5. Keep Your Skills Sharp

There is a real danger in complacency. It’s easy for veteran riders to assume they don’t need to maintain their mental and physical skills. After all, they’ve survived this far. This perception leads to diminished skills, which can lead to a crash.
Motorcycle riding skills are perishable. So, keep those skills sharp! Practice in a parking lot, attend a safety course periodically, and ride a track day or three. It’s also good to read about riding technique. Even if you already “know” the material, reading about a technique brings it into your consciousness.
And for you older folks returning to riding, GET TRAINING! I know you may know how to “operate” a motorcycle, but that’s not enough to ride safe and smart. You need to update your mental software and learn things you may not have known before that can literally save your wrinkled ass. I recommend taking the Basic MSF course, followed by an advanced training course.


Bonus Tip: Share Your Knowledge

I’m grateful that I can share knowledge that I have accumulated over the years to help people like you ride better and smarter. But, another benefit to writing and teaching is that it makes me a better rider. I constantly think about my riding, which keeps my skills sharp.
A lot of really fast, experienced riders can’t explain how they do what they do…they just do it. That’s fine, but thinking about the physiology and psychology of riding a motorcycle well makes a rider’s knowledge and skill indelibly deeper and accessible when you need it.
Oh, and don’t assume you know what you are talking about, even if you are “fast”. Learn the physics and language of communicating the complex concepts of motorcycle riding before you claim expert status.

How Much Longer?

At some point, we all must hang up our helmet for the last time. In my case, that appears to be several years away. I can still do things I did when I was younger, it just takes more effort. What are your experiences with aging behind the handlebars?
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Video Lesson: Uphill Hairpin Fail

Here is another installment of “Videos Lessons” where we pull from the seemingly never ending supply of rider videos from which we can learn. Even though these are 2 very slow speed crashes, the injuries could have been serious. I hope everyone is okay.
This particular video shows the seriousness of slow speed mishaps and of course the importance of rider training.
First, take a look at the video. The crash happens around 1:15. I’ll wait.

Pretty scary, right? It’s hard to see, but it seems the first rider to crash was actually in the lead, and the rider with the passenger had to slow and go around his friend as he tipped over. The second rider (with passenger) watched his friend fall and appeared to be putting his right foot down to stop, but failed to use his front brake and rolled off the road.
I want to point out that at about :45 the Harley riders demonstrate some apprehension about their ability to handle the tight turns. You can see this as they approach the right hand turn marked by a 20mph road sign. They are smart to slow down because there is a yield sign before a narrow bridge, but they seem to slow more than necessary. This is often indicative of serious cornering anxiety. The confirmation of weak cornering confidence comes when the mishap occurs.
It’s interesting to note that this mishap is different than others where the rider enters a turn too fast (for his/her ability) and runs wide (see this video). In this case, both riders fell on the inside of the right-hander. Why?

Crasher #1

Let’s begin by discussing the rider who first crashed. He says that he hit a hole in the road and then rode over the patch of sand. I don’t doubt this. I also don’t doubt that the hole and the sand contributed to upsetting the bike’s stability (at least a little bit).
Even so, the real questions needed to be asked are:
1. why did he hit the hole when there was opportunity to ride over smoother pavement?
2. why did he fall over?
Here is my explanation:
1.Why did he hit the hole? The reason the rider who first crashed hit the pothole was because of poor visual skills. It’s human nature to look down when we are anxious. It is likely that the rider wasn’t looking far enough ahead to come up with a plan to manage the tricky hairpin, resulting in him being taken by surprise by the tight radius and and steep slope. As he rounds the bend, he sees the hole and the sand which further increases his anxiety and triggers his survival response that includes staring at the hole. When we panic, we tend to target fixate on hazards. The problem with staring at a hazard is that we tend to steer toward it like a super-powerful magnet.  This tendency of going where we look is called Visual Direction Control and is likely what causes him to run over the hole…and then the sand.
Solution: Looking well ahead allows you to avoid surprises. Also, looking at an escape route rather than the hazard could have kept the bike away front the surface hazards. Seeing hazards early is critical for keeping these dangerous survival triggers from taking over.
2.Why did he fall over? Hitting the hole and sand did not make the crash inevitable. Factors that caused the actual fall probably included an overreaction and extreme tension. This would result in the rider clamping on the handlebars and chopping the throttle at a time when he was already moving very slow on a steep uphill hairpin. This reaction hindered direction control and killed what little amount of stability the bike had, causing gravity to take over and the bike to fall over.
Solution: Motorcycles are more stable with speed. Had he kept steady drive the bike’s suspension would have handled the bump better and stability would have been maintained. As far as the sand goes, easy acceleration and a light grip on the handlebars while reducing lean angle slightly would have allowed the tires to deal with the sand while allowing the bike to remain in its lane. As I mentioned earlier, had the rider kept his eyes up, he would have likely selected a path that avoided both the hole and the sand. Problem solved.

Crasher #2

The lead rider’s crash was caused by the same two reasons I already outlined: Looking in the wrong place and insufficient speed for stability.
1.Why did he ride off the road? Because we tend go where we look. The lead rider looked over his right shoulder, causing the bike to drift to the right and drop off the shoulder and down the ravine.
Solution: Same as above. Look where you want to go. Yes, seeing your buddy fall over can grab all of your attention, but it’s imperative that you always remain in control and that means keeping your eyes ahead until you can come to a safe stop.
2. Why did the bike go off the road so quickly? Because of a loss of directional stability. When the rider decelerated on the steep slope he slowed down enough for gravity to take hold of the bike and send it down the hill.
Solution: Same as above. Had the rider maintained positive drive he would have completed the corner on two wheels.
This video demonstrates the importance of two of the most critical skills motorcyclists need to maintain control: Visual direction control and Speed for stability. Think of these two hapless riders the next time someone suggests taking a parking lot course that covers basic slow speed maneuvers and cornering techniques. The techniques would have saved these two a world of hurt and embarrassment.
Even better is if they had signed up for on-street training where instructors can observe problems at real world speeds and conditions.
Here are two links to articles I’ve written about visual skills and cornering. And here is an article specifically about managing hairpin turns. Use the Search field above to find more pertenent articles. These topics are also covered in depth in both Riding in the Zone and Motorcycling the Right Way.

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Yet Another Crash Video We Can Learn From

Here is another video that I’m pretty sure demonstrates how we humans don’t want to admit when we screw up.  See the video of the poor guy who sideswiped a big truck on his R6. The problem that he says the wind drove him into the truck. Whaaa?
Note: you only need to watch the first 15 seconds to see the incident, but you’ll have to stick it out until the first passerby arrives to hear him mention the wind. WARNING: The video may be difficult to listen to as the poor guy writhes in pain. He also swears a bit.

While I know the wind out west can be strong enough to knock over tractor trailer rigs, I’m pretty sure wind had nothing to do with this incident. I think it’s another case of inaccurate self-evaluation and lack of rider ability and/or a serious lack of concentration.
I can’t tell how strong the wind was at the time of the crash, but the trees aren’t being blown around very much and his friend’s hair (he appears later in the video) is barely moving at all. Maybe he’s wearing copious amounts of hairspray, but I don’t think so.
Besides, if it were strong enough to blow a bike across a lane, I doubt the rider would be chatting away so casually before the incident. Also, the rock formations on the side of the road should have blocked any direct side forces.

Dangerous Distraction

One explanation for this seemingly bizarre crash is a complete and total brain fart. I’m not sure if he is talking to himself or to his friend who is riding ahead, but he wasn’t focused on leaning enough to make the curve.

Early Turn Entry

Notice how the rider began heading toward the inside of the corner too early, causing his bike to be pointed toward the oncoming lane. – Thanks for readers for pointing this out.

Countersteering, Baby!

Another contributing factor is that perhaps he did not have a good grasp of countersteering. A hard push on the right handlebar should have kept him in his lane even if it were windy.

Target Fixation

Target fixation is another likely contributing factor in this incident. Target fixation is a phenomenon that explains why we go where we look. Once the rider realized he was drifting wide into the path of a big truck, he likely couldn’t take his eyes off the hazard and that’s where he ended up. Look toward the solution, not the problem.

Human Nature Strikes Again

I think this is another example of someone blaming something other than their inability to stay focused or steer effectively. Deferring blame is a basic human response to help explain how they could have made such a serious and basic mistake.
See this video of another crash that demonstrates how humans can delude themselves.

The reason to highlight these videos is not to place blame, but to recognize the danger of not knowing why an incident happened. Without that, we are destined to repeat the mistake.
What do you think?


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Guest Writer: Why Street Riders Benefit by Riding the Track

Ed carves a perfect line on his ST1300. photo: otmpix.com
Ed carves a perfect line on his ST1300. photo: otmpix.com

Guest contributor Ed Conde shares his experiences about how track days have helped his street riding.

The Next Level

I came to riding late. I did not begin riding until I was pushing 50. I tried to make up for lost time by training and reading everything that I could find. I took the Motorcycle Safety Foundation Basic Course and the MSF Experienced Riding Course multiple times. The books and the courses definitely helped my street awareness and slow speed skills. However, I felt that these tools did not adequately prepare me for riding at speed on the street.
I tried improving my street riding by working on a skill or two each time I rode. I regularly practiced threshold braking, swerving, and weaving in parking lots. All of this helped a lot, but I felt that something was missing. I found that something when I began to do track days.

Some Benefits of Track Days

The three crucial things that track days provided were:

  1. Observation and feedback from track professionals.
  2. Action photographs that captured my riding and body position.
  3. The ability to repeat the same corners at speed without cars or other distractions.

Observation and Feedback from track professionals – There simply is no substitute for having an expert follow and observe you riding at speed. The difference between my perception of my riding and what experts saw was pretty sobering. I suspect that most of us are not as good as we think we are. Track instructors and control riders noticed that that my body position needed improvement, that I needed to relax, that my lines needed improvement, that my shifting needed work, and that my throttle/brake transitions needed to be smoother. This was a bit shocking considering how much time I had devoted to riding technique.
Action photographs – Photos do not lie! I have hated some of my track photographs because they captured all of the things that I was doing wrong. Track photographers often take photos at different curves and from different vantage points. My track photos gave me great feedback on my riding, although I did not always like what I saw.
The ability to repeat corners at speed – Being able to repeat the same corners at speed allowed me to see how changes affected my riding. It is impossible for me to duplicate this on the street where corners vary and hazards abound. While I practiced skills like trail braking, countersteering, downshifting, cornering lines, and body position in parking lots, everything changed at street speeds. Braking and downshifting from 30mph in a parking lot was a lot different than braking and downshifting from 65mph into a hairpin at the track. In addition, following an actual road was more realistic, for me, than following a cone course in a parking lot.

Are track skills useful on the street?

Folks often ask if the skills I learned at track days are transferable to the street. My answer is absolutely! Where else can you work on your riding skills safely at actual road speeds? While many skills learned at a Basic MSF Course or a “Ride Like a Pro” Course are extremely valuable, slow speed skills are often opposite to those I need at speed. While favoring the rear brake and counter weighting may improve my slow speed riding, it hinders my riding at speed.

Body Position Practice

Perhaps the best example of personal improvement from track riding is in my body position. (click on photos for larger image)

Track2009labeled
Figure 1

Figure 1 is a video screen shot of my first track day with Tony’s Track Days at New Hampshire Motor Speedway in 2009. At the time, I felt like I was riding well and actually passed most riders on the track. Looking at the photo now, I can see that I am almost scraping hard parts even though I am not riding fast. My upper body is leaning away from the turn and my eyes are not looking through the turn. I am pushing the bike beneath me dirt bike style which made me feel like I was really leaning.
HudsonLabeled
Figure 2

Figure 2 is a photo from 2011 taken near Bear Mountain, NY. I am trying to work on lessons learned at the track. I am no longer pushing the bike beneath me and my head is turned somewhat. The centerline of my jacket is now in line with the center of the bike. Despite some improvement, the footpeg is almost scraping at a modest lean angle.
DragonLabeled
Figure 3

Figure 3 is a photo from 2013 at the Tail of the Dragon. I had actually been working hard on skills learned at the track before this trip. The centerline of my jacket was now inside the centerline of the bike. My head turn was much better and I was beginning to weight the inside half of the seat. This photo is a big improvement, but I was still almost scraping my left footpeg at a modest lean angle.
TrackCurrentLabeled
Figure 4

Figure 4 is after multiple track days in 2014 and 2015. My head and shoulders are now lower and well inside the centerline of the bike. The head turn is better and almost all of my weight is on the inside half of the seat. I am not scraping despite a more pronounced lean angle. While I will not usually hang off this much on the street, I will use the better head & shoulder position and the weighting of the inside half of the seat on all my street rides.
 

Safer and More Confident Cornering

I will definitely use the skills that I have been learning at the track to ride better while conserving lean angle on the street. By keeping lean angle in reserve, I will have a safety margin if I need to tighten up my line during a curve. I will continue to attend parking lot courses because many fundamentals are learned best there. I will continue to practice slow speed skills with counter weighting, head turn, and dragging the rear brake. I will continue honing my street awareness skills and ability to anticipate trouble. However, I will not neglect training at speed with the help of professionals. I still have a lot to learn, but look forward to the challenge.

Track_Day_TTD_2015_Thompson_6-3-15c1-338
Anyone can do a track day. photo: otmpix.com

Editor Ken: Even if you ride a cruiser, tourer, ADV bike, or whatever, there is a track day for you. Non-Sportbike Track Days are available, as well as “traditional”sportbike track days . Either type of track day allows street riders to advance their skills in a safer environment than the street.
Share your comments below. Note that comments from those who have not commented before need approval before they are posted, so be patient, they will be published.


Ed Conde
Ed Conde

Ed Conde is an administrator and webmaster for the group New England Riders (NER). He enjoys finding the best motorcycle roads, views, and restaurants and posting them to the NER Best of the Northeast website.
His real job is running the federal government’s alcohol countermeasures laboratory and testifying at impaired driving cases. Ed enjoys learning about riding and marvels at the skills of top racers, motocrossers, and trials riders. He and his wife Debra ride all over the Northeast on their motorcycles.


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Guest Writer: Becoming "That Rider”

Track_Day_JMeyers-action1-sm
Jeff, being “That Rider”. photo: otmpix.com

It was a long and cold winter here in the Northeast, but at the first Tony’s Track Days event of the year at the beginning of May, we were given clear skies and ideal temperatures. Last year, I worked hard on my track day form which included letting speed come with practice. My effort was rewarded with an advancement from the novice to intermediate level. This year, I was amazed at how much I retained even with a seven month gap.

My Mantra: “You Are That Rider Now!”

As I rolled out onto the track for my first session and each one thereafter, I heard my track Guru Ken’s voice in my head, and what he told me at my one-one-one session last year: “You are that rider now! – when you go out for a session, ride that way right from the start.” I started saying that to myself – “You are that rider now.” I believe it was that confident mind-set that allowed me to tap into the foundation that I had built from my work last year.

Repetition Builds Muscle and Mind Memory

Last year, I met my goal of completing ten track days. This helped me, through repetition, build muscle and mind memory. The first few sessions of my first day this year went remarkably well. Of course, I was not as proficient as I was at the end of last season, but my body “knew” what it was supposed to do, and I was able to get into the proper body position quickly.  My eyes reached out and ratcheted far ahead through the turns and down the straights to reduce the sensation of speed.  And, as the day progressed, I was able to work up to speeds approaching my fastest last year.

photo: otmpix.com
photo: otmpix.com

Muscle and Mind Memory Lead to Confidence

The thing that really amazed me was how comfortable I was in my head. I no longer felt a flash of fear when another rider slowed dramatically, crossed my line in front of me, or passed me on the outside of a turn; I just managed the situation without much thought.
At one point, I was following behind a rider on a faster bike, and I was on his tail in the turns, but he would pull away in the straights. I decided that I could pass him going into the sharp right hand turn after the long straight by waiting to initiate my braking until after he did and trail brake into the turn as best as I could. I did this, and was just about to “tip-in” to the turn, when another rider came up on my right. I delayed my turn waiting for this rider to initiate his. He never did. Instead, he stayed upright, and locked his rear wheel, and went straight into the run-off area. Once he was out of my line, I went about my turn and kept riding. Last year, this incident would have scared me silly and shaken me the rest of the day. This year, my heart rate didn’t even go up…but maybe it should have!
So, I guess I really am “that rider now.” The lesson for me is that a mantra, conscious effort, repetition, and a great coach build confidence. Thanks Ken!


Jeff Meyers
Jeff Meyers

Jeff Meyers is a self-described middle-aged sport bike and track day dog. He has been riding for almost 30 years and, like many folks of his vintage, was taught by his friends. He is amazed to still be here given what he did at a young age on a motorcycle with such little skill and such a need for speed. He is a lawyer at his “real” job, but also is a part time Motorcycle Safety Foundation Rider Coach and has had the privilege of working for Suzuki assisting in running demo rides, mostly at the Americade rally in Lake George, New York. Jeff loves to learn, especially about riding motorcycles.
 


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