Living Jackson

Benefits of cycling

7️⃣ More Tips to Become a Better, Faster and Safer Motorcycle Rider 🏍


You loved our “Seven Tips to be a Faster
Safer Rider” so we’re back with Seven more tips to be a faster, safer rider! Hi, I’m Dave with CanyonChasers. Riders can be fast and safe; the two are not
mutually exclusive. So here are seven more tips on being a better rider and by “better” we mean “not falling down.” Because when it comes to street riding, getting
there first is optional but getting there in one piece is mandatory. You’ve been riding for a few years. Maybe even done a few track days. Maybe you’ve been riding for 20 years or
more. You’ve got this! Or do you? It’s not uncommon for “experienced”
riders to say they don’t need to take a course, or they don’t think they would benefit
from some track time because they have 20 years of experience. Yet, I see them ride and I wonder how on earth
they have survived this long. I wonder, does this rider have 20 years of
experience, or one year of experience repeated 20 times? Rust never sleeps. Entropy is real, and we see it in every facet
of our lives. You reach your goal weight, but if you don’t
stay on top of it, you start putting the weight right back on. – You only live in that impeccable shape for
maybe 24 hours. It’s like an orchid that blooms and dies
on the same day, you know? It take care and concern and water and the
perfect amount of sunshine for six months and it’s just… and you take a selfie. -The exact same thing happens with our riding. If we wish to be the best riders we can be,
we would be well advised to constantly be working on improving our riding. There isn’t a day I go out on the bike when
I don’t decide, before I even leave the driveway, what skill I plan on working on
today. Should I focus on keeping my head and eyes
up? Should I work on being smooth and progressive
with my brakes? Should I emphasize delaying and defining my
apexes? This is even more important to keep in mind
when we’ve spent any time off the bike. Even if you’ve only been off the bike for
a few wintery months, your riding skills have suffered, not to mention that car drivers
have grown accustomed to not seeing motorcycles. To be the best riders we can be, we must remain
vigilant. Going fast on a motorcycle is the simplest
thing. It’s not hard to twist a throttle, and as
a community, we’re good at turning on the go fast. but despite how much horsepower our
bikes produce, the brakes are the most powerful tool you have at your fingertips. If we want to become fast and safe, then the
goal is to become a master braker. The vast majority of the people leaving comments
on our videos are great. Our little community is super cool especially
compared to a lot of other YouTube comment sections. But in reading through those comments, especially
our trail braking video, the most misunderstood component is our brakes. Particularly, the front brake. A lot of the thinking is that because the
rear tire is bigger, it has a bigger contact patch and therefore provides more grip. Physics tells us this is not the case. So, if you think back to High School, you
may have been taught Amontons Laws. The force of friction is directly proportional
to the applied load. And: The force of friction is independent
of the apparent area of contact. But what does this mean? Well, in simplest terms, science says weight
determines how much grip we have, more than the size of the contact patch. So, here’s part two. What happens on any vehicle when we slow down? Well, weight shifts to the front. A lot of the braking related crashes we’ve
seen have come from riders getting scared and grabbing or stabbing at the brakes. Without any weight over the front tire, it
is likely to lose traction. And this is why so many of us are shy about
the front brake. A saying you hear often in the racing world
is “wait for the weight.” And it works everywhere; If you are doing
an emergency stop, or trail braking into a decreasing radius, downhill corner, we need
to wait for the weight to shift onto the front tire, so that there is adequate friction to
keep the tire stuck to the road. As that weight shifts onto the front tire,
it also deforms the tire and the contact patch gets even bigger. As opposed to what’s happening to the rear
tire; more weight shifts away from the rear tire and it’s contact patch gets smaller. So as you go out on your next ride, keep this
phrase rattling around in your head. When it’s time to slow down; wait for the
weight. Squeeze that brake lever slowly, and progressively,
wait for the weight to shift onto that front tire. Do as one very wise seven year old rider once
said to me; Don’t surprise the tire. One Christmas, when I was a kid, I was watching
my mom prepare the Christmas ham and before putting it into the oven, she cut off both ends. Which seemed kinda’ odd to me so I asked
why. She said she’s always done it this way because
it’s the way her mom did it. I continued, but why. Mom didn’t have an answer. So later that night she called grandma, her
mother, and asked. The reason why grandma cut the ends off the
ham? The only pan she had at the time was too small,
so the only way to get the ham to fit in to the pan; cut off the ends. We need to be inquisitive and adaptable. Just because that’s the way it’s always
been done doesn’t mean it’s the best way to do things. In fact, motorcycling has seen a dramatic
shift with data logging which has led to a much more complete understanding as to how
a motorcycle works the way it does. A lot of programs, and a lot of well-intentioned
riders coach based on how they ride, which may not be the best way to ride. Think of all the really awful advice you may
have heard over the years. Never use the rear brake, you’ll high-side. Never use the front brake, you’ll flip over
the handlebars. If things get scary, lay ‘er down to avoid
a crash. So for us, this means, if we want to become
the best riders, we need to be skeptical. Perusing the internets, we read all manner
of crazy advice, and some of it sounds really convincing, but when put under more intense
scrutiny, a lot of it simply doesn’t hold up. Verify everything. Which is why we always try to attribute and
provide sources in the description. Motorcycles and jazz have a lot in common. If you like jazz, I’m sorry, but I dare
you to disagree with what I’m about to say. As a matter of fact, if you do like Jazz,
I’m willing to bet you like it for a lot of the same reasons you love motorcycles. Okay, so where am I going with this? Jazz is unpredictable, you think you know
the melody, the pace, the rhythm, the beat, you’re singing along to the chorus and just
when you think you got it …. BAM! It completely changes. – Jazz is stupid. I mean just play the right notes. – How different is a good motorcycle road? Its tipping left and to right, the asphalt
is smooth and flowy… You are getting into the groove. You’re feeling it… – Huh, I could get used to this. – And then, as you tip into a sweeping left
hand bend … BAM! a downhill button hook to the right. True story: A buddy of mine on a mellow, sweeping
road, charged into a sorta’ blind, off-camber, or fallaway, corner, panicked, stabbed the brakes
and totally augered in. His response? Stupid road. It wasn’t a stupid road. You can’t assume what’s around the next
corner based on the last ten corners. You can’t assume whats around a corner based
on the last time you went around it. Don’t expect any road to be a Taylor Swift
song with catchy melodies and a hook that makes you sing it in the shower. – [singing] She wears short skirts, I wear
t-shits – I mean, it might be, but more likely it’s
going to be a Miles Davis jam session. – It’s conflict and it’s compromise. And it’s just… It’s new! Every time! It’s brand new every night. It’s very, very exciting! – If this explanation causes you to like jazz,
again, i’m sorry. Tires are what connect you to the road. They are an expensive consumable, but equally
critical. We’ve seen so many crashes that could have
been avoided if riders would have taken better care of their tires, or simply replaced them
sooner. So, what are the tire rules? First, buy a quality tire gauge and check
your tire pressure regularly. Run your tire pressure according to the information
listed in your owner’s manual. And keep in mind that most manufacturers are
going to give you cold pressures, meaning that you want to check pressure before riding
on the tire and generating heat. Second, replace them in pairs, or at the very
least run matched sets. We go into a lot of detail about why this
is important in our video specifically about tires. Third, get a quality tire gauge and check
your tire pressure regularly. You should be able to tell someone your tire
pressure with a less than one-percent margin of error at any given moment. And finally, when in doubt throw them out. So, you are not sure if that newish tire will
last that ten day road trip but to save some cash, you head out anyway. But the tire wears into the cords six days
later and now you lose an entire day or more, of riding as you try to find a motorcycle
shop in whatever rural town you happen to be in, then you get to pay “market price”
for a twelve year old supersport tire. Not only do you lose time riding and probably
had to cut your planned route short, you paid out the nose for a tire that you’d never
have chosen for your bike to begin with. Or what about the guy who thought he could
do one more track day on an pretty tired set of race tires on his ultra-low horsepower
SV650. The rear tire slid out exiting a slow, mellow
corner and the end result was a high-side. When you amortize tires over how long they
last, he was saving about $40 to get one more day, and it cost him about $1000 in damages
including needing a new helmet, not to mention all the bruises. Take care of your tires. They are your first defense against falling. You may be able to save a few bucks but it
may cost you a grand, or even worse, an injury. If you live in America, even something as
simple as a collar bone can cost you upwards of $20,000. Spending money on tires will end up saving
you money in the long run. Look, it happens to all of us, a tire wears
out faster than expected and we’re caught out. But tires are a riskly place to scrimp. As an added bonus, a little effort to manage
tire pressures will extend the life of your tires, offering you better grip while saving
you some money and extending the time between tire swaps. When it comes to cornering, we see two rider
mistakes over and over again. The first, entering the turn too fast, which
is why we go on and on about the value of trail braking and even have an entire video
about it, but the second mistake we see repeatedly; Entering a corner shallow, or tipping in too
soon. Sure, I get it. We’re excited for the corner, we don’t
want to run wide, we like the whole leaning thing. And it’s easy to get a little overly enthusiastic
and start the turning as soon as possible. So why should we enter a corner from the outside? There’s a couple of reasons. Cars lean the wrong way when they corner. They lean to the outside, putting more weight
on their outside tires. This means that those outside tires are effectively
scrubbing that outside path of travel making it the cleanest part of the road. If the corner has less than ideal visibility,
you can enhance how far you can see into and through the corner by entering from the outside
path of travel. And finally, motorcycles turn better and more
efficiently when you delay your apex. What is an apex? In the context of motorcycling, the apex is
where the motorcycle is closest to the inside of the corner. In most cases, you want to apex your corner
about 2/3rds of the way through the turn, and the only way we can really do that is
if we stay wide for as long as we can. Or, least until we can see the exit of the corner
and identify where the apex is. Only then do we want to move towards the inside
of the corner, kiss our apex, and accelerate out of the turn. Oddly, because of how motorcycles like to
turn, tipping in early, or apexing early, or running a tight line through a corner makes
it far more likely that we will do the thing we are trying to avoid. run wide in the later part of the turn. By being patient, staying wide and apexing
later not only are we are less likely to run wide but we’re spending more time on the
cleanest part of the road, and we’re in better shape to stay on the asphalt. Okay, so this one I kinda’ stole. I had a student who was a Vietnam-era/Cold
War fighter pilot. – I feel the need, the need for speed. Ow! – When I was coaching him about the importance
of looking ahead, he was “Oh yeah, stay ahead of the aircraft. Got it.” And, as you expect, he went out and rode like
a pro. Later I asked him, “Stay ahead of the aircraft,
what did you mean with that?” An he said, you have to think and plan for
where the aircraft will be in 30, 60 or 90 seconds from now. Remember, he said, you are traveling at 700
to 1,500 miles an hour, – Whoo! – if you allow the aircraft to get ahead of you, where you are trying to mentally catch
up to the aircraft; that’s when pilots crash. There’s wisdom in that, right? So for us, stay ahead of the motorcycle. We need to be thinking and planning and making
decisions on where we will be in 30, 60 or 90 seconds from now. We may only be going 70 miles an hour, but
we’re also flying well below the hard-deck. – The hard-deck for this hop was 10,000 feet. You knew it. You Broke it. – Many riders we’ve worked with who’ve
participated in advanced rider training, came in hoping for a magic bullet, that one secret
that will suddenly launch their riding to the next level. But this is it. This is the secret sauce that you have to
master if you want your riding to progress. And remember, It’s not enough to just to
keep our chin up or keep our eyes up. We have to get our mind up and in front of
the motorcycle. We need to be actively planning the next step,
every step of the way. And you can tell when you get better at this
because everything slows down and the world becomes quiet and peaceful. Every move you make, and every control input
will be slow and precise. it’ll go from a rock concert in your head and become more like the music your mom listens to. – [Singing] On any sunday, like the tail of
a kite flying and dancing in the wind. – But a warning; you’ll never master staying
ahead of the motorcycle. Work on this skill more than any other. We’ve provided links to some great resources
in the description, including two outstanding books. Sport Riding Techniques, and Motorcycle Dynamics,
which lays out all the physics and maths as to the hows and the whys motorcycle behave
the way they do. If you’d like us to cover one of these topics
in greater detail, please comment below. Click like and subscribe and click on that
little bell if you’d like to be notified whenever we upload a new video. Thanks so much for watching and ride well.

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