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A TWIST OF THE WRIST VOLUME II
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The Cornering Bible
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- You got those new sticky Dunlops on.
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- Yeah, they're supposed to be pretty cool.
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- Are they sticky as they say?
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- That's why I got'em.
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... truth is I... just don't know.
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- Yeah, see what you mean.
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"Chicken stripes" = Unused portion of the tire caused by fear of leaning.
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- You know, the bike is fast, it's way faster than I am.
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- Let's see what all these other guys are get on.
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- Wow.
- Oh, wow.
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- This guy is brave, he really leaned over.
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- Hey look at those footpegs all grinded way.
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- And the tire!
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- Gosh!
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- Can I help you, gentlemen, with something?
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- Is this your bike?
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- Yes, she is.
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- Hey, how you do something like this with a bike like that?
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- I guess I learned a few things on my days.
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- Yeah, I guess so!
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- Got advice for us?
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- Advice? It is a very interesting topic.
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- You break straight up.
- No way, pop! Trail break, all the time!
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No, bro, pretty sure you're supposed to counter steer on the turns.
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- Just get more seat time. You'll improve.
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- Nah, no way, you gotta plan out your laps.
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- Be safe.
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- What you do is your downshift to slow down.
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- No no no, use the brakes.
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- No, man, it's counter-steering.
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- Body steering, man, it's body steering.
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- You've got to smooth!
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- One can hear a lot of advice about riding.
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Here, let's start with this.
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That's the Cornering Bible.
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Go and read it for a week and then bring it back to me.
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- Thanks.
- No problem.
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- Take it easy, guys.
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- You too, we'll see you around.
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Hi, I'm Keith Code.
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We hear lots of advice about how to ride.
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Some of it is destructive advice, some friendly advice and some
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useful tips.
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Let's see how advice stacks up against the technology of riding.
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Take counter-steer as an example.
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Most often, our first vehicle has three wheels like this tricycle.
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Turn the bars to the right and it goes right.
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Turn to the left and it goes left.
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Simple.
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Our first ventures out on two wheels usually envolve training wheels.
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Now we have a four-wheeler.
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From the tricycle experiences, we instinctively turn right to go right and it works.
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In the time other method of training, we raise the training wheels.
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Now we have a recipe for disaster.
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We lost two wheels.
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It's now a frighteningly unstable machine.
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The child expected to steer like everything else she's ridden.
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Look what happens, thought.
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She steers to the right and the bike tips over to the left.
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Just like all two wheel devices.
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Even with all the bad advice out of our sense of survival
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We somehow make it work.
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But do we understand the underlying technlogy of it?
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All two wheel vehicles steer differently to three and four wheelers.
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To go right you apply pressure to the right handlebar.
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That action initiates the turn.
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The bike then leans over and the front wheel turns into the turn.
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It's called counter-steering.
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That's why training wheels are so confusing at first.
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It's counter to everything the child has learned.
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Listen kid, steering is simple.
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You just push down the inside peg,
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pull the bike in with your knee
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push the handlebars down
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and lean your body in.
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Really? I did not know that.
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It was false and misleading advice like that...
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that led me to invent the "No B. S." or "No Body-Steering" bike.
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Let's see if would help us sort out the facts of steering.
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I've grafted an extra set of bars on this bike.
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The whole idead was to take the handlebars out of the equation
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to discover what so-called body-steering really does.
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The extra throttle on the top bars allows the driver to maintain speed.
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Even with massive shifts in body weight without any input to the handlebars
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the bike only vaguely changes direction.
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This will never get you through the corkscrew at Laguna Seca.
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Footpeg weighting is another myth.
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Even with his entire body weight on one peg, this bike merely varies off course
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and once its course is set, the pressure has even less effect.
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Good advice doesn't always put the rider in real control
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and can prevent us from properly to be able to do this.
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A little counter-steering with bar pressure gets the job done
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and puts the rider in control.
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Here we have managed a simple pointer on the tank to illustrate counter-steering.
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Let's take it for a ride and see what happens.
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See how the pointer shows the bars moving first to left and then right, and vice-versa?
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This is counter-steering.
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It is the only way to accurately steer a motorcycle.
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It really is simple.
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Just press on the bar and the bike responds instantly.
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That's all you do and it works all the time, everytime.
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Even with only one finger.
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The idea that we lean to steer comes from the fact that,
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when you lean right, you unconsciously pressure the right handlebar.
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And that counter-steers the bike right.
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Vice-versa for left turns.
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Lean steering is one of the myths of riding.
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Some believe body steering works because they can maneuver the bike with the hands off the bars.
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When we move our weight toward on the bike it actually creates a counter-steering action.
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Look at the pointer.
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Some riders are confused by how the steer a bike once they are in a turn.
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It's exactly the same.
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To tighten the turn, you press your inside bar.
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To widen your turn and bring your bike up, you press the outside bar.
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Counter-steering always works.
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Counter-steering is a piece of riding tech that will help you to improve your control in virtually every situation.
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Let's take a look at some other parts of riding.
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You guys really do have the cutting-edge of bike technology, don't you?
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Look at the size of that rear tire.
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Look at the size of those brakes.
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I bet you really can roll on when you need to, huh?
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The frame is stiff enough to handle all the breaking power and the grip of the tires.
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So how many ponnies does it have?
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Well over a hundred.
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Mine's around 150. They say it will do 180.
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It's impressive.
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Guess all that cutting-edge stuff can make a difference.
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But sometimes the cutting-edge cuffs the rider.
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What's needed is the riding technology to match the machine's technology.
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After over a century of development, motorcycles are trully precision cornering machines,
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but that doesn't eliminate rider error.
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What stops most riders from being able to use all of that potential?
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- Man, I was riding as hard as I could and the guy just disappears.
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- Yeah. Me too, man.
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- Hey is there anything on that twist 2 book he gave us about riding harder?
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- Here we go.
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To make real improvement, riders can expect to reach a high level of technical skill,
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but only if they ride at 75% of their limit.
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Everyone agrees that in some fashion, survival reactions...
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- Survival reaction? What's that? It's like, fear?
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- Yeah.
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Survival reactions or "S.R.s" are the ever present barrier to riders reaching their goals.
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- That's right, everytime I try to up the pace, I get myself in all sorts of problems.
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It's like I'm afraid to push my limits.
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But I'm not sure what I'm afraid of.
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- Me too, it's definitely my personal limit.
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I would describe it more like a mild panic.
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- Well, let's ride.
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- Where is my key?
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Where is my key?
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- What do you mean?
- I never took it out but it's not here.
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It is an agreed upon fact
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our instinct of survival reactions, or "S.R.s", ruin a rider's hopes of being confident and in control.
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In riding, there are eight distinct so called survival reactions, or "S.R.s",
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and we can see all of them in this one incident.
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Immediately we see the rider trying to use body-steering into the turn when he should've counter-steered,
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so it starts out a little wide.
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If he would know how to steer the bike, this whole thing could've been avoided.
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Let's get back and see what other errors were made.
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He gets on the gas to stabilize the bike, but chops it mid turn.
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The bike stands up a bit and that's S.R. #1, chopping the gas from panic.
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Now he's counter-leaning against the angle of the bike.
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This increases bike lean angle, but doesn't tighten up the turn as he would hoped.
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This is another S.R.
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Now the bike is unstable and running wide,
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so he tightens his grip on the bars.
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Almost common S.R.
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None of this helped, he's running wide and panics.
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He is looking everywhere but where he should be ...
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... around the turn, this is visual panic.
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His target locks on the very thing he doesn't want to hit.
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A S.R.? You bet.
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In a panic, we go where we look, he's steering directly towards the log where his attention is locked.
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S.R. #6
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With his attention toddling down he cannot steer effectively and becomes frozen on the bars.
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Yes, S.R. #7.
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He can't turn, so he jumps on the brakes.
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Our eighth S.R.
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His lazy steering started the whole mess, but when he chopped the throttle off it got worse.
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First let's take a look at throttle control and how it works.
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My bike went terrible on those turns back there, how is yours?
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Not too bad, but I didn't have as much grip as I would like.
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The roads must've been slippery.
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I think I need to play around with the suspension a little bit.
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You know how to do that?
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Yeah, but not enough.
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Hey, are there any suspension settings in that Twist of The Wrist II book the guy gave us?
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It says here that understanding the performance specifications of your bike is one step in reducing
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throttle control survival reactions, that detract from your riding.
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Sound 'bout right, what does that mean?
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Considering that most machines and the statical constant speed situation
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have roughly 50-50 weight distribution, we can begin to calculate the guidelines for correct throttle control for a turn.
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The fact the rear contact patch is larger the two tells the story.
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"Give me the more weight I can handle it."
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So, once in the corner a tire gets to shift 10 to 20% more load to the rear to give it its fair share of load.
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This we do with the throttle. Technically speaking, we want to slide .1 to .2 Gs of acceleration to accomplish that.
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Simply put, in a straight line, is the force generated by a smooth fifth gear roll-on
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in the 4 to 6 thousand RPM range on pretty much anything over 600 cc.
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That's not much acceleration, but it transfers the weight.
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Whatever the RPM range, we must maintain the weight transfer by continuing at throttle roll-on.
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Throttle control rule #1:
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Once the throttle is cracked open, it is rolled on evenly, smoothly and continuously throughout the remainder of the turn.
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This is not just a racing technique
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it applies to all corners on all motorcycles.
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Once the correct transfer of weight is achieved using the throttle,
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any big changes in the weight distribution will reduce available traction
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which is specially important in poor traction conditions.
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Once the bike is fully leaned over, violating rule #1 with poor throttle control
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will underweight or overweight that particular tire-bike combination.
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Hear again: even in poor traction conditions
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good throttle control gives maximum stability and grip.
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Slides are the negative result from rolling the throttle on and off.
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For track riding and racing, each throttle on-off or even just an hesitation will cost you time.
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At least a tenth of a second, about a bike lenght
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in a slow to medium speed turn.
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In higher speed turns, the same throttle error will cost you even more
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the effects of wind drag are substantial at higher speeds.
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- If the surface is slippery, do you want to overload the front or rear tires?
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- NO!
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- Correct.
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If you are rough or inconsistent with your throttle control, will it reduce traction?
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- YES!
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- Exactly.
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If you have good throttle control,
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will the weight be distributed properly on both the front and rear tire?
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- YES!
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- Exactly. Now, what is throttle control rule #1?
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- Once the throttle is cracked open, it is rolled on evenly,
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smoothly and constantly throughout the remainder of the turn.
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- Good. Now, repeat that to yourself one thousand times.
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- Once the throttle is cracked open, it is rolled on ...
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This rider is late on the gas and gets very hard, sudden acceleration out of the turn.
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This driver is trying for good throttle control and has nice, clean roll on,
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not the same fierce acceleration as the first guy.
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But what is the actual result in exit speed? Let's look at the radar.
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A huge difference.
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There are two circumstances under which you may violate throttle control rule #1.
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00:18:28,911 --> 00:18:34,171
Let's take the point where you are bringing the bike up for the drive out of the corner as the first one.
241
00:18:34,211 --> 00:18:38,379
As the bike is bought up towards vertical, we can be more aggressive with the throttle.
242
00:18:38,379 --> 00:18:41,359
At some point you can pin it.
243
00:18:42,446 --> 00:18:45,946
Coordinating your throttle roll on with bringing up the bike,
244
00:18:45,946 --> 00:18:48,980
is how to maximize your drive out of any corner
245
00:18:48,980 --> 00:18:50,620
on any size bike.
246
00:19:02,914 --> 00:19:07,548
Most riders wait until the bike is nearly upright before they increase the roll on rate.
247
00:19:07,548 --> 00:19:10,238
The skill of it is in accurate timing of the pick up and roll on.
248
00:19:12,249 --> 00:19:13,939
What difference does it make?
249
00:19:16,116 --> 00:19:17,046
Quite a lot.
250
00:19:18,416 --> 00:19:22,550
The second exception to throttle control rule #1 is traction control.
251
00:19:22,550 --> 00:19:27,450
Riders can be far more aggressive with mid-corner and exit throttle.
252
00:19:27,450 --> 00:19:31,184
Double-apex turn to the other exception to the throttle control rule.
253
00:19:31,184 --> 00:19:33,351
So we're actually dealing with two turns,
254
00:19:33,351 --> 00:19:37,371
it's OK to roll off or stop the roll on between the two.
255
00:20:01,954 --> 00:20:04,144
- Hey, look, a CBR 1000.
- And R6.
256
00:20:05,821 --> 00:20:10,288
- Look at the guy on the Repsol, he's not smooth with the gas.
257
00:20:10,288 --> 00:20:12,548
- I bet he's racer.
258
00:20:27,656 --> 00:20:29,096
- Told ya.
259
00:20:29,990 --> 00:20:31,610
- What are you looking at, kid?
260
00:20:31,657 --> 00:20:32,857
- Your tires.
261
00:20:32,857 --> 00:20:34,890
- What do you kids know about riding?
262
00:20:34,890 --> 00:20:39,040
- Once the throttle is cracked open, it's rolled on evenly, smoothly
263
00:20:41,524 --> 00:20:43,744
and constantly throughout the remainder of the turn.
264
00:20:45,358 --> 00:20:47,398
- How long have you guys been riding?
265
00:20:47,525 --> 00:20:48,795
- About three months.
266
00:20:49,458 --> 00:20:51,559
- Have you guys ever been at a riding school?
267
00:20:51,559 --> 00:20:54,809
- No, but we got this book this guy gave us.
268
00:20:55,692 --> 00:20:57,662
- Yeah, just keep reading it.
269
00:20:58,326 --> 00:20:59,426
- Come on, boys. It's time to go.
270
00:21:21,628 --> 00:21:25,795
- At some of those places I just couldn't help myself. I kept rolling in and out of the throttle.
271
00:21:25,795 --> 00:21:29,685
- I was cool, completely perfect the whole time.
272
00:21:30,429 --> 00:21:31,059
- Really?
273
00:21:32,429 --> 00:21:36,230
That's fine, 'cause I still can't get it continuous roll on.
274
00:21:36,230 --> 00:21:38,550
- That's S.R. 1
275
00:21:38,730 --> 00:21:41,060
Rolling out of and on and off the throttle when you shouldn't.
276
00:21:43,330 --> 00:21:44,310
- That's right.
277
00:21:44,997 --> 00:21:48,377
Survival reactions, how I could forget that?
278
00:21:51,565 --> 00:21:53,931
Good handling means predictable traction
279
00:21:53,931 --> 00:21:57,165
and good traction depends on your suspension working well.
280
00:21:57,165 --> 00:22:00,032
In mid-corner, on a properly set up bike,
281
00:22:00,032 --> 00:22:04,472
the forks and shock work best in roughly than mid-stroke range.
282
00:22:04,933 --> 00:22:06,899
With good throttle control, you can see the forks
283
00:22:06,899 --> 00:22:10,239
working and then mid stroke and mid corner.
284
00:22:10,400 --> 00:22:12,767
Is that as good as it gets? Is the bike happy?
285
00:22:12,767 --> 00:22:14,934
Are you happy when the bike is happy?
286
00:22:14,934 --> 00:22:16,084
Yes, yes and yes.
287
00:22:17,534 --> 00:22:19,801
In what range do we want the rear shock to operate?
288
00:22:19,801 --> 00:22:21,434
In the middle, of course.
289
00:22:21,434 --> 00:22:23,064
That's its most compliant range
290
00:22:23,768 --> 00:22:27,198
That's its sweet spot, just like the forks.
291
00:22:27,801 --> 00:22:32,069
Once you get back on the throttle, weight begins to transfer to the rear.
292
00:22:32,069 --> 00:22:34,269
The rear shock becomes our main concern,
293
00:22:34,269 --> 00:22:39,229
because we must now rely on it more for stability and traction.
294
00:22:43,203 --> 00:22:46,953
Contrary to popular opinion, getting on the gas hard makes the back of the bike rise,
295
00:22:47,737 --> 00:22:51,704
that applies to both chain and shaft drive bikes.
296
00:22:51,704 --> 00:22:55,604
As it rises, the rear suspension becomes stiff
297
00:22:55,604 --> 00:23:00,644
this results in the rear tire not being able to follow the road's surfaces well and the traction is reduced.
298
00:23:01,772 --> 00:23:07,262
This becomes abundantly clear when we look at front wheel speed compared to reader wheel speed on a straight.
299
00:23:08,072 --> 00:23:10,372
There is quite a bit of tire slippage.
300
00:23:10,372 --> 00:23:12,539
And look at rear suspension's position.
301
00:23:12,539 --> 00:23:14,109
Nearly topped out.
302
00:23:14,706 --> 00:23:17,206
Again, it isn't working well
303
00:23:17,206 --> 00:23:20,440
With good throttle control we get what the bike is designed to deliver,
304
00:23:20,440 --> 00:23:23,080
working suspension and optimum traction.
305
00:23:24,907 --> 00:23:27,074
Another down side of survival reaction #1,
306
00:23:27,074 --> 00:23:30,274
chopping the throttle, is reduce ground clearance.
307
00:23:30,274 --> 00:23:33,408
Not only does the front compress, so does the rear.
308
00:23:33,408 --> 00:23:37,078
Which further reduces your clearance.
309
00:23:37,842 --> 00:23:41,052
- Perfect examples. When the rider is hard on the brakes,
310
00:23:41,275 --> 00:23:45,175
the front-end wheel feels heavy. And the breaking...
311
00:23:48,710 --> 00:23:49,400
- Check it out.
312
00:23:55,644 --> 00:23:57,674
- Man, he is smooth.
313
00:23:57,977 --> 00:24:03,357
"Good throttle control allows the suspension to work properly and the bike is smooth."
314
00:24:05,011 --> 00:24:06,701
Let's see if we can catch him.
315
00:24:09,212 --> 00:24:12,832
Our new riders might've grasped the idea of good throttle control,
316
00:24:13,112 --> 00:24:15,622
but they certainly haven't mastered it yet.
317
00:24:47,515 --> 00:24:50,549
- Figured you guys would come this way.
318
00:24:50,549 --> 00:24:53,789
- Well, we figured out why you're so smooth.
319
00:24:57,783 --> 00:25:00,993
- They've got it. Your forks, shock
320
00:25:01,317 --> 00:25:05,187
and suspension settings create the potential for good handling.
321
00:25:05,351 --> 00:25:08,918
Your throttle control brings that potential into reality.
322
00:25:08,918 --> 00:25:12,218
Good throttle control has a major impact on slides.
323
00:25:12,218 --> 00:25:17,368
In controlled slides like this good throttle control maintains stability.
324
00:25:18,152 --> 00:25:23,372
In an unwanted or unexpected slide chopping it makes it worse.
325
00:25:24,252 --> 00:25:25,182
Watch this.
326
00:25:28,086 --> 00:25:32,816
Good throttle control, in reverse, can save you from the high side.
327
00:25:34,753 --> 00:25:37,443
A smooth roll off works much better.
328
00:25:37,454 --> 00:25:40,821
Practice your roll off as often as your roll on.
329
00:25:40,821 --> 00:25:44,054
When the time comes, it could make all the difference.
330
00:25:44,054 --> 00:25:47,321
Without getting into anything really nasty, like oil on the road,
331
00:25:47,321 --> 00:25:49,841
what are the usual conditions that activate our off the gas S.R.s?
332
00:25:53,689 --> 00:25:54,789
How about some of this?
333
00:25:57,422 --> 00:26:00,989
Water and sand are two big concerns for most riders.
334
00:26:00,989 --> 00:26:04,423
While you must not be aggressive with the throttle in situations like this,
335
00:26:04,423 --> 00:26:07,113
you certainly don't want to chop it either.
336
00:26:08,257 --> 00:26:10,990
What is your best bet if it's really slippery?
337
00:26:10,990 --> 00:26:14,960
Well, pick it up as best you can. The least lean angle, the better.
338
00:26:26,525 --> 00:26:31,226
- Looks like good throttle control solves many of our rider problems, doesn't it?
339
00:26:31,226 --> 00:26:31,736
- YES!
340
00:26:33,159 --> 00:26:37,026
There are many factors that affect what line a rider maintain through a turn.
341
00:26:37,026 --> 00:26:41,160
We will explore that later. The point we want to make now is this:
342
00:26:41,160 --> 00:26:43,960
no matter what line you take, high, low, middle, whatever,
343
00:26:43,960 --> 00:26:47,661
good throttle control is the gauge by which you can judge it.
344
00:26:47,661 --> 00:26:50,994
Riders are often confused about why the bike, initially, stands up
345
00:26:50,994 --> 00:26:54,424
and runs wide when they get off the gas mid turn.
346
00:26:56,328 --> 00:27:00,862
Once into your lean and the gas is rolled off, weight transfers to the front of the bike
347
00:27:00,862 --> 00:27:05,796
compressing the forks. That weight goes to the front tire and spreads out the contact patch.
348
00:27:05,796 --> 00:27:09,776
This creates additional drag on the patch to the inside of the center line of the bike,
349
00:27:10,430 --> 00:27:14,163
that drag counter-steers the bike up causing it runs wide.
350
00:27:14,163 --> 00:27:17,853
The whole thing can seem confusing, especially if the rider expects to
351
00:27:18,030 --> 00:27:22,031
tighten the turn when he rolls of the gas and he founds the opposite of that happening.
352
00:27:22,031 --> 00:27:25,165
A moment later, since the gas is off, the bike slows,
353
00:27:25,165 --> 00:27:29,265
leans further over and finally tightens up the turn.
354
00:27:29,265 --> 00:27:32,199
Applying brakes mid corner creates the same effect.
355
00:27:32,199 --> 00:27:36,809
When the weight transfers forward the result is the same, the bike stands up.
356
00:27:37,566 --> 00:27:41,876
A static throttle slows the bike as well. Again the bike tends to run wide.
357
00:27:42,633 --> 00:27:48,013
This effect is even more pronounced at higher speeds and steeper lean angles.
358
00:27:49,300 --> 00:27:53,500
Getting on the gas too hard too soon will also send the bike off line, wide.
359
00:27:57,534 --> 00:28:02,624
Getting on the throttle too slowly, makes the bike feel unresponsive.
360
00:28:06,935 --> 00:28:09,036
As we see here, with good throttle control,
361
00:28:09,036 --> 00:28:13,406
the bike looks and feels stable on its line and leaves the corner faster.
362
00:28:14,003 --> 00:28:18,870
Getting the feel for how much throttle the bike wants and needs to be stable, and have good traction
363
00:28:18,870 --> 00:28:22,037
and hold its line is the art of good throttle control.
364
00:28:22,037 --> 00:28:24,404
There are choices in lines, but the good ones
365
00:28:24,404 --> 00:28:27,374
follow the throttle control rule.
366
00:28:29,171 --> 00:28:32,705
- Jesus, I'm running wide on that exit almost every time
367
00:28:32,705 --> 00:28:35,675
And I'm following the throttle control rule.
368
00:28:45,006 --> 00:28:46,166
It doesn't make any sense.
369
00:28:47,173 --> 00:28:49,373
What does that Twist II book say?
370
00:28:49,706 --> 00:28:54,636
- You get on the gas as soon as possible.
- I'm definitely doing that.
371
00:28:54,707 --> 00:28:58,474
But still I'm coming out, I can't hold my line.
372
00:28:58,474 --> 00:29:02,954
- We have minds holding our line, it's just unstable at the beginning.
373
00:29:04,741 --> 00:29:08,241
I'm not running wide on the exit, but my bike doesn't feel planted to, like, the apex.
374
00:29:12,709 --> 00:29:14,279
I do not know what we are doing wrong.
375
00:29:15,176 --> 00:29:16,966
- Let me take a look.
376
00:29:21,043 --> 00:29:22,253
A-ha, here we go.
377
00:29:23,110 --> 00:29:27,960
To meet the throttle control standard, steering is completed before you get it on.
378
00:29:28,077 --> 00:29:33,557
This doesn't mean at the apex, right before or just after, or any particular part of the turn,
379
00:29:34,411 --> 00:29:37,744
it means as soon as possible once the steering is completed.
380
00:29:37,744 --> 00:29:39,545
I never thought of that.
381
00:29:39,545 --> 00:29:42,445
- See, I was told you have to wait until you get to the apex.
382
00:29:42,445 --> 00:29:44,875
I've been scared to get it on before that.
383
00:29:45,845 --> 00:29:51,225
Let's look at all six of off-the-gas results and see why is so important to follow the throttle control rule
384
00:29:51,646 --> 00:29:56,836
and get back to the gas as soon as possible once bike has turned.
385
00:29:57,313 --> 00:30:01,213
1st Weight transfers forward changing our available traction.
386
00:30:02,180 --> 00:30:05,450
2nd We've lost our suspension's mid-stroke sweet spot.
387
00:30:06,014 --> 00:30:10,334
3rd The bike will tend to overreact to rough pavement and can become a bit twitchy.
388
00:30:11,481 --> 00:30:16,671
4th By creating some instability, the bike initially tends to run wide.
389
00:30:18,515 --> 00:30:23,935
5th As we saw before, we loose ground clearance on both ends of the bike.
390
00:30:25,983 --> 00:30:28,316
6th And lastly, the bike slows down.
391
00:30:28,316 --> 00:30:30,183
These are the six results you get
392
00:30:30,183 --> 00:30:33,803
From waiting too long to get back on the throttle.
393
00:30:33,883 --> 00:30:38,433
Getting back on the gas as early as possible solves all of this.
394
00:30:38,584 --> 00:30:40,551
Bike becomes planted and predictable,
395
00:30:40,551 --> 00:30:42,851
but can you get back on the gas too early?
396
00:30:42,851 --> 00:30:47,641
This rider got greedy with the throttle way too early, but the solution was correct
397
00:30:49,252 --> 00:30:51,785
roll off, reduce speed, repoint the bike and then roll back on.
398
00:30:51,785 --> 00:30:56,915
To add lean and throttle at this point of the turn is a common cause of crashes.
399
00:31:00,286 --> 00:31:02,316
But this is the way it really should be done.
400
00:31:15,654 --> 00:31:18,288
- He-hey, no more "chicken stripes"!
401
00:31:18,288 --> 00:31:22,322
- Yeah, I guess we both have a better understanding of throttle control.
402
00:31:22,322 --> 00:31:24,822
- And we're more confident on the level of the grip.
403
00:31:24,822 --> 00:31:27,989
- Right, throttle control is the secret to get the most out of your bike, but ...
404
00:31:27,989 --> 00:31:33,489
... is one place you really need to go to see if you have it nailed.
405
00:31:34,623 --> 00:31:35,613
The track!
406
00:31:37,823 --> 00:31:39,803
I see you guys at the track.
407
00:32:21,861 --> 00:32:27,211
- I stayed with you all the way up to the fast turn, then you just pull away like a train.
408
00:32:30,862 --> 00:32:32,762
- That's because you were charging the turn.
409
00:32:32,762 --> 00:32:37,962
Charging turns is a common rider error. Being fearless with the speed and brakes coming in
410
00:32:37,962 --> 00:32:44,272
often adversely affects entry and mid turn throttle.
411
00:32:44,596 --> 00:32:46,276
- That was mistake.
412
00:32:57,164 --> 00:33:00,665
- All right, so when my arm is rising, I'm rolling on
413
00:33:00,665 --> 00:33:05,845
and when it's falling, I'm rolling off. So my left hand is telling you guys what my right hand is doing. OK?
414
00:33:19,467 --> 00:33:21,897
- I got it on that first turn ...
415
00:33:25,301 --> 00:33:27,341
... But that double apex ...
416
00:33:34,468 --> 00:33:37,668
- Well, man... you're still charging the turns.
417
00:33:37,668 --> 00:33:41,235
- Yeah, you're right. That's S.R. #1 in another form,
418
00:33:41,235 --> 00:33:44,025
Brewing with gas going in there then coasting and losing too much speed.
419
00:33:49,803 --> 00:33:53,670
Charging your turns just messes your sense of speed.
420
00:33:53,670 --> 00:33:55,410
Let's take a look.
421
00:34:01,237 --> 00:34:05,207
Charging any turn tends to narrow our field of view.
422
00:34:05,238 --> 00:34:08,905
We'll be lose our reference points, it affects our sense of speed.
423
00:34:08,905 --> 00:34:11,585
This is one of our S.R.s.
424
00:34:13,972 --> 00:34:17,639
Our new rider is still charging corners and chopping the gas.
425
00:34:17,639 --> 00:34:21,419
That will cost him turn entry speed and a clean early roll on.
426
00:34:27,873 --> 00:34:29,407
This looks pretty rough.
427
00:34:29,407 --> 00:34:32,974
Even in slow speed situations, the throttle is our friend.
428
00:34:32,974 --> 00:34:35,264
Nothing else will stabilize the bike.
429
00:34:40,141 --> 00:34:42,608
Once you've mastered your throttle control S.R.s.
430
00:34:42,608 --> 00:34:47,938
you have taken a giant step towards control over the bike and confidence in yourself at any speed.
431
00:34:56,143 --> 00:34:58,543
Understanding your bike's needs and wants is important
432
00:34:58,543 --> 00:35:01,844
You don't have to be world champion to see throttle control
433
00:35:01,844 --> 00:35:06,484
optimizes your bike suspension, smoothes out rough surfaces, helps you hold your line
434
00:35:07,411 --> 00:35:10,381
and optimizes traction in practically every situation.
435
00:35:18,812 --> 00:35:21,712
- Man, this track riding is really hard work.
436
00:35:21,712 --> 00:35:25,972
- Yeah, I got a really bad formed pump, I can hardly hit the front brake.
437
00:35:27,646 --> 00:35:29,916
It's like riding motocross all over again.
438
00:35:30,313 --> 00:35:33,280
- We gotta get ourselves down on the gym and work out a little more often.
439
00:35:33,280 --> 00:35:33,730
- Yeah.
440
00:35:35,680 --> 00:35:38,181
My first reaction is to tell them both to relax.
441
00:35:38,181 --> 00:35:43,391
Let's take a close look at how excessive rider input creates instability and tires out the rider.
442
00:35:47,748 --> 00:35:49,482
Here a guy in holding on too tight
443
00:35:49,482 --> 00:35:52,932
causes to the rider to receive too much input.
444
00:35:53,449 --> 00:35:57,449
The tighter you hold on, the bigger the bumps seem.
445
00:35:57,449 --> 00:36:00,139
Small shakes from the front-end are amplified as well.
446
00:36:01,516 --> 00:36:03,950
Why are the bars moving? What are they searching for?
447
00:36:03,950 --> 00:36:09,230
They are trying to find the position that will stabilize the bike by maintaining the correct tracking of front and rear wheels.
448
00:36:11,584 --> 00:36:14,851
The bike does this without any help from the rider.
449
00:36:14,851 --> 00:36:17,951
If the rider could hold on tight enough to stop the bars moving,
450
00:36:17,951 --> 00:36:19,991
he would only amplify that wobble.
451
00:36:20,885 --> 00:36:26,025
The force he puts into the bars creates resistance and a plowing effect to the front tire's contact patch.
452
00:36:27,685 --> 00:36:33,115
Now the back of the bike wants to rotate around that resistance and the wobble becomes even worse.
453
00:36:36,353 --> 00:36:41,623
Setting a wheelie down cocked is an extreme example of this.
454
00:36:44,587 --> 00:36:49,257
Let's look again. When the front wheel is not in alignment with the bike's direction of travel,
455
00:36:49,421 --> 00:36:52,981
there's a huge resistance created at the front contact patch.
456
00:36:53,421 --> 00:36:57,451
The wheel immediately tries to realign itself with the bike's direction of travel.
457
00:36:57,888 --> 00:37:02,748
Take a look at the massive deformation in the front tire as it sets down.
458
00:37:02,956 --> 00:37:07,276
When the rubber springs back into alignment, the front end shakes.
459
00:37:07,856 --> 00:37:10,890
Look at the difference in front end shake the rider is creating,
460
00:37:10,890 --> 00:37:14,457
when he is too tight on the bars. Being stable on bike
461
00:37:14,457 --> 00:37:17,797
but loose on the bars reduces bike twitch.
462
00:37:27,758 --> 00:37:30,792
Holding on too tight transfers engine and road vibration
463
00:37:30,792 --> 00:37:34,572
to your hands and arms. Tiring them out and making them numb.
464
00:37:34,725 --> 00:37:37,292
This, in turn, causes you to hold on even tighter.
465
00:37:37,292 --> 00:37:41,982
The same elevated level of feedback can, again, easily distort your sense of speed.
466
00:37:44,293 --> 00:37:48,060
When the rider responds by tighten up on the bars, it gets worse.
467
00:37:48,060 --> 00:37:52,030
This is S.R. #2 once again, tightening on the bars.
468
00:37:55,361 --> 00:37:58,895
Over poor surface conditions, a rider who tenses his back,
469
00:37:58,895 --> 00:38:02,875
gets out harmony with his bike and will tend to bounce in the saddle. This causes extra suspension action.
470
00:38:06,662 --> 00:38:09,922
Your legs are terrific help to your bike's suspension in these situations,
471
00:38:09,962 --> 00:38:15,052
riding light in the saddle using your legs with the loosen slightly out back helps enourmously.
472
00:38:19,930 --> 00:38:24,190
Most riders become anxious about being blowed around by another vehicles, or the wind,
473
00:38:24,297 --> 00:38:29,364
and tighten on the bars. As the upper body is baffled by the wind, the bike
474
00:38:29,364 --> 00:38:34,734
is being steered by the wind. Ride loose like this and the wind's effect on the bike is reduced.
475
00:38:39,932 --> 00:38:42,299
Other key rider jobs are similarly affected
476
00:38:42,299 --> 00:38:44,532
by holding on too tight.
477
00:38:44,532 --> 00:38:49,742
Being stiff on the bike while riding through bumpy turns tends to turn the throttle on and off.
478
00:38:49,833 --> 00:38:54,753
Suspension and traction are affected because good throttle control is not maintained.
479
00:38:57,267 --> 00:38:59,727
Riding loose solves this.
480
00:39:04,935 --> 00:39:08,068
Riding rigidly can shake your helmet and blur your vision.
481
00:39:08,068 --> 00:39:12,335
The more you try to brace yourself and hold your head still, the more it shakes.
482
00:39:12,335 --> 00:39:14,936
This can even make your neck sore.
483
00:39:14,936 --> 00:39:17,276
Limber and loose is smooth.
484
00:39:18,936 --> 00:39:22,656
Do you ever find yourself making steering corrections while in the corner?
485
00:39:22,903 --> 00:39:28,343
This is another part of survival reaction number two, gripping the bars too tightly.
486
00:39:28,370 --> 00:39:31,004
As the bike runs wide, or feels like it's running wide,
487
00:39:31,004 --> 00:39:35,724
survival reaction number kicks in and steering corrections occur.
488
00:39:56,373 --> 00:40:01,393
This all makes the bike more unstable and it runs wide in the corner.
489
00:40:03,374 --> 00:40:07,041
How much actual bar pressure is needed to hold your line?
490
00:40:07,041 --> 00:40:11,881
As you can see, with good throttle control, none.
491
00:40:13,041 --> 00:40:17,401
- Check this out. I'm not helping the bike at all by holding on, the tighten I get on the bar is the worse it gets.
492
00:40:20,409 --> 00:40:25,669
I don't need to go to the gym to hold on tighter, I have to light my grip on the bars.
493
00:40:25,876 --> 00:40:27,916
I had all backwards.
494
00:40:28,543 --> 00:40:32,410
Like most avid cornering enthusiasts you tried to hang off.
495
00:40:32,410 --> 00:40:34,643
There are several key elements we'll cover on this.
496
00:40:34,643 --> 00:40:36,103
First, when do you hang off?
497
00:40:40,677 --> 00:40:45,611
One of the more common beginner errors is moving over into a hang off position right to the turning point.
498
00:40:45,611 --> 00:40:48,231
Notice the bike wiggling?
499
00:40:51,078 --> 00:40:55,379
The rule of thumb is to pre-position your hips, just before you roll off the gas.
500
00:40:55,379 --> 00:40:58,546
This method will reduce problems from unwanted
501
00:40:58,546 --> 00:41:00,526
handlebar and body inputs.
502
00:41:01,146 --> 00:41:05,780
The second novish error is hanging off too far. Enough is helpful
503
00:41:05,780 --> 00:41:09,810
too much is awkward and does more harm than good.
504
00:41:10,447 --> 00:41:14,527
Notice how stiff the rider is when off too far.
505
00:41:18,348 --> 00:41:22,815
One cheek off the seat is enough. These two simple rules will get you started.
506
00:41:22,815 --> 00:41:26,735
Hang off early and not too far.
507
00:41:29,016 --> 00:41:33,283
The opposite of hanging off is cross up. This reduces control,
508
00:41:33,283 --> 00:41:37,543
exaggerates lean angle and makes the rider twist and tight on the bike.
509
00:41:38,350 --> 00:41:40,850
With the hang off pole position control improves,
510
00:41:40,850 --> 00:41:45,860
lean angle is decreased and the rider is in alignment with his bike and relaxed.
511
00:41:47,284 --> 00:41:51,518
Compare the two, with the speed and line almost identical,
512
00:41:51,518 --> 00:41:54,488
look at the difference in exit lean angle.
513
00:41:58,685 --> 00:42:02,765
Less lean equals more throttle and better drive.
514
00:42:04,252 --> 00:42:07,019
Now let's compare straight-up riding with hanging off
515
00:42:07,019 --> 00:42:09,869
and see if there is a difference.
516
00:42:09,986 --> 00:42:12,026
Here he's riding straight up.
517
00:42:14,687 --> 00:42:17,387
Once again at nearly identical speed and line
518
00:42:17,387 --> 00:42:20,477
there is a measurable difference in lean.
519
00:42:23,888 --> 00:42:28,918
Body position on the bike can positively or negatively affect your riding.
520
00:42:29,622 --> 00:42:32,132
It could've gotten over sooner for this corner.
521
00:42:36,522 --> 00:42:39,842
Getting over before turning, he's smooth as silk entering the turn.
522
00:42:41,890 --> 00:42:46,910
Both errors here, moving over while turning and he's off too far.
523
00:42:48,157 --> 00:42:50,924
The problem is compounded when you lose connection with the bike.
524
00:42:50,924 --> 00:42:55,524
He's remediated that, now back up a bit... there he goes, his arms can now be loosed and relaxed.
525
00:42:58,625 --> 00:43:03,665
When the whole body position and turn entry package is done right it affords the rider the maximum of control
526
00:43:05,025 --> 00:43:06,895
with the absolute minimum of effort.
527
00:43:07,925 --> 00:43:11,955
Here is another view of a clean, loose run through a turn.
528
00:43:12,359 --> 00:43:16,193
The human machine works this way: when the lower body is unstable,
529
00:43:16,193 --> 00:43:19,153
we must rely on our arms and torso for support.
530
00:43:20,360 --> 00:43:24,127
Once the lower body is stable, we have our liberty to relax the torso
531
00:43:24,127 --> 00:43:25,877
and get great body position.
532
00:43:26,494 --> 00:43:30,794
Notice how much lower he can go without tension.
533
00:43:32,561 --> 00:43:37,701
Let's look at the difference between his moves on the bike when disconnected.
534
00:43:44,129 --> 00:43:47,029
And compare that to locked on to the bike firmly.
535
00:43:47,029 --> 00:43:49,719
Much more relaxed and in control.
536
00:43:53,930 --> 00:43:57,630
The cross up riding style looks even worse from on board.
537
00:43:57,630 --> 00:44:00,031
Everything about the rider is twisted and unnatural.
538
00:44:00,031 --> 00:44:03,591
Head, shoulders, even eye position strained.
539
00:44:06,298 --> 00:44:12,465
One last look at the difference between riding cross up and stiff on the bike...
540
00:44:12,465 --> 00:44:17,845
... and riding in alignment. Well connected and loose.
541
00:44:26,367 --> 00:44:30,434
It is easy to see how we can create instability with the bike.
542
00:44:30,434 --> 00:44:33,767
What design features do sport and sport-touring bikes have,
543
00:44:33,767 --> 00:44:35,697
to help prevent that?
544
00:44:36,134 --> 00:44:38,901
Why do sport bikes even look the way they they do?
545
00:44:38,901 --> 00:44:41,802
High back seats anchor the rider more firmly
546
00:44:41,802 --> 00:44:46,292
reducing the need to hang on by grabbing the bars too tightly.
547
00:44:46,735 --> 00:44:47,202
Large tanks help provide a better perch on the bike
548
00:44:47,202 --> 00:44:52,232
Some riders use it for elbow or forearm rest during cornering.
549
00:44:55,236 --> 00:44:58,736
It can also provide a resting place for the upper torso.
550
00:45:00,737 --> 00:45:06,527
Knee cut outs on the tank side provide a more stable way to hold on, allowing the rider to use the bars less.
551
00:45:07,804 --> 00:45:10,238
Rear-set foot pegs are really important
552
00:45:10,238 --> 00:45:14,678
The give the rider a more stable perch for moving around on and steering the bike.
553
00:45:15,772 --> 00:45:21,202
If this bike had cruiser pegs like this, it would be unrideable.
554
00:45:22,472 --> 00:45:27,612
In fast turns, trying to ankle yourself firmly on the bike requires something to hold on to.
555
00:45:28,273 --> 00:45:32,003
Unfortunately, the inside bar is the handiest thing
556
00:45:32,240 --> 00:45:34,974
resulting in the rider pulling on it.
557
00:45:34,974 --> 00:45:40,124
This makes the bike go to the outer side of the turn, because you are counter-steering.
558
00:45:43,474 --> 00:45:46,975
Riffing the bike with one or both legs eliminates this problem.
559
00:45:46,975 --> 00:45:49,885
Resting an elbow on the tank can help.
560
00:45:50,942 --> 00:45:53,922
The hanging off style can have another unfavorable side effect.
561
00:45:55,042 --> 00:45:58,643
By pulling yourself from one side of the bike to the other, using the bars,
562
00:45:58,643 --> 00:46:00,403
you will make the bike wiggle.
563
00:46:03,476 --> 00:46:07,026
Anchoring yourself firmly on the bike and using your legs to move,
564
00:46:07,077 --> 00:46:11,107
reduces unwanted handle bar input and avoids the problem.
565
00:46:14,377 --> 00:46:17,411
Is a motorcycle truly out of control when it's sliding?
566
00:46:17,411 --> 00:46:22,021
How do you save it when the front or rear tire gives up traction?
567
00:46:22,178 --> 00:46:26,245
Why the fast guys always crash when their bikes slide?
568
00:46:26,245 --> 00:46:30,612
Well wiggles and shakes are distracting, there is a far more dramatic and deadly results
569
00:46:30,612 --> 00:46:34,482
from survival reaction number 2, that's being too tight on the bike.
570
00:46:35,046 --> 00:46:38,280
This is the stable position for a front wheel during the slide.
571
00:46:38,280 --> 00:46:42,010
What would happen if the rider resisted this movement?
572
00:46:43,080 --> 00:46:46,214
When you counter the front-end's natural attempt to stabilize the bike,
573
00:46:46,214 --> 00:46:50,594
you create resistance to the front contact patch, making the slide worse
574
00:46:51,181 --> 00:46:54,841
and turning into high sides like this.
575
00:47:13,783 --> 00:47:18,103
- My rear tire must've gone off, sliding at turn three.
576
00:47:19,184 --> 00:47:19,994
- Problems?
577
00:47:21,317 --> 00:47:26,027
- I didn't know you ride here. Yeah, sliding in turn three.
578
00:47:27,318 --> 00:47:29,152
- How is your throttle control through turn three?
579
00:47:29,152 --> 00:47:31,585
- Really good, I already worked that out.
580
00:47:31,585 --> 00:47:31,985
-Blame on the air pump? (?!)
581
00:47:35,186 --> 00:47:38,246
- Yeah, now that you mention it, I think I do.
582
00:47:40,519 --> 00:47:44,086
- Well, being tight on the bike can start little slides
583
00:47:44,086 --> 00:47:46,706
before you get anywhere near the limits of traction.
584
00:47:47,420 --> 00:47:49,400
- Really? It's not the tire?
585
00:47:50,087 --> 00:47:53,021
- Could you ride it just to see?
586
00:47:53,021 --> 00:47:56,861
- Sure. Always wanted to ride one of these.
587
00:48:15,556 --> 00:48:16,876
- So how was it?
588
00:48:17,523 --> 00:48:22,403
- Oh, the bike is great, thanks for the ride. Oh yeah... your tire is fine.
589
00:48:23,524 --> 00:48:26,014
- Guess I'm making it slide, then, huh?
590
00:48:26,491 --> 00:48:31,341
S.R. number two strikes again. Just too tight on the bars.
591
00:48:31,891 --> 00:48:34,271
- Try it again, I'll follow you.
592
00:48:36,192 --> 00:48:37,292
- Really? Thanks.
593
00:48:45,193 --> 00:48:50,053
While he may not be really fast yet, our new rider is making real progress.
594
00:48:57,694 --> 00:49:01,027
The three most commons reasons for front end slides are:
595
00:49:01,027 --> 00:49:03,367
One: over braking going into turns.
596
00:49:04,361 --> 00:49:09,031
Two: from overloading the front tire, this is called pushing the front end.
597
00:49:09,728 --> 00:49:14,338
The standard solution to a pushing the front end is getting back on the gas.
598
00:49:14,796 --> 00:49:19,576
And three: from slippery surfaces. Fighting the front will make you crash.
599
00:49:22,463 --> 00:49:26,953
Letting the bike do its own thing, relaxed on the bars, is the right choice.
600
00:49:27,097 --> 00:49:28,930
You are dangerous to yourself to the degree
601
00:49:28,930 --> 00:49:32,610
you let the survival reaction number two grip you on its claws.
602
00:49:33,964 --> 00:49:35,264
Take control by doing nothing
603
00:49:35,264 --> 00:49:38,414
let the bike stabilize itself.
604
00:49:41,532 --> 00:49:43,865
- Getting a lot of head shake over turn six.
605
00:49:43,865 --> 00:49:48,375
I think it's my shock or forks. Guess it could be a bad tire
606
00:49:50,399 --> 00:49:52,533
- Does it happen every lap?
607
00:49:52,533 --> 00:49:52,983
- Yeah.
608
00:49:54,633 --> 00:49:58,767
No, maybe once every two or three laps at first then it did it every lap.
609
00:49:58,767 --> 00:50:00,397
I had to pull in.
610
00:50:02,234 --> 00:50:06,401
- See, here it says bikes don't do anything every few laps,
611
00:50:06,401 --> 00:50:09,041
only riders do.
612
00:50:10,001 --> 00:50:14,901
So I bet if you loosen up on the bars, it will stop.
613
00:50:14,968 --> 00:50:16,528
- Yeah, I think you're right.
614
00:50:21,569 --> 00:50:26,199
We can contribute to or detract from the bike's stability by understanding its demands
615
00:50:28,103 --> 00:50:31,093
and eliminating any unwanted or unneeded inputs.
616
00:50:33,003 --> 00:50:33,537
Take braking.
617
00:50:33,537 --> 00:50:38,537
With the weight forward, stiff arms and up on the tank the bike stoppies.
618
00:50:38,537 --> 00:50:41,771
With less bar pressure and the rider stabilized by the tank
619
00:50:41,771 --> 00:50:43,761
the bike is more stable.
620
00:50:44,171 --> 00:50:49,661
Back in the seat with loose arms gives control the braking.
621
00:50:49,905 --> 00:50:54,505
Even with a severe lock up, control is much improved.
622
00:50:55,539 --> 00:50:58,449
An all too common error is twisting to the inside of the bike.
623
00:50:59,339 --> 00:51:03,139
He's trying to gain stability, but creates tension.
624
00:51:04,606 --> 00:51:08,607
Even if you don't hang off the bike, stabilizing your body is still important.
625
00:51:08,607 --> 00:51:14,087
Gripping the tank with one of both of your knees as you go into and through the turn is simple and efficient.
626
00:51:14,808 --> 00:51:16,741
The more firmly you anchor yourself,
627
00:51:16,741 --> 00:51:20,121
the easier it is to relax your torso and arms.
628
00:51:22,542 --> 00:51:26,512
For mid corner, suspension is set up for a given amount of weight forward aft.
629
00:51:28,176 --> 00:51:32,436
The bike can not compensate for you moving around on it.
630
00:51:34,009 --> 00:51:38,410
As we covered already, get into your forward-aft position on the seat early
631
00:51:38,410 --> 00:51:40,210
and stay there.
632
00:51:48,678 --> 00:51:54,108
Just to recap, your bike's suspension can be adjusted for a variety of road and track conditions,
633
00:51:54,545 --> 00:51:58,245
but you can not adjust it for excess rider input.
634
00:51:58,245 --> 00:52:02,415
By being loose, the rider allows the bike's suspension to perform at its best.
635
00:52:04,112 --> 00:52:06,452
The main points of rider input are:
636
00:52:06,979 --> 00:52:10,499
Hanging off too late creates instability. Get over early.
637
00:52:11,813 --> 00:52:14,247
Hanging off too far creates instability as well.
638
00:52:14,247 --> 00:52:19,507
Being disconnected on the bike looks like this. Locked on is better.
639
00:52:20,314 --> 00:52:23,704
Twisting on the bike. Going with the bike.
640
00:52:23,881 --> 00:52:28,391
The seat provides stability and so does the tank. Use your pegs.
641
00:52:34,749 --> 00:52:36,739
Riding stiff. Riding loose.
642
00:52:40,749 --> 00:52:44,139
Using the bars to hold on. Using the tank.
643
00:52:44,583 --> 00:52:48,693
Tight equals front end shake. Loose, stable.
644
00:52:49,784 --> 00:52:53,054
Crossing on the bike. Going with it.
645
00:52:53,184 --> 00:52:57,804
Tight, it slides. Loose, it recovers.
646
00:52:59,851 --> 00:53:04,011
Acceleration head shake. Acceleration stability.
647
00:53:06,352 --> 00:53:11,742
Breaking instability. Locked on in the seat gives good brake stability.
648
00:53:14,453 --> 00:53:16,773
- Yup, all those things have happened to me.
649
00:53:17,920 --> 00:53:20,553
- Yeah, you should just let the bike do the work.
650
00:53:20,553 --> 00:53:24,793
I'm causing my own handling problems and making myself tired.
651
00:53:26,954 --> 00:53:30,921
Stabilizing the bike is the rider's goal in any corner.
652
00:53:30,921 --> 00:53:33,455
Throttle error or entering a corner too fast,
653
00:53:33,455 --> 00:53:36,595
are two of our know enemies in getting that result.
654
00:53:36,788 --> 00:53:40,622
But perhaps the most important of all is your line through the turn.
655
00:53:40,622 --> 00:53:42,422
Having a poor line trough any corner,
656
00:53:42,422 --> 00:53:47,512
makes the riders job stabilizing the bike, with good throttle control, all but impossible.
657
00:53:49,823 --> 00:53:51,490
We've already explored counter-steering,
658
00:53:51,490 --> 00:53:55,857
and know it gives us effective and precise control of the bike's direction.
659
00:53:55,857 --> 00:53:59,777
But there are three underlying principles to steering that you must understand.
660
00:54:03,224 --> 00:54:06,604
There are three tools for use for executing our line.
661
00:54:06,691 --> 00:54:08,621
One, where you begin the turn.
662
00:54:23,893 --> 00:54:26,473
Two, how quickly you flick the bike over.
663
00:54:35,961 --> 00:54:38,421
Three, how far you lean it.
664
00:54:41,128 --> 00:54:44,098
Let's investigate the first one, where you start the turn,
665
00:54:44,195 --> 00:54:47,335
and see how it can affect your cornering.
666
00:54:52,096 --> 00:54:53,646
- Hey, you're doing good, huh?
667
00:54:53,929 --> 00:54:55,309
- Yeah, it's getting better.
668
00:54:57,563 --> 00:54:59,293
- Looks like it.
669
00:55:00,130 --> 00:55:04,500
I'm getting a feel for throttle control, but it's inconsistent.
670
00:55:04,931 --> 00:55:05,664
One lap I'm good,
671
00:55:05,664 --> 00:55:10,964
the next I'm storing the gas in the same turn.
672
00:55:12,431 --> 00:55:15,732
- I know what you mean, my line changes from lap to lap,
673
00:55:15,732 --> 00:55:19,162
so I don't know if it's the confidence to keep rolling it on.
674
00:55:29,200 --> 00:55:30,060
Gets to me.
675
00:55:30,600 --> 00:55:35,420
- Yeah, that happens to me too. It totally blows my confidence and I'm right back to rolling it off.
676
00:55:36,267 --> 00:55:38,767
I hate it when that S.R. happens.
677
00:55:38,767 --> 00:55:44,067
- It says here, that are eleven things that are influenced by where you turn into a corner.
678
00:55:44,935 --> 00:55:46,045
Eleven things...
679
00:55:47,401 --> 00:55:50,021
Guess what... both our problems are on that list.
680
00:55:50,402 --> 00:55:50,972
- Really?
681
00:55:52,769 --> 00:55:54,159
But what's the solution?
682
00:55:54,602 --> 00:55:57,269
What can you do to bypass these problems?
683
00:55:57,269 --> 00:55:59,769
The answer is too simple, find and use a good turning point.
684
00:55:59,769 --> 00:56:03,329
Finding a turning mark and using it will give you consistency.
685
00:56:06,703 --> 00:56:12,183
It helps to avoid problems like inconsistent lines and throttle errors.
686
00:56:12,271 --> 00:56:14,491
How can you find a good line?
687
00:56:14,804 --> 00:56:16,471
Once you establish a reference point
688
00:56:16,471 --> 00:56:19,961
the trial-and-error method will tell you what works and what doesn't.
689
00:56:21,505 --> 00:56:25,465
That tire snake on the pavement is a good reference point.
690
00:56:28,606 --> 00:56:32,996
He tries a latter turning, but that chops up his brake release.
691
00:56:35,606 --> 00:56:40,573
A little earlier runs in too wide and the throttle goes off and on.
692
00:56:40,573 --> 00:56:46,053
Right after it, he calls a clean line and, most importantly, the throttle control is great.
693
00:56:47,807 --> 00:56:50,241
- Let's look at some cornering theory.
694
00:56:50,241 --> 00:56:54,911
What kind of line will allow you to get back on the gas, most easiest for good throttle control throughout the corner?
695
00:57:00,209 --> 00:57:01,719
One that starts here?
696
00:57:03,342 --> 00:57:03,792
- No!
697
00:57:05,176 --> 00:57:07,266
- Good. One that starts here?
698
00:57:07,509 --> 00:57:07,959
- No!
699
00:57:08,810 --> 00:57:10,260
All right. How about this one. Starts here?
700
00:57:12,077 --> 01:54:25,357
- Yes!
701
00:57:13,043 --> 00:57:15,644
- Good. There are actually eleven ways
702
00:57:15,644 --> 00:57:20,544
your turn entry position or your turning point affects how you corner.
703
00:57:20,677 --> 00:57:24,647
First, let's look at your overall corner speed.
704
00:57:24,978 --> 00:57:27,978
He's taking an early turning resulting in an inside line.
705
00:57:27,978 --> 00:57:32,928
It's plenty fast coming in, but slow on mid turn and exit.
706
00:57:32,979 --> 00:57:35,579
Turning in later, trying to strike now the turn,
707
00:57:35,579 --> 00:57:37,559
allowing him to get back on the gas earlier.
708
00:57:39,679 --> 00:57:43,146
Your entry point has a huge effect on overall corner speed.
709
00:57:43,146 --> 00:57:45,713
While the low, inside entry had a high approach speed,
710
00:57:45,713 --> 00:57:49,273
it was slow on mid corner and exit.
711
00:57:52,714 --> 00:57:56,848
The higher, outside turn entry allows him to point the bike more towards the exit.
712
00:57:56,848 --> 00:57:59,818
Even before mid corner he is back on the gas.
713
00:58:00,315 --> 00:58:03,615
Now let's look at how entry point affects braking.
714
00:58:03,615 --> 00:58:06,015
Your beginning and ending brake points are both modified
715
00:58:06,015 --> 00:58:08,582
by the way you start your turn.
716
00:58:08,582 --> 00:58:12,416
On the low inside line you lean over longer and brake pressure is critical
717
00:58:12,416 --> 00:58:15,166
because it is easy to lock up the front wheel.
718
00:58:18,083 --> 00:58:20,650
On the later turn entry it's easier and safer,
719
00:58:20,650 --> 00:58:23,717
because more braking is done with less lean angle
720
00:58:23,717 --> 00:58:25,584
and it, most often, is completed earlier
721
00:58:25,584 --> 00:58:28,214
allowing the rider to get back on the gas.
722
00:58:31,385 --> 00:58:36,815
This is a huge difference. If the pavement was slippery, which line would you choose?
723
00:58:37,085 --> 00:58:41,815
Finishing the braking earlier or later? Your turning point determines that.
724
00:58:43,752 --> 00:58:45,553
Let's follow him below the high line.
725
00:58:45,553 --> 00:58:50,573
He ends his braking just as he flicking it in and he gets a better drive.
726
00:58:53,587 --> 00:58:56,120
By the way, even thought it's usually a minor point,
727
00:58:56,120 --> 00:59:00,920
downshifting is another thing that is affected by way your turning.
728
00:59:21,023 --> 00:59:26,293
Of the key tools of turning, one is how quickly you can get the bike over.
729
00:59:26,923 --> 00:59:31,763
It's easy to see how the early and later entries compare in this regard.
730
00:59:33,357 --> 00:59:36,191
The low entry requires lazy steering.
731
00:59:36,191 --> 00:59:39,111
You can't flick the bike onto its line.
732
00:59:41,058 --> 00:59:45,338
The later turning allows for a decisive steering commitment to the turn.
733
00:59:47,892 --> 00:59:52,982
Mid corner and exit stability and speed start when the gas comes on.
734
00:59:52,993 --> 00:59:57,543
Watch both lines to see when the gas comes back on.
735
01:00:04,727 --> 01:00:07,561
Our later entry rider was able to get back on the gas
736
01:00:07,561 --> 01:00:11,101
thirty seven feet earlier, that's five bike lengths.
737
01:00:11,761 --> 01:00:15,628
Earlier on the gas means stability through more of the corner.
738
01:00:15,628 --> 01:00:18,695
Your turning position has an enormous effect on that.
739
01:00:18,695 --> 01:00:21,255
That's six points so far.
740
01:00:21,829 --> 01:00:24,396
A good drive off the turn is number seven.
741
01:00:24,396 --> 01:00:26,063
Low line entry checks your drive,
742
01:00:26,063 --> 01:00:29,613
because number eight on the list, lean angle, also comes into play.
743
01:00:32,763 --> 01:00:37,603
You will lean over further and longer from a low line entry.
744
01:00:47,931 --> 01:00:51,799
Seeing the line that's taking you too wide does not inspire confidence.
745
01:00:51,799 --> 01:00:55,289
Seeing one that points you forward up the road, does.
746
01:00:59,199 --> 01:01:04,329
Number ten is how much road you have at the widest point of your exit.
747
01:01:07,033 --> 01:01:09,543
On the street, the same principle applies.
748
01:01:10,034 --> 01:01:12,834
Staying in your lane through the middle and exit of the turn
749
01:01:12,834 --> 01:01:15,874
it's all easier with the latter entry point.
750
01:01:23,902 --> 01:01:26,335
This helps reduce panic and provides rider to the
751
01:01:26,335 --> 01:01:30,245
greater margin of error in regard to oncoming traffic.
752
01:01:33,703 --> 01:01:37,170
The eleventh and final aspect that is affected by our turn point
753
01:01:37,170 --> 01:01:39,750
is mid corner lean angle correction.
754
01:01:40,437 --> 01:01:43,670
While they may seen like fact of life, they are a common rider error
755
01:01:43,670 --> 01:01:47,880
that results from the same tech point: early turn entry.
756
01:01:52,671 --> 01:01:54,205
Throttle control rule number one:
757
01:01:54,205 --> 01:01:57,475
the clean, continuous, roll on is always easier
758
01:01:57,805 --> 01:02:00,495
once you have established a workable turn point.
759
01:02:00,772 --> 01:02:03,306
The single, biggest cause of S.R. #1,
760
01:02:03,306 --> 01:02:07,736
going off the gas when you should be rolling on, is a bad line.
761
01:02:09,873 --> 01:02:15,107
We now know all eleven aspects of your riding that are affected by your turn in point.
762
01:02:15,107 --> 01:02:17,340
Let's quickly reveal them.
763
01:02:17,340 --> 01:02:20,720
One, where the brakes go on. Two, where the brakes go off.
764
01:02:21,841 --> 01:02:26,911
Three, where the throttle comes back on. Four, where the bike is pointed once fully leaned over.
765
01:02:28,408 --> 01:02:32,728
Five, where you will finish the turn. How wide will you leave when at the exit.
766
01:02:33,609 --> 01:02:37,519
Six, where you will downshift. Seven, how much lean angle will you use.
767
01:02:39,409 --> 01:02:42,710
Eight, how much (if any) steering corrections you will make.
768
01:02:42,710 --> 01:02:46,620
Nine, how quickly or slowly you will have to steer the bike.
769
01:02:47,810 --> 01:02:50,477
Ten, how much speed you can approach the turn with.
770
01:02:50,477 --> 01:02:54,207
Eleven, how quickly or slowly the throttle may be applied.
771
01:02:56,744 --> 01:03:00,278
Good. Those are the eleven things affected by your turn in point.
772
01:03:00,278 --> 01:03:02,512
Now, let's look at how quickly you turn the bike
773
01:03:02,512 --> 01:03:04,842
and how that affects your cornering.
774
01:03:09,979 --> 01:03:11,789
How quickly do you need to turn?
775
01:03:14,279 --> 01:03:16,369
Not very quick in this situation.
776
01:03:20,213 --> 01:03:24,593
It would be silly to quick flick the bike when you don't need to.
777
01:03:28,348 --> 01:03:33,318
Here is the perfect flick rate. Being able to get a quick, clean flick has many advantages.
778
01:03:46,083 --> 01:03:50,283
How does the rate you flick the bike affect your line in any series of corners
779
01:03:50,283 --> 01:03:51,853
like these "s"s?
780
01:04:13,019 --> 01:04:18,509
This rider's turn right was too slow to get him on line to set up for the next corner.
781
01:04:18,553 --> 01:04:21,986
This rider makes the same approach, starts his turn at the same place
782
01:04:21,986 --> 01:04:25,820
and he's running the same speed and with the quicker flick.
783
01:04:25,820 --> 01:04:29,080
His setup for the next turn is a perfect line and will work exactly the same way for you.
784
01:04:38,155 --> 01:04:42,705
- Once you begin your turn, where do the cornering forces start to push you?
785
01:04:43,988 --> 01:04:46,355
- Outside or wide in turn.
786
01:04:46,355 --> 01:04:50,135
- Exactly. If this is your intended line,
787
01:04:53,223 --> 01:04:56,083
and you're lazy bringing the bike over, where will you go?
788
01:04:57,123 --> 01:04:59,157
- Outside or wide in the turn.
789
01:04:59,157 --> 01:05:03,590
- So, if you flick the bike a little quicker, would it get on that line?
790
01:05:03,590 --> 01:05:04,100
- YES!
791
01:05:05,657 --> 01:05:07,877
- Class, you are brilliant today.
792
01:05:11,058 --> 01:05:14,028
Since we don't like to run wide in turns and for a very good reason in situations like this one,
793
01:05:15,658 --> 01:05:18,528
we must continue to lean the bike further and further to make the corner.
794
01:05:20,992 --> 01:05:26,412
Lazy steering forces you to lean the bike more than it's necessary and you'll be lean over longer.
795
01:05:27,059 --> 01:05:28,399
Let's compare.
796
01:05:37,394 --> 01:05:40,161
The quicker flick brings the bike on to the desired line,
797
01:05:40,161 --> 01:05:42,381
no extra lean needed.
798
01:05:44,428 --> 01:05:47,261
Look how much space he has on the outside of the turn.
799
01:05:47,261 --> 01:05:50,495
That will come in handy on the street, in an emergency,
800
01:05:50,495 --> 01:05:53,465
or on the track for speed.
801
01:05:57,996 --> 01:06:00,796
And look at the difference in acceleration.
802
01:06:04,496 --> 01:06:08,406
- What are the immediate benefits of getting the bike turn quicker?
803
01:06:08,597 --> 01:06:09,817
- More control.
804
01:06:10,030 --> 01:06:14,570
- Yes, yes, that's true, but why do we have more control and confidence?
805
01:06:14,998 --> 01:06:17,831
- Early on the gas, better throttle control.
806
01:06:17,831 --> 01:06:19,101
- And better traction.
807
01:06:19,398 --> 01:06:21,165
- It's not leaned over as long.
808
01:06:21,165 --> 01:06:22,615
- More choices on your lines.
809
01:06:22,632 --> 01:06:24,732
- You get on your line earlier.
810
01:06:24,732 --> 01:06:25,832
- Less lean angle.
811
01:06:26,865 --> 01:06:29,305
- I think you've got it.
812
01:06:39,633 --> 01:06:41,334
- Are they even in school?
813
01:06:41,334 --> 01:06:43,664
- Maybe that's a version of the pony school, huh?
814
01:06:53,635 --> 01:06:55,635
- I wish my mom would take to check when I was ten,
815
01:06:55,635 --> 01:06:58,075
I'd be world champion now.
816
01:06:58,102 --> 01:06:59,372
- Yeah, you're right.
817
01:07:00,502 --> 01:07:04,582
The approach speed and turn in point for both riders was very similar
818
01:07:05,036 --> 01:07:07,836
So what was the key difference that got this one through
819
01:07:08,103 --> 01:07:09,963
and put this one in the dirt?
820
01:07:10,970 --> 01:07:13,003
Let's look again.
821
01:07:13,003 --> 01:07:16,304
At this lazy steering right, even if he leaned over further,
822
01:07:16,304 --> 01:07:18,814
the results would have been the same or worse.
823
01:07:20,537 --> 01:07:24,338
The simple solution is flicking the bike quick enough to make the line.
824
01:07:24,338 --> 01:07:28,818
Now what would happen when they increase their turn entry speed?
825
01:07:30,738 --> 01:07:33,128
His results would just get worse.
826
01:07:34,839 --> 01:07:39,273
With the higher entry speed than before this rider still makes his line.
827
01:07:39,273 --> 01:07:41,340
It is quite simple. In turns like this
828
01:07:41,340 --> 01:07:45,260
as the speed increases, so must your flick rate.
829
01:07:47,273 --> 01:07:51,874
To have the confidence, good turn entry speed is nothing more or less than faith in your own
830
01:07:51,874 --> 01:07:55,374
ability to get the bike turn quick enough.
831
01:07:55,374 --> 01:08:00,341
OK, we want to able to turn the bike as quickly as possible for lots of reasons.
832
01:08:00,341 --> 01:08:02,271
Like accident avoidance,
833
01:08:04,942 --> 01:08:07,632
to not run wide in turns or off the road,
834
01:08:11,809 --> 01:08:17,079
avoiding being late on the gas and having excess lean angle,
835
01:08:23,744 --> 01:08:27,644
not to mention you will get a better drive.
836
01:08:27,644 --> 01:08:32,894
How do we make this possible? How do you become efficient at your steering? What works and what doesn't work?
837
01:08:33,711 --> 01:08:36,751
The plainly rotation of the bars looks like this.
838
01:08:37,112 --> 01:08:40,445
At a steeper angle like this, half your input into the bars
839
01:08:40,445 --> 01:08:43,595
goes straight down, this is a total waste of energy.
840
01:08:43,946 --> 01:08:47,376
At this angle you're still only 75% efficient.
841
01:08:48,446 --> 01:08:52,276
Here, your input is in line with bar rotation and is 100% efficient.
842
01:08:57,814 --> 01:09:03,014
This is another great example of how understanding the technology puts you in full control.
843
01:09:04,614 --> 01:09:08,404
A simple experiment will tell you if what a I say is true or not.
844
01:09:08,448 --> 01:09:11,715
Get forward on the bike and position yourself directly over the bars
845
01:09:11,715 --> 01:09:14,685
and try to push the bike down in to a lean.
846
01:09:15,449 --> 01:09:18,249
A lot of effort, but not much happens.
847
01:09:18,249 --> 01:09:23,119
All motorcycles work the same way. It's the horizontal rotation of the bars that gets the job done.
848
01:09:28,217 --> 01:09:29,650
A huge part of rider confidence
849
01:09:29,650 --> 01:09:33,500
is knowing you can quickly turn when you want to or need to.
850
01:09:33,884 --> 01:09:38,318
It's not about the kind of bike you ride, it's all about control.
851
01:09:38,318 --> 01:09:40,885
Some say flicking the bike too quickly is dangerous,
852
01:09:40,885 --> 01:09:45,795
or makes the bike unstable, but done correctly it is clean, smooth and efficient.
853
01:09:48,086 --> 01:09:51,386
- Any questions about flicking your bike?
854
01:09:51,386 --> 01:09:53,586
- When can't you lean the bike over quickly?
855
01:09:53,586 --> 01:09:55,966
- OK, let's figure it out.
856
01:09:56,586 --> 01:09:58,696
Could you quick flick your bike
857
01:09:59,487 --> 01:10:01,587
if the pavement or weather were slippery?
858
01:10:01,587 --> 01:10:02,037
- No!
859
01:10:03,554 --> 01:10:04,420
- Could you quick flick
860
01:10:04,420 --> 01:10:07,487
on cold tire or cold pavement?
861
01:10:07,487 --> 01:10:07,937
- No!
862
01:10:09,188 --> 01:10:12,221
- Could you quick flick with the hand full of front break?
863
01:10:12,221 --> 01:10:12,671
- No!
864
01:10:13,788 --> 01:10:17,255
- Could you quick flick with the tire that was brand new or not scrubbed in?
865
01:10:17,255 --> 01:10:17,705
- No!
866
01:10:19,789 --> 01:10:23,422
You! Could you quick flick with totally worn out tires?
867
01:10:23,422 --> 01:10:23,872
- No!
868
01:10:25,623 --> 01:10:27,990
- Do you need to quick flick your bike at low speeds?
869
01:10:27,990 --> 01:10:28,440
- No!
870
01:10:29,390 --> 01:10:30,890
- Now, do you get the idea?
871
01:10:31,723 --> 01:10:32,233
- YES!
872
01:10:33,257 --> 01:10:38,857
Our two new riders have come a long way towards understanding how the bike steers and where to turn it.
873
01:10:39,924 --> 01:10:44,058
Their confidence to lean the bike more is a direct result of that.
874
01:10:44,058 --> 01:10:49,488
Riders who understand this both look and feel in control of their bikes.
875
01:10:56,392 --> 01:11:00,126
- It's amazing. Once you understand the actual technology steering the bike,
876
01:11:00,126 --> 01:11:02,393
it totally changes your riding.
877
01:11:02,393 --> 01:11:06,583
- Yeah, completely changed. I feel in control steering the bike now.
878
01:11:07,593 --> 01:11:10,360
I know how quick to turn in, I know when and where I need to lean it...
879
01:11:10,360 --> 01:11:12,760
It's like I'm seeing the turns completely different now.
880
01:11:14,828 --> 01:11:16,761
My S.R.s are way quieter.
881
01:11:16,761 --> 01:11:18,441
- It's so simple.
882
01:11:19,095 --> 01:11:20,955
- Yeah, once you understand it.
883
01:11:22,928 --> 01:11:24,729
In double-apex turns like this one,
884
01:11:24,729 --> 01:11:27,662
things can, sometimes, feel a little busy.
885
01:11:27,662 --> 01:11:31,129
Trying to maintain a continuous throttle roll on only runs you wide,
886
01:11:31,129 --> 01:11:33,763
because it's really two turns.
887
01:11:33,763 --> 01:11:35,743
But the rider has more choices.
888
01:11:36,630 --> 01:11:38,663
Just roll the gas only a little bit and hold it there...
889
01:11:38,663 --> 01:11:41,283
Not horrible, but not stable either.
890
01:11:44,164 --> 01:11:48,874
Get on gas and then off to turn in for the second part of the turn then back to the gas...
891
01:11:49,398 --> 01:11:52,128
But that only chops it up, doesn't it?
892
01:11:52,131 --> 01:11:55,565
He could go in harder and brake a bit, then on the gas again, that could work...
893
01:11:55,565 --> 01:11:58,135
but he better be super smooth.
894
01:11:59,332 --> 01:12:01,242
OK, how do we do it?
895
01:12:02,466 --> 01:12:04,066
Timing is critical.
896
01:12:04,066 --> 01:12:07,226
Getting back into the throttle early stabilizes the bike.
897
01:12:07,466 --> 01:12:11,506
Then, mid corner, instead of rolling it off, he just stops rolling on.
898
01:12:11,567 --> 01:12:15,700
Here is where your body position comes into play in a big way.
899
01:12:15,700 --> 01:12:18,834
When you stop your roll on, some weight transfers forward.
900
01:12:18,834 --> 01:12:22,134
If you are low and to the outside of the bike, it corks around,
901
01:12:22,134 --> 01:12:26,864
tightening the bike's turning radius. That helps to get it pointed toward the exit without upsetting the bike.
902
01:12:27,635 --> 01:12:32,115
Look at how much earlier this rider is getting into his down and to inside body position.
903
01:12:38,003 --> 01:12:40,983
Here, we see an average hang-off position.
904
01:12:49,004 --> 01:12:54,084
Here is a more aggressive body position. Notice he is able to hold a tighter line.
905
01:13:00,905 --> 01:13:05,405
Now that's the "hook turn" technique, it can work in almost any cornering situation.
906
01:13:07,905 --> 01:13:10,706
On the road, this technique can be used quite effectively,
907
01:13:10,706 --> 01:13:13,276
if you find yourself running wide in a turn.
908
01:13:13,606 --> 01:13:17,226
Dropping to the inside and down position, plus a smooth roll off, one momentarily hesitation,
909
01:13:18,673 --> 01:13:22,473
not a chop off of gas tends to tighten the turn for you.
910
01:13:22,774 --> 01:13:25,744
And don't forget to look way you want to go.
911
01:13:28,141 --> 01:13:30,761
That's way better than the alternative.
912
01:13:33,341 --> 01:13:38,409
Here is a technique that can aid you greatly in your efforts to steer your bike accurately.
913
01:13:38,409 --> 01:13:43,619
We quite naturally push off our pivot from that trailing foot to produce maximum power and control.
914
01:13:45,309 --> 01:13:48,510
With that in mind, using the left leg to generate the power to
915
01:13:48,510 --> 01:13:50,370
press on the right bar, and vice-versa, is a logical step.
916
01:13:53,243 --> 01:13:56,813
It provides the rider with maximum stability on the bike.
917
01:13:56,844 --> 01:13:59,294
Stability equals control and strength.
918
01:14:00,377 --> 01:14:05,767
As we lock out lower leg into the bike from the foot peg to the tank we begin to create lower body stability.
919
01:14:07,411 --> 01:14:10,578
The next step is a slight tightening of the thigh muscles.
920
01:14:10,578 --> 01:14:15,279
This locks the pelvis in position, which, then, provides a stable base for the whole torso.
921
01:14:15,279 --> 01:14:20,613
With the torso stable, the rider's ability to apply pressure to the bars is vastly improved.
922
01:14:20,613 --> 01:14:22,483
We call this pivot steering.
923
01:14:22,813 --> 01:14:23,980
You might call it power steering,
924
01:14:23,980 --> 01:14:29,190
because once you master it, it feels so easy to steer the bike.
925
01:14:29,747 --> 01:14:33,481
Work on your quick turn. It pays huge difference in control
926
01:14:33,481 --> 01:14:37,571
and confidence in any situation, on any motorcycle.
927
01:14:39,315 --> 01:14:41,582
- Now that we know what the turn point is all about,
928
01:14:41,582 --> 01:14:44,662
how often do you get it just right?
929
01:14:46,182 --> 01:14:49,392
Is it usually too early or too late?
930
01:14:51,749 --> 01:14:52,789
- Too early!
931
01:14:53,883 --> 01:14:57,150
- That's right! Riders tend to turn in too early
932
01:14:57,150 --> 01:14:58,590
and there is a reason for it.
933
01:14:59,183 --> 01:15:02,317
- Would you like know how to change this part of your riding?
934
01:15:02,317 --> 01:15:02,767
- YeaWOOOEeahhh! :)
935
01:15:05,051 --> 01:15:08,118
Going where we look is an unfortunate survival reaction,
936
01:15:08,118 --> 01:15:11,198
in fact, it's S.R. #5.
937
01:15:14,852 --> 01:15:20,172
For example, if this rider looks at the inside of his next turn, he will go there.
938
01:15:30,453 --> 01:15:34,520
Once our attention becomes fixed on something, we steer towards it.
939
01:15:34,520 --> 01:15:38,700
In common parlance it's called "target fixation". And that's what causes you riders to take
940
01:15:38,987 --> 01:15:43,588
too early an entry into corners, all run wide, like this.
941
01:15:43,588 --> 01:15:46,988
We already know what the results of turning in too early are.
942
01:15:46,988 --> 01:15:51,488
Training yourself to look in, without turning it, is how we overcome this S.R..
943
01:15:51,689 --> 01:15:53,909
We call it the "two-step" technique.
944
01:16:00,789 --> 01:16:04,923
It is also the key to finding a line that doesn't take you in too early.
945
01:16:04,923 --> 01:16:06,990
Even on unfamiliar roads.
946
01:16:06,990 --> 01:16:10,657
Your first step is estimate your turn in point on the road ahead.
947
01:16:10,657 --> 01:16:14,397
You don't know the road, so you're just establishing a temporary reference point.
948
01:16:14,958 --> 01:16:17,391
Step two is find your mid corner position.
949
01:16:17,391 --> 01:16:20,711
Where you quick the inside of the turn is your apex.
950
01:16:21,558 --> 01:16:26,392
The trick here is looking in to find it without turning the bike in at the same time.
951
01:16:26,392 --> 01:16:30,426
Now he looks in, but notice how he's staying wide in the corner.
952
01:16:30,426 --> 01:16:33,276
Now, would you be able to see a line from this position?
953
01:16:33,393 --> 01:16:33,673
No.
954
01:16:34,693 --> 01:16:36,793
Keep looking, but don't turn yet.
955
01:16:36,793 --> 01:16:37,653
How about from here?
956
01:16:38,160 --> 01:16:40,160
Not yet, but it's getting better.
957
01:16:40,160 --> 01:16:43,130
OK, now you can see your apex clearly.
958
01:16:43,627 --> 01:16:46,227
That is exactly where your turn in point should be.
959
01:16:46,227 --> 01:16:49,261
Nothing provides more confidence than knowing you're in a good line.
960
01:16:49,261 --> 01:16:52,931
And it does wonders for your throttle control.
961
01:16:56,928 --> 01:16:58,862
- Hey, you really started to get that bike turned.
962
01:16:58,862 --> 01:17:02,822
- Yeah, I just wish I was more consistent with my lines.
963
01:17:03,596 --> 01:17:05,396
Feeling kinda lost.
964
01:17:05,396 --> 01:17:08,596
- Well, you know there is four chapters in here about vision.
965
01:17:09,730 --> 01:17:14,720
There is a technique in one of them, it's called "the two-step" that's supposed to help.
966
01:17:16,497 --> 01:17:17,247
Two-step.
967
01:17:18,931 --> 01:17:24,011
Let's take a look and see if we can sort out his inconsistent lines.
968
01:17:24,431 --> 01:17:26,331
He run pretty wide on that pass.
969
01:17:26,331 --> 01:17:29,632
Let's see how he's timing his looking and turning.
970
01:17:29,632 --> 01:17:31,612
Big mistake, he's looking and turning.
971
01:17:32,199 --> 01:17:36,279
Now he's not running as wide, but it's another different line.
972
01:17:38,999 --> 01:17:43,649
The "two-step" visual technique solves more than just where to turn in to a corner
973
01:17:43,666 --> 01:17:46,576
it can also help with your consistency.
974
01:17:47,600 --> 01:17:51,330
In the end, your line through only'll be as accurate and consistent as your visual skills.
975
01:17:53,367 --> 01:17:55,968
Knowing exactly where you want the bike to go before entering
976
01:17:55,968 --> 01:17:58,598
using the "two-step" technique handles that.
977
01:17:59,701 --> 01:18:04,891
Applying the two-step technique allows the rider to gain space and time at the entry of the turn,
978
01:18:05,135 --> 01:18:08,336
the apex and pick up his next turn point accurately.
979
01:18:08,336 --> 01:18:11,669
Once you truly learn to lead with you head and eyes, you will able to
980
01:18:11,669 --> 01:18:14,529
enter all corners smoother, more accurately
981
01:18:14,703 --> 01:18:17,843
and, for track riding, usually faster.
982
01:18:17,903 --> 01:18:19,293
It's as good as it gets.
983
01:18:19,337 --> 01:18:22,737
Using the two-step turn entry technique, also helps combat the looking,
984
01:18:22,737 --> 01:18:25,137
going early S.R.s.
985
01:18:25,137 --> 01:18:26,717
By training yourself in this technique
986
01:18:26,737 --> 01:18:30,997
you will always be two visual steps ahead in every turn entrance.
987
01:18:33,705 --> 01:18:35,735
- Wow, what a great technique!
988
01:18:35,772 --> 01:18:38,392
I don't feel rush to the turn point. I mean, at all!
989
01:18:39,339 --> 01:18:41,659
- No, me neither! Hey, that two-step works!
990
01:18:45,039 --> 01:18:49,939
Hard braking can be both confusing and terrifying. No other control action on the bike
991
01:18:50,206 --> 01:18:54,107
can produce such dramatic results with so little effort.
992
01:18:54,107 --> 01:18:58,737
Most riders survival reactions run wide under heavy braking.
993
01:18:58,741 --> 01:19:01,491
Brake technology has come a long way.
994
01:19:09,342 --> 01:19:13,209
These improvements give riders far more choices on how to brake
995
01:19:13,209 --> 01:19:16,676
but the laws of physics still govern how hard we can use them.
996
01:19:16,676 --> 01:19:20,043
Brakes, just like the throttle, are lean angle sensitive.
997
01:19:20,043 --> 01:19:23,833
The more lean angle you use, the less you can use either of them.
998
01:19:23,943 --> 01:19:26,610
This brings up all kinds of questions about technique.
999
01:19:26,610 --> 01:19:28,880
Should I do all my braking straight up?
1000
01:19:31,344 --> 01:19:33,504
Or should I try other brakes into the turn?
1001
01:19:40,745 --> 01:19:44,655
Should I brake easy at first and hard at the end or the other way around?
1002
01:19:49,479 --> 01:19:53,319
How about easy, then hard and then easy again?
1003
01:19:56,713 --> 01:19:59,393
While braking, it's easy to lose sight of the real goal.
1004
01:20:00,547 --> 01:20:04,447
Getting your turn entry speed perfect is that goal.
1005
01:20:07,781 --> 01:20:11,221
With that in mind, which brake pressure sequence is best?
1006
01:20:12,081 --> 01:20:14,048
Turn entry speed errors are easiest to make
1007
01:20:14,048 --> 01:20:16,748
when you are hard on the brakes towards the end of braking.
1008
01:20:24,649 --> 01:20:27,849
In the fine art of braking, gradually trading the brake off
1009
01:20:27,849 --> 01:20:30,539
is the way to accurately find your entry speed.
1010
01:20:39,317 --> 01:20:42,618
Straight-up or trail braking. It's the exact same problem.
1011
01:20:42,618 --> 01:20:46,128
Maintain control of your entry speed.
1012
01:20:46,751 --> 01:20:48,318
Overbraking, S.R. #7,
1013
01:20:48,318 --> 01:20:51,552
often create other problems like poor throttle control,
1014
01:20:51,552 --> 01:20:53,542
and extra steering corrections.
1015
01:20:53,852 --> 01:20:55,902
Both unsettle the bike and can even cause excess wheel spin.
1016
01:20:57,552 --> 01:21:00,353
Panic braking in the middle of turns is something we try to avoid
1017
01:21:00,353 --> 01:21:02,283
because it stands the bike up abruptly.
1018
01:21:04,620 --> 01:21:08,130
Unconsciously, we apply pressure to the bars to maintain our line
1019
01:21:08,154 --> 01:21:11,054
That additional input is one of the primary reasons
1020
01:21:11,054 --> 01:21:13,564
for trail braking crashes.
1021
01:21:13,887 --> 01:21:18,987
Restraining bar flat out does not let the front-end fall off the road, which reduces traction even more.
1022
01:21:20,088 --> 01:21:24,122
Despite its dangers and drawbacks, trail braking is a useful tool.
1023
01:21:24,122 --> 01:21:29,182
Just imagine yourself leaning into a turn at 200mph with the brakes on like this.
1024
01:21:29,756 --> 01:21:34,976
If you have to break in a turn because of an emergency, like debris or surprise decreasing radius,
1025
01:21:35,223 --> 01:21:39,903
bringing the bike up as you do it your best hope for not washing out the front-end.
1026
01:21:44,324 --> 01:21:49,004
Simultaneous braking and downshifting smoothes things out and reduces distractions.
1027
01:21:49,791 --> 01:21:52,991
This helps you get your turn entry speed right.
1028
01:21:52,991 --> 01:21:57,381
Watch the timing of the the clutch and throttle action in slow motion.
1029
01:22:03,492 --> 01:22:08,712
Slipper clutch has seem to make this unnecessary, and modern technologies will probably make it an obsolete technique someday.
1030
01:22:11,793 --> 01:22:15,803
Too bad. It's quite fun when you get it right the old fashioned way.
1031
01:22:17,227 --> 01:22:19,327
Riders come up with all sorts of strange variations
1032
01:22:19,327 --> 01:22:21,628
to solve braking and downshifting.
1033
01:22:21,628 --> 01:22:23,628
He's downshifting first and braking later.
1034
01:22:23,628 --> 01:22:26,795
That's unnecessary engine abuse. Use the brake first.
1035
01:22:26,795 --> 01:22:29,595
Pads are cheap, engines are expensive.
1036
01:22:29,595 --> 01:22:33,362
Some just downshift and don't bother to use the breakes at all! In some situations
1037
01:22:33,362 --> 01:22:35,096
when the brakes aren't needed that's OK,
1038
01:22:35,096 --> 01:22:37,696
but again: pads are cheap.
1039
01:22:37,696 --> 01:22:40,429
Letting the clutch out slowly seems to solve it for some riders
1040
01:22:40,429 --> 01:22:45,629
but that's just extra wear and tear on the clutch and drive train.
1041
01:22:47,363 --> 01:22:52,743
Here he is revving the motor, but the clutch release is so slow he loses all the revs on his throttle blip.
1042
01:22:55,831 --> 01:22:58,465
Many riders use the sloppy method of downshifting.
1043
01:22:58,465 --> 01:23:01,675
No revs at all and a slow release of the clutch.
1044
01:23:06,032 --> 01:23:08,366
Getting too big a throttle blip over-revs the motor
1045
01:23:08,366 --> 01:23:12,636
and causes de bike to search forward with each gear change.
1046
01:23:15,633 --> 01:23:19,603
Another common error is over-revving and varying the brake lever pressure from the exaggerated wrist movement.
1047
01:23:21,267 --> 01:23:24,707
This is choppy and causes the bike to pogo.
1048
01:23:28,068 --> 01:23:32,508
Too early downshifting uses the engine as a break and over-revs it.
1049
01:23:33,468 --> 01:23:38,848
Not revving the bike between shifts and inconsistent brake pressure pogos the bike up and down.
1050
01:23:39,735 --> 01:23:42,365
Here, he's shifting and easing out the clutch slowly.
1051
01:23:43,036 --> 01:23:45,366
That takes time and attention.
1052
01:23:51,403 --> 01:23:55,843
He's revving it, but too high and still on and off the brake lever, pogoing the bike.
1053
01:23:57,904 --> 01:24:01,704
Making clean downshifts and maintain the control of the brake lever throughout will help.
1054
01:24:02,804 --> 01:24:04,871
Letting your fingers slight over the brake lever
1055
01:24:04,871 --> 01:24:08,371
while you control the pressure works really well.
1056
01:24:09,405 --> 01:24:12,505
Downshifting without the clutch is another way of handling it.
1057
01:24:12,505 --> 01:24:15,072
Careful timing of the throttle grip and the gear lever
1058
01:24:15,072 --> 01:24:19,502
makes it surprisingly easy and smooth, with or without a slipper clutch.
1059
01:24:20,339 --> 01:24:24,539
It may take some practice to make them perfectly smooth.
1060
01:24:26,173 --> 01:24:29,233
Elapsed time of throttle 1/8 sec
1061
01:24:57,476 --> 01:25:00,666
- Hey, you guys were looking pretty good out there in the corners.
1062
01:25:02,044 --> 01:25:04,977
- Thanks. You know, we learned a lot from your book.
1063
01:25:04,977 --> 01:25:07,177
- Ah, it's great. I'm really glad to hear that.
1064
01:25:07,177 --> 01:25:09,857
I did notice one thing, though.
1065
01:25:10,111 --> 01:25:13,601
- How you guys feel about your braking and downshifting?
1066
01:25:14,745 --> 01:25:16,305
Hmmm, I see...
1067
01:25:19,812 --> 01:25:23,612
So, clutch in, gas on and off, clutch in, gas on and off,
1068
01:25:23,612 --> 01:25:26,913
clutch out. Clutch in, gas on and off, clutch out. You got it.
1069
01:25:26,913 --> 01:25:31,847
Clutch in, gas on and off, clutch out. Just a little coordination point. It's really all it is.
1070
01:25:31,847 --> 01:25:34,213
- I can't believe how distracted I used to be.
1071
01:25:34,213 --> 01:25:36,814
- Absolutely, even after I improved my visual skills,
1072
01:25:36,814 --> 01:25:39,247
I was something rush at the turn entries.
1073
01:25:39,247 --> 01:25:41,648
- Well... so, I guess this is a pretty good example
1074
01:25:41,648 --> 01:25:44,618
of how a little coaching can really help.
1075
01:25:45,848 --> 01:25:49,882
Traction is the obvious limiting factor on our speed and direction changes.
1076
01:25:49,882 --> 01:25:52,015
We've explored how throttle control, rider input,
1077
01:25:52,015 --> 01:25:56,149
and surface problems can affect traction, but let's take a closer look.
1078
01:25:56,149 --> 01:25:59,199
A new rider's perception of traction is a little sketchy.
1079
01:26:01,250 --> 01:26:05,783
As we gain more experience with traction, our perception improves.
1080
01:26:05,783 --> 01:26:08,350
There are some classical approaches to understanding traction
1081
01:26:08,350 --> 01:26:11,417
used by average riders and pros alike.
1082
01:26:11,417 --> 01:26:16,567
They can give riders a new perspective on tire grip. It's a classic route to understanding traction.
1083
01:26:19,485 --> 01:26:22,118
Here's Keith's solution for understanding traction.
1084
01:26:22,118 --> 01:26:25,438
He calls it "the lean and slide bike".
1085
01:26:31,619 --> 01:26:35,999
About this time, most riders will chop the gas in panic.
1086
01:26:36,053 --> 01:26:39,220
It takes a lot more to lose traction than most riders think,
1087
01:26:39,220 --> 01:26:42,650
but there are situations you should be aware of.
1088
01:26:44,220 --> 01:26:49,190
Of course, if the tire was new and not yet scrubbed in, or too old,
1089
01:26:50,221 --> 01:26:55,111
too cold, tire pressure wrong, over or under inflated,
1090
01:26:55,922 --> 01:27:01,072
If you are riding on slippery surface or a polished surface, leaning the bike over too far
1091
01:27:03,089 --> 01:27:06,479
other mechanical problems, it would slide.
1092
01:27:07,223 --> 01:27:10,790
The slide bike helps train riders to avoid slide errors.
1093
01:27:10,790 --> 01:27:14,460
Watch what happens when he chops the gas.
1094
01:27:20,624 --> 01:27:23,791
As we've already seen, when rolled off and not chopped
1095
01:27:23,791 --> 01:27:26,541
it is far less violent.
1096
01:27:35,092 --> 01:27:39,759
Overriding the grip of new or cold tires is a classic novice riding error.
1097
01:27:39,759 --> 01:27:42,093
Even with relatively modest lean angles and speed
1098
01:27:42,093 --> 01:27:45,713
a cool tire on a cool day can surprise you when you first go out.
1099
01:27:46,760 --> 01:27:48,570
It doesn't take much to slide.
1100
01:27:48,660 --> 01:27:52,000
Tire grip and temperature are proportional.
1101
01:27:52,161 --> 01:27:55,994
A cold tire feels like it has maybe 25% its normal grip.
1102
01:27:55,994 --> 01:28:00,664
A warm tire on a warm day feels more like 75% or more right away.
1103
01:28:01,362 --> 01:28:04,702
Don't be a fool. Gradually bring the speed and temperature up.
1104
01:28:05,895 --> 01:28:08,475
Never trust the tires, trust yourself.
1105
01:28:09,096 --> 01:28:12,786
Learn to bring them up to temperature according to conditions.
1106
01:28:13,529 --> 01:28:15,696
In generally good conditions, as we have here,
1107
01:28:15,696 --> 01:28:18,497
Modern tires deliver excellent traction.
1108
01:28:18,497 --> 01:28:23,757
Good throttle control is the foundation that allows the rider to explore the limits of traction.
1109
01:28:26,264 --> 01:28:31,854
Even with good throttle control, a small slide can start or get out of hand when the rider is tense.
1110
01:28:32,631 --> 01:28:36,798
The rider's ability to be comfortable with traction limits depends upon having the key elements
1111
01:28:36,798 --> 01:28:41,108
of throttle control, rider input and visual skill.
1112
01:28:49,066 --> 01:28:52,067
Two other aspects of traction are important to understand.
1113
01:28:52,067 --> 01:28:55,434
The more lean angle you use, the less side grip you have.
1114
01:28:55,434 --> 01:28:58,004
The solution? Even when the rear tire is totally lit up,
1115
01:28:59,101 --> 01:29:02,441
bringing the bike up, into the slide, helps the rider maintain control.
1116
01:29:04,068 --> 01:29:06,601
The lean and slide bike is one of the training methods used
1117
01:29:06,601 --> 01:29:10,561
at Keith's school to help riders gain that confidence and the experience with traction.
1118
01:29:23,536 --> 01:29:27,336
All seven factors, visual skills, steering, turn points,
1119
01:29:27,337 --> 01:29:30,904
line, rider input, lean angle and picking up the bike
1120
01:29:30,904 --> 01:29:35,854
must be under the rider's control for him to be confident with the throttle and the traction.
1121
01:29:36,371 --> 01:29:40,971
New technology is great, but even with traction control and modern electronics,
1122
01:29:40,971 --> 01:29:43,605
the rider has to work his way up to using it.
1123
01:29:43,605 --> 01:29:45,839
Being in control of these seven factors
1124
01:29:45,839 --> 01:29:49,409
is the quickest and easiest route to confidence.
1125
01:29:52,706 --> 01:29:56,940
- I'm so stomped. This Twist II book really helped my riding out.
1126
01:29:56,940 --> 01:30:00,140
- Totally. Feels like I'm making improvement every ride I take.
1127
01:30:00,140 --> 01:30:01,474
It says there is no limits.
1128
01:30:01,474 --> 01:30:05,774
You know, I see more ways to apply this information every time I read this.
1129
01:30:06,641 --> 01:30:08,851
- How good we can actually get?
1130
01:30:10,208 --> 01:30:11,308
- Hey Will, how are you doing?
1131
01:30:11,308 --> 01:30:13,608
- Hey, you both look pretty good out there.
1132
01:30:13,608 --> 01:30:14,178
- Thanks.
1133
01:30:15,008 --> 01:30:19,575
- Yeah, but after watching you ride, you know, it just makes wanna kick it up a notch.
1134
01:30:19,575 --> 01:30:20,555
So how did you do it?
1135
01:30:21,209 --> 01:30:22,442
- I went to school.
1136
01:30:22,442 --> 01:30:23,302
- School?
1137
01:30:24,776 --> 01:30:27,609
- Let me ask you something, what do you do for a living?
1138
01:30:27,609 --> 01:30:29,169
- Well, I'm a doctor.
1139
01:30:30,010 --> 01:30:31,990
- I'm a software engineer, why?
1140
01:30:32,343 --> 01:30:35,410
- Well, did you wake up one day just knowing how to do your trade?
1141
01:30:35,410 --> 01:30:37,090
Or did you learn it by going to school?
1142
01:30:38,277 --> 01:30:42,047
- OK, point taken... So, how do I find a school?
1143
01:30:48,812 --> 01:30:50,712
- Is there where you went?
- There's where I went.
1144
01:30:50,712 --> 01:30:55,112
California Superbike School. Best training you'll ever get.
1145
01:30:57,612 --> 01:30:58,762
- See you, Will.
1146
01:31:03,213 --> 01:31:04,423
- What do you think?
1147
01:31:12,847 --> 01:31:14,648
- Oh, you guys must really push it hard!
1148
01:31:14,648 --> 01:31:16,614
- How do you ride that thing to the edge?
1149
01:31:16,614 --> 01:31:19,564
- I've learned a few things over the years.
1150
01:31:20,548 --> 01:31:22,808
- Do you got advice for us?
1151
01:31:23,248 --> 01:31:25,988
- Advice? Is a lot a advice out there, guys.
1152
01:31:32,116 --> 01:31:34,916
Won't you get the real tackle on riding?
1153
01:31:34,916 --> 01:31:37,250
- We will lend you this copy of the Bible cornering.
1154
01:31:37,250 --> 01:31:40,350
We'll be here next weekend, you can give to us then.
1155
01:31:40,350 --> 01:31:42,140
- Twist of the Wrist II.
1156
01:31:42,484 --> 01:31:43,584
Thanks a lot, guys.
1157
01:31:44,017 --> 01:31:44,877
- No problem.
1158
01:31:45,151 --> 01:31:49,391
- Looks like I'll have to get myself another copy.
1159
01:32:23,421 --> 01:32:28,041
**** Kudos to the okruhari.cz guys for the original file in Czech.
Moved from Czech back to English by Eduardo L. V. Tafner via listening.
2010/Dec/08.
1160
01:32:28,326 --> 01:32:29,136
Exclusive for Kawasaki Ninja Brasil forums.
103014
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