JakeR1

PACE YOURSELF

BY NICK IENATSCH
.... Two weeks ago a rider died when he and his bike tumbled off a cliff paralleling our favorite road. No gravel in the road, no oncoming car pushing him wide, no ice. The guy screwed up. Rider error. Too much enthusiasm with too little skill, and this fatality wasn't the first on this road this year. As with most single bike accidents, the rider entered the corner at a speed his brain told him was too fast, stood the bike up and nailed the rear brake. Good-bye.
.... On the racetrack this rider would have tumbled into the hay bales, visited the ambulance for a strip of gauze and headed back to the pits to straighten his handlebars and think about his mistake. But let's get one thing perfectly clear - the street is not the race track. Using it as such will shorten your riding career and keep you from discovering The Pace. The Pace is far from street racing - and a lot more fun.
.... The Pace places the motorcycle in its proper role as the controlled vehicle, not the controlling vehicle. Too many riders of sport bikes become baggage when the throttle gets twisted - the ensuing speed is so overwhelming they are carried along in the rush. The Pace ignores outright speed and can be as much fun on a Ninja 250 as on a ZX-11, emphasizing rider skill over right-wrist bravado. A fool can twist the grip, but a fool has no idea how to stop or turn. Learning to stop will save your life; learning to turn will enrich it. What feels better than banking a motorcycle into a corner?
.... The mechanics of turning a motorcycle involve pushing and/or pulling on the handlebars; while this isn't new information for most sport riders, [the rider should] realize that the force at the handlebar affects the motorcycle's rate of turn-in. Shove hard on the bars, and the bike snaps over; gently push on the bars, and the bike lazily banks in. Different corners require different techniques, but as you begin to think about lines, late entrances and late apexes, turning your bike at the exact moment and reaching the precise lean angle will require firm, forceful inputs at the handlebars. If you take less time to turn your motorcycle, you can use that time to brake more effectively or run deeper into the corner, affording yourself more time to judge the corner and a better look at any hidden surprises. It's important to look as far into the corner as possible and remember the adage, "You go where you look."
DON'T RUSH
.... The number one survival skill, after mastering emergency braking, is setting your corner entrance speed early, or as Kenny Roberts says, "Slow in, fast out."
.... Street riders may get away with rushing into 99 out of 100 corners, but that last one will have gravel, mud or a trespassing car. Setting entrance speed early will allow you to adjust your speed and cornering line, giving you every opportunity to handle the surprise.
.... We've all rushed into a corner too fast and experienced not just the terror but the lack of control when trying to herd the bike into the bend. If you're fighting the brakes and trying to turn the bike, any surprise will be impossible to deal with. Setting your entrance speed early and looking into the corner allows you to determine what type of corner you're facing. Does the radius decrease? Is the turn off-camber? Is there an embankment that may have contributed some dirt to the corner?
.... Racers talk constantly about late braking, yet that technique is used only to pass for position during a race, not to turn a quicker lap time. Hard braking blurs the ability to judge cornering speed accurately, and most racers who rely too heavily on the brakes find themselves passed at the corner exits because they scrubbed off too much cornering speed. Additionally, braking late often forces you to trail the brakes or turn the motorcycle while still braking. While light trail braking is an excellent and useful technique to master, understand that your front tire has only a certain amount of traction to give.
.... If you use a majority of the front tire's traction for braking and then ask it to provide maximum cornering traction as well, a typical low-side crash will result. Also consider that your motorcycle won't steer as well with the fork fully compressed under braking. If you're constantly fighting the motorcycle while turning, it may be because you're braking too far into the corner. All these problems can be eliminated by setting your entrance speed early, an important component of running at The Pace.
.... Since you aren't hammering the brakes at every corner entrance, your enjoyment of pure cornering will increase tremendously. You'll relish the feeling of snap ping your bike into a corner and opening the throttle as early as possible. Racers talk about getting the drive started, and that's just as important on the street. Notice how the motorcycle settles down and simply works better when the throttle is open? Use a smooth, light touch on the throttle and try to get the bike driving as soon as possible in the corner, even before the apex, the tightest point of the corner. If you find yourself on the throttle ridiculously early, it's an indication you can increase your entrance speed slightly by releasing the brakes earlier.
.... As you sweep past the apex, you can begin to stand the bike up out of the corner. This is best done by smoothly accelerating, which will help stand the bike up. As the rear tire comes off full lean it puts more rubber on the road, and the forces previously used for cornering traction can be converted to acceleration traction. The throttle can be rolled open as the bike stands up.
.... This magazine won't tell you how fast is safe; we will tell you how to go fast safely. How fast you go is your decision, but it's one that requires reflection and commitment. High speed on an empty four-lane freeway is against the law, but it's fairly safe. Fifty-five miles per hour in a canyon might be legal, but it may also be dangerous. Get together with your friends and talk about speed. Set a reasonable maximum and stick to it. Done right, The Pace is addicting without high straight-away speeds.
.... The group I ride with couldn't care less about outright speed between corners; any gomer can twist a throttle. If you routinely go 100 mph, we hope you routinely practice emergency stops from that speed. Keep in mind outright speed will earn a ticket that is tough to fight and painful to pay; cruising the easy straight stuff doesn't attract as much attention from the authorities and sets your speed perfectly for the next sweeper.
GROUP MENTALITY
.... Straights are the time to reset the ranks. The leader needs to set a pace that won't bunch up the followers, especially while leaving a stop sign or passing a car on a two-lane road. The leader must use the throttle hard to get around the car and give the rest of the group room to make the pass, yet he or she can't speed blindly along and earn a ticket for the whole group. With sane speeds on the straights, the gaps can be adjusted easily; the bikes should be spaced about two seconds apart for maximum visibility of surface hazards.
.... It's the group aspect of The Pace I enjoy most, watching the bikes in front of me click into a corner like a row of dominoes, or looking in my mirror as my friends slip through the same set of corners I just emerged from.
.... Because there's a leader and a set of rules to follow, the competitive aspect of sport riding is eliminated and that removes a tremendous amount of pressure from a young rider's ego--or even an old rider's ego. We've all felt the tug of racing while riding with friends or strangers, but The Pace takes that away and saves it for where it belongs: the race track. The race track is where you prove your speed and take chances to best your friends and rivals.
.... I've spent a considerable amount of time writing about The Pace (see Motorcyclist, Nov. 91) for several reasons, not the least of which being the fun I've had researching it (continuous and ongoing). But I have motivations that aren't so fun. I got scared a few years ago when Senator Danforth decided to save us from ourselves by trying to ban superbikes, soon followed by insurance companies blacklisting a variety of sport bikes. I've seen Mulholland Highway shut down because riders insisted on racing (and crashing) over a short section of it. I've seen heavy police patrols on roads that riders insist on throwing themselves off of. I've heard the term "murder-cycles" a dozen times too many. When we consider the abilities of a modern sport bike, it becomes clear that rider technique is sorely lacking.
.... The Pace emphasizes intelligent, rational riding techniques that ignore race track heroics without sacrificing fun. The skills needed to excel on the race track make up the basic precepts of The Pace, excluding the mind numbing speeds and leaving the substantially larger margin for error needed to allow for unknowns and immovable objects. Our sport faces unwanted legislation from outsiders, but a bit of throttle management from within will guarantee our future.
© Copyright MOTORCYCLIST Magazine
June 1993 issue

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SPACEBOY

The first book I ever read when I got my bike was Nicks. t is a good read even for the more skilled riders as there is always something new you catch when you read it again.

GREAT BOOK!!!

Throttlepimp

It's frickin' gospel yo.

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An adreneal gland is a terrible thing to waste...

Pathogen

Words to live by.

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Drive fast, take chances!

SoCalZX6R

Werd

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~JB

Sharkie

I have to practice emergency breaking this week before my last motorcycle safety class - it seems I have developed some bad habits over the last year of riding - I mostly use the front brake and I always keep it covered... today would be perfect to practice some of those tips.

blissless

Simply great. Plan on riding tomorrow. Learned a lot just now. I should make a habit of reading things like these before rides.

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2004 Honda CBR600RR, Black & Silver (Former)

JakeR1

Good idea

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clutchslip

Whoa.....I don't want to get into a pissing match with any MSF instructors, here. BUT, you cover the brake in the street when there are cars.
Do you know how long it takes for your brain to register stop/slow - shut the throttle - move the fingers - and pull the brake? Too long.

Cover on top of the brake - NOT actually in the pull position. It's not covering that is the problem, it's yanking the brake. You need to learn to smoothly and easily pull on it, EVEN in an emergency. Then it doesn't matter where you leave your fingers.

I know guys who have ridden for FORTY or more years in the street with a covered brake. Two of them are in the half million mile club with no major accidents. AND they ride sportbikes! Makes yah think, doesn't it?

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JakeR1

The reason we teach students not to cover the brake in the Basic Riders Course is because on the whole, the students we get in there have never even touched a bike before, much less ridden one. In a car, when someone stops in front of you, the first reaction is to stand on the brake pedal and push it all the way to the floor. As we all know, if you grab the front brake as hard as you can on a bike, that is a great recipe for a slamdance on the asphalt. If you make the student actually think about the motion it takes to reach up and apply the front brake correctly, they are less likely to grab the brake in a panic situation. With the proper experience, covering the front brake should not be a problem.

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