Reprinted from the March, 2007 BMW Owners News, with permission of the BMW MOA and Roger Wiles
by, Roger WilesThis final installment of “Mentoring a Novice” will conclude the engine braking’ segment and discuss emergency-maneuver practice tips.
Using engine-braking, alone, to establish entry speed should be avoided by a newer rider. Should such a rider find themselves entering a curve too fast, due to their failure to use both brakes, along with engine braking, the rider is likely to over-brake, and do so at the wrong time. Using both brakes in conjunction with engine-braking makes the task of slowing the motorcycle to an appropriate entry-speed much easier. By applying both brakes, the rider is prepared in case he or she needs to further slow to approach the curve safely.
When slowing in a straight path; slowing in traffic, and slowing to come to a stop in traffic, the use of both brakes without experiencing engine-braking is the best learning-experience. When presented with that sudden “Oh my! What’s that?” event – a rider must use suitable emergency braking skills, without getting caught up in the additional physical movements, and mental processes of ‘producing’ engine-braking as a part of the unplanned stop.
Swerving a motorcycle to avoid some obstacle or hazard is another primary life-saving skill. Studies have indicated that it is often more effective, at speeds above about 20 mph, to swerve to avoid a car-sized obstacle, that it would be to attempt an emergency stop. A ‘swerve’ is two consecutive counter-steers, or ‘presses;’ one in the direction needed to avoid the obstacle, and the second, opposite one to recover the original direction of travel. Both ‘presses’ should be of the same duration and force, and the rider’s torso should remain vertical as the motorcycle leans first one way, and then the other, underneath the rider. While swerving, it is crucial to maintain a steady throttle and avoid braking while swerving. A swerve is the largest single traction-consuming maneuver one can perform on a motorcycle. How does this affect your mentoring activities?
A new rider, particularly those who have graduated from a professional training course, should consider conducting his or her own emergency-maneuvers practice sessions. Your example, as a mature, experienced and responsible motorcyclist, may help convince another rider that such regular practice should be a normal aspect of their moto-discipline, too.
Here are some ideas about swerving-practice: While in a safe and controlled environment, one without the potential for unexpected traffic, and with a second person present, mark a faux-obstacle on the pavement, using tennis balls which have been cut in half – make sure that a clean, dry section of pavement is selected, and one with consistent traction. The student can approach the obstacle and swerve to avoid it, using perhaps different speeds in order get the ‘feel’ of how the motorcycle reacts to swerve-control-inputs, and how much linear distance is needed to miss the practice ‘obstacle’ at differing speeds.
Emergency-braking practice can be conducted under similar conditions; selecting clean, dry, consistent pavement – and making sure there is a substantial amount of run-off distance free of hazards, should the practicing rider momentarily lose control – the rider can approach the set-mark at varying speeds, and work gradually into the experience of performing maximum-braking maneuvers.
Professionally-trained riders learn to ‘squeeze’ the front-brake lever firmly and progressively. The process of forward-weight-transfer occurs over time, loading the majority of the bike and rider’s weight onto the front tire, and therefore increasing the front tire’s traction capacity. The deadly “grab” maneuver applies maximum braking pressure suddenly to the front tire’s contact-patch, before the tire has yet to receive the additional weight that would give the front tire the ability to support substantially greater traction. Working gradually into performing a maximum-braking-squeeze can help the rider learn the feel of the squeeze and the forward-weight transfer occurring both to the bike’s chassis, and to the rider’s torso. Practice helps the learner understand how to manage the additional pressure on the arms and wrists while maintaining the ability to properly and smoothly operate the hand-controls. Discuss the correct response in the event the front tire does lock: Release the front-brake lever immediately and then re-apply properly.
Up to 90% of the combined weight of the motorcycle, cargo and rider(s) can be transferred to the front tire during aggressive stops, there is little weight remaining on the rear tire’s contact-patch, and therefore, a very modest amount of traction exists during such stops. Therefore we apply moderate pressure to the rear brake during maximum-braking practices. If the rider detects or feels that they have locked the rear wheel, and the rear tire is sliding, they should keep the rear brake until they have come to a stop!
Releasing a locked rear tire when it is misaligned with the front tire will generate sudden and violent sideways movements in the motorcycle’s frame and chassis, and can spit the rider off, sideways and forward, in a violent high-side crash.
Finally, two proper stopping-posture basics: 1) Keeping the rider’s head and eyes well up, looking well forward and level with the horizon, and 2) Making sure the handlebars are square to the motorcycle at the stop.
Practicing these life-saving skills frequently, with an observer present should an unplanned event occur, can prepare the rider for that time when the rider’s instinctive, reactive, reflexive habits and muscle-memories are all that stands between the motorcyclist, and severe physical injuries or death. Yes, it’s that important, and you can be sure they’ll need the right stuff some time in the future – so help your protégé get it now, while they can. Risk-analysis surveys seem to indicate that those who participate in activities with inherent risks, and who nevertheless choose to remain unprepared do so because they have a persistent, personally-held belief that nothing will happen to them.
Turning sharply directly after a stop, such as pausing at a stop-sign and then making a tight right turn, without veering over the centerline into oncoming traffic, is another skill that a novice should learn, and early-on, too. Here are those basics: turn the head and handlebars all the way towards the direction of the turn, lean the motorcycle slightly in the intended direction while both feet are still on the ground, and then carefully ease the clutch into the friction-zone and pause the clutch lever at that spot while taking a couple of steps through the turn, as the motorcycle begins both moving and turning at the same time. The rider’s head-turn should be held in the intended ultimate direction of travel, until the turn is complete. Once the machine has reached a speed that creates stability, the rider’s feet can be placed on the pegs. Obviously, making a right turn after a stop-sign and swinging wide into the oncoming lane of traffic poses a significant risk.
From Mentor to Equal Partner
As the beginning rider transitions from apprentice-rider to ‘consciously-competent’ rider, your role as mentor recedes. Your relationship will gradually become one of equals as you transit the roads near and far, together, on your moto-adventures. Nevertheless, your advice will continue to filter through to your riding partner. You may wish to think about passing on more of your accumulated wisdom, born of experiences both good and bad. As mentor, you’ve taken on the role and responsibility to represent the good aspects of motorcycling – safe riding practices, sound decision-making principles, squarely confronting the potential risks and consequences of decisions made – to a motivated novice who will join our ranks. Help your novice, without appearing much to do so, by allowing them to make their own learning decisions, by frequently praising – “catch them doing something right” – good technique and behavior. Save criticism for the really important, life-threatening errors that may occur as they learn, grow and develop.
Motorcycling has been around for more than one hundred years; the vast majority of the moto-world is populated by happy, safe and responsible motorcyclists who passionately enjoy our sport and lifestyle. Those relatively few bad actors have a disproportionately bad effect. By shepherding and mentoring a new rider, guiding this person into the safe, responsible and fun world of motorcycling, you and I can make a difference – one new rider at a time.
The BMW MOA Foundation’s MotoSafe is intended to present responsible viewpoints on thoughtful and safe motorcycling skills and practices; the authors, the Foundation, the BMW MOA and the Owners News do not guarantee readers’ personal safety, and can take no responsibility for readers’ application of this material.
BMW MOA members who are professional motorcycle safety trainers are invited to submit articles for inclusion in MotoSafe Please contact Roger Wiles (roger@rogerwiles.com or 9223 Hill St, Blairsville, GA 30512) for submission guidelines and instructions.
The BMW MOA Foundation is a not-for-profit, tax-exempt Public Educational Foundation dedicated to increasing and promoting the safe and enjoyable sport of motorcycling to all members of the moto-community. Tax-exempt donations to the Foundation will provide funding for current and new Foundation Projects & Programs. Contact Foundation Headquarters at: PO Box 3982, Ballwin, MO 63022 - (636) 394-7277 - for further information