Can A Book Make You A Better Rider?

[RubberSideDown]

My answer is definitely 'yes'.

It's necessary to understand theory, technique, and physics to be a good rider, and many things are difficult to figure out on your own- I've had more than a few 'light bulb moments' from books, and I improved by putting what I learned into practice.

These are my four favorites (the two by Keith Code are absolutely essential reading for any rider, IMHO)- if anyone has any other suggestions or recommendations, please post them (there's also an excellent companion video to 'A Twist of the Wrist II' available online):

[qdinthailand]

Here's my recommendations - not about 'performance bike' riding - but about street smarts, survival skills and basic riding. Good books for new riders.

[RubberSideDown]

I've read good reviews of Hough's books- I'm sure they're worth checking out.

[B1ade]

I've never read a bike book, don't think it ever occured to me, might check a few of those out, always room for improvement, thanks for the tip! Slightly of topic but about improving, The best lesson I ever had was doing a track day, it changed my whole riding style to be much safer and less eratic even though I thought I was competent before, not so easy over here due to lack of tracks, especially in phuket, but those near one, if you never have I highly recommend it.

[RubberSideDown]

Track days are fantastic for technique, but what you learn doesn't always translate to the street (no two-way traffic being a major difference)- you have to ride more defensively on the road.

Hopefully everyone has read 'The Pace' by Nick Ienatsch, which is the best single article I've ever read regarding treating the street in its proper context

THE PACE

Racing involves speed, concentration and commitment; the results of a mistake are usually catastrophic because there's little room for error riding at 100 percent. Performance street riding is less intense and further from the absolute limit, but because circumstances are less controlled, mistakes and over aggressiveness can be equally catastrophic. Plenty of roadracers have sworn off street riding. "Too dangerous, too many variables and too easy to get carried away with too much speed," track specialists claim. Adrenaline-addled racers find themselves treating the street like the track, and not surprisingly, they get burned by the police, the laws of physics and the cold, harsh realities of an environment not groomed for ten-tenths riding. But as many of us know, a swift ride down a favorite road may be the finest way to spend a few free hours with a bike we love. And these few hours are best enjoyed riding at The Pace.

A year after I joined Motorcyclist staff in 1984, Mitch Boehm was hired. Six months later, The Pace came into being, and we perfected it during the next few months of road testing and weekend fun rides. Now The Pace is part of my life - and a part of the Sunday morning riding group I frequent. The Pace is a street riding technique that not only keeps street riders alive, but thoroughly entertained as well.

THE PACE

The Pace focuses on bike control and de-emphasizes outright speed. Full-throttle acceleration and last minute braking aren't part of the program, effectively eliminating the two most common single-bike accident scenarios in sport riding. Cornering momentum is the name of the game, stressing strong, forceful inputs at the handlebar to place the bike correctly at the entrance of the turn and get it flicked in with little wasted time and distance. Since the throttle wasn't slammed open at the exit of the last corner, the next corner doesn't require much, if any, braking. It isn't uncommon to ride with our group and not see a brake light flash all morning.

If the brakes are required, the front lever gets squeezed smoothly, quickly and with a good deal of force to set entrance speed in minimum time. Running in on the brakes is tantamount to running off the road, a confession that you're pushing too hard and not getting your entrance speed set early enough because you stayed on the gas too long. Running The Pace decreases your reliance on the throttle and brakes, the two easiest controls to abuse, and hones your ability to judge cornering speed, which is the most thrilling aspect of performance street riding.

YOUR LANE IS YOUR LIMIT

Crossing the centerline at any time except during a passing maneuver is intolerable, another sign that you're pushing too hard to keep up. Even when you have a clean line of sight through a left-hand kink, stay to the right of the centerline. Staying on the right side of the centerline is much more challenging than simply straightening every slight corner, and when the whole group is committed to this intelligent practice, the temptation to cheat is eliminated through peer pressure and logic. Though street riding shouldn't be described in racing terms, you can think of your lane as the race track. Leaving your lane is tantamount to a crash.

Exact bike control has you using every inch of your lane if the circumstances permit it. In corners with a clear line of sight and no oncoming traffic, enter at the far outside of the corner, turn the bike relatively late in the corner to get a late apex at the far inside of your lane and accelerate out, just brushing the far outside of your lane as your bike stands up. Steer your bike forcefully but smoothly to minimize the transition time. Don't hammer it down because the chassis will bobble slightly as it settles, possibly carrying you off line. Since you haven't charged in on the brakes, you can get the throttle on early, before the apex, which balances and settles your bike for the drive out.

More often than not, circumstances do not permit the full use of your lane from yellow line to white line and back again. Blind corners, oncoming traffic and gravel on the road are a few criteria that dictate a more conservative approach, so leave yourself a three or four foot margin for error, especially at the left side of the lane where errant oncoming traffic could prove fatal. Simply narrow your entrance on a blind right-harder and move your apex into your lane three feet on blind left turns in order to stay free of unseen oncoming traffic hogging the centerline. Because you're running at The Pace and not flat out, your controlled entrances offer additional time to deal with unexpected gravel or other debris in your lane; the outside wheel track is usually the cleanest through a dirty corner since a car weights its outside tires most, scrubbing more dirt off the pavement in the process, so aim for that line.

A GOOD LEADER, WILLING FOLLOWERS

The street is not a racing environment, and it takes humility, self assurance and self control to keep it that way. The leader sets the pace and monitors his mirrors for signs of raggedness in the ranks that follow, such as tucking in on straights, crossing over the yellow line and hanging off the motorcycle in the corners, If the leader pulls away, he simply slows his straight way speed slightly but continues to enjoy the corners, thus closing the ranks but missing none of the fun. The small group of three or four riders I ride with is so harmonious that the pace is identical no matter who's leading. The lead shifts occasionally with a quick hand sign, but there's never a pass for the lead with an ego on the sleeve. Make no mistake, the riding is spirited and quick in the corners. Anyone with a right arm can hammer down the straights; it's proficiency in the corners that makes The Pace come alive.

Following distances are relatively lengthy, with the straightaways taken at more moderate speeds, providing the perfect opportunity to adjust the gaps. Keeping a good distance serves several purposes, besides being safer. Rock chips are minimized, and the police or highway patrol won't suspect a race is in progress. The Pace's style of not hanging off in corners also reduces the appearance of pushing too hard and adds a degree of maturity and sensibility in the eyes of the public and the law. There's a definite challenge to cornering quickly while sitting sedately on your bike.

New rider indoctrination takes some time because The Pace develops very high cornering speeds and newcomers want to hammer the throttle on the exits to make up for what they lose at the entrances. Our group slows drastically when a new rider joins the ranks because our technique of moderate straightaway speed and no brakes can suck the unaware into a corner too fast, creating the most common single bike accident. With a new rider learning The Pace behind you, tap your brake lightly well before the turn to alert him and make sure he understands there's no pressure to stay with the group.

There's plenty of ongoing communication during The Pace. A foot off the peg indicates debris in the road, and all slowing or turning intentions are signaled in advance with the left hand and arm. Turn signals are used for direction changes and passing, with a wave of the left hand to thank the cars that move right and make it easy for motorcyclists to get past. Since you don't have a death grip on the handlebar, your left hand is also free to wave to oncoming riders, a fading courtesy that we'd like to see return. If you're getting the idea The Pace is a relaxing, noncompetitive way to ride with a group, you are right.

RELAX AND FLICK IT

I'd rather spend a Sunday in the mountains riding at The Pace than a Sunday at the racetrack, it's that enjoyable. Countersteering is the name of the game; smooth, forceful steering input at the handlebar relayed to the tires' contact patches through a rigid sport bike frame. Riding at The Pace is certainly what bike manufacturers had in mind when sport bikes evolved to the street.

But the machine isn't the most important aspect of running The Pace because you can do it on anything capable of getting through a corner. Attitude is The Pace's most important aspect: realizing the friend ahead of you isn't a competitor, respecting his right to lead the group occasionally and giving him credit for his riding skills. You must have the maturity to limit your straightaway speeds to allow the group to stay in touch and the sense to realize that racetrack tactics such as late braking and full throttle runs to redline will alienate the public and police and possibly introduce you to the unforgiving laws of gravity. When the group arrives at the destination after running The Pace, no one feels outgunned or is left with the feeling he must prove himself on the return run. If you've got some thing to prove, get on a racetrack.

The racetrack measures your speed with a stop watch and direct competition, welcoming your aggression and gritty resolve to be the best. Performance street riding's only yardstick is the amount of enjoyment gained, not lap times, finishing position or competitors beaten. The differences are huge but not always remembered by riders who haven't discovered The Pace's cornering pureness and group involvement. Hammer on the racetrack. Pace yourself on the street.-MC

Read more: http://www.motorcyclistonline.com/flashback/122_0911_the_pace_nick_ienatsch/#ixzz2RxF20u9W

[Familyonthemove]

I've read Total Control and the Police Motorcycle Handbook - both when I was doing my Advanced Rider training in the UK - and I'm sure that they helped me be a better and safer rider. But probably only about 10% of the improvements were from the books - with the 90% being the practical training from the Advanced Riding instructor during the weekend rides.

I still remember my first lesson when I (on a Triumph RS Sprint 955cc triple with enthusiastic knee-down cornering and heavy fisted wheelies) failed to keep up with a full dress Yamaha 1400 tourer with the instructor sitting bolt upright looking like he was on a relaxing Sunday jaunt.

[thaicbr]

twist of the wrist videos are interesting..

[BSJ]

I got "A Twist of the Wrist" through my local library in Oz many years ago. I'd luv to see the video.

[RubberSideDown]

I don't think I can post a link to the TOTW II video without it being deleted, but it's easy to find.

[Traxster]

When I first read the heading I thought that the OP must have spelled the word wrong and meant to write,'writer'......

but when I continued reading I realised that I was in the wrong and that the OP was in the right.....right....write......

OH never mind !!!

[Ace of Pop]

Must say, we get plenty of Bikers up here on the Mountain, and what a Cheerful lot You Are. My mate recons its because you all left the Mrs at home!!. Love to see the Bikes,im to freakin old now to ride.

[NomadJoe]

I don't think I can post a link to the TOTW II video without it being deleted, but it's easy to find.

http://www.youtube.com/watch?v=bVWNinsmkAw

Bike control and technique is important, however in Thailand to stay alive on the roads it is far more important to understand how Thai drivers drive. To learn where they threats are most likely to come from. You must expect the unexpected. And there really is no way to learn that except by spending more time on a bike.

[RubberSideDown]

^

Obviously books are only an addendum to real-world experience- 'expecting the unexpected' is the rule everywhere when you're on two wheels- Thailand (SE Asia, really) definitely is a particularly hazardous environment, but I would say proper skills are of paramount importance to a rider- you can always adapt to your environment- a bad rider will only have a worse go of it over here. Certainly knowledge of the local roads and riders is important as well, but I think that's secondary to your basic skill-set.

Edited May 1, 2013 by RubberSideDown

[tj916]

Keith code is brilliant. If you are new to a bike, learn to relax. Let the bike do its thing. Every inexperienced rider is tense. Be loose the bike will talk to you!!

[AllanB]

Interesting video, I learned a lot, but a certain "what if" attitude is what is needed here. No way would I be thinking about hitting an apex on a bend, 5 people on one bike yes, 3 girls on a bike, all on mobile phones, dogs asleep in the road, dogs not asleep in the road, drunks, kids, chickens, elephants...and bikes, cars and trucks all on the wrong side of the road.

I am a relatively inexperienced rider, but with a couple of million miles in 50 countries under my belt...in Thailand there are old bikers and bold bikers, but there are no old bold bikers.

Good advice, but for TIT..

[RubberSideDown]

^

A couple million miles? Wow- that's over 100 miles per day everyday for 54 years- quite a bit of saddle time there.

Again, being a good rider means having excellent skills- knowing the local conditions and picking your spots is also a major part- a rider with great road sense will do fine in Thailand or anywhere else- it's all about awareness and practice.

Look at how poorly the locals generally ride, and how often they end up getting hurt or killed due to rider error- their knowledge of the roads here doesn't mean much combined with their lack of skill- on the other hand, I've had friends who are great riders by any definition short of SBK or MotoGP come here and pick things up fairly quickly as far as local rules go- skill trumps simple knowledge of conditions IMHO- the biggest hazard here (or anywhere) is rider error, not road conditions (though of course I concede road conditions must be taken into account).

Edited May 2, 2013 by RubberSideDown

[commande]

I don't think I can post a link to the TOTW II video without it being deleted, but it's easy to find.

http://www.youtube.com/watch?v=bVWNinsmkAw

Bike control and technique is important, however in Thailand to stay alive on the roads it is far more important to understand how Thai drivers drive. To learn where they threats are most likely to come from. You must expect the unexpected. And there really is no way to learn that except by spending more time on a bike.

Interesting video on proper motorcycle riding and control. Love the shameless plug at the end, "Hey what do you do for a living, oh I'm a Doctor and I am a Software Engineer - - - LOL LOL LOL, they are both low rate actors, Oh where did you go to your school for training - Oh, I went to the California Racing School - - - blah blah blah, - yea the writer of the book owns the school if you look it up, the doctor / software engineer plug is meant to say hey you can afford to come to my school in California since you make good money here and you can be cool like the other bikers to and maybe make some friends, hahahhahahaha." I know a little over the top analysis.

Other than that it was pretty good, the doctor and software engineer being terrible actors though...

Edited May 2, 2013 by commande

[AllanB]

^

A couple million miles? Wow- that's over 100 miles per day everyday for 54 years- quite a bit of saddle time there.

Again, being a good rider means having excellent skills- knowing the local conditions and picking your spots is also a major part- a rider with great road sense will do fine in Thailand or anywhere else- it's all about awareness and practice.

Look at how poorly the locals generally ride, and how often they end up getting hurt or killed due to rider error- their knowledge of the roads here doesn't mean much combined with their lack of skill- on the other hand, I've had friends who are great riders by any definition short of SBK or MotoGP come here and pick things up fairly quickly as far as local rules go- skill trumps simple knowledge of conditions IMHO- the biggest hazard here (or anywhere) is rider error, not road conditions (though of course I concede road conditions must be taken into account).

A couple of errors in my last posting (dyslexia rules KO), should be 1/2 million miles and in cars and trucks obviously, as I said I am not an experienced biker.

I am not knocking learning new skills, as I said the videos were good, but as you say the locals have very poor skills, many none at all. I was pointing out that the video featured two guys riding around the US, where other road users are disciplined and I find it hard to imagine doing any of that stuff anywhere in Thailand and expecting to last very long.

I am more inclined to get off and push the bike around the corner, than be looking for an apex, just in case there are a couple of other Thai bikers, looking for the same apex coming the other way. ....and going base over apex

[RubberSideDown]

^

No problem- I thought you were being a bit sarcastic in your previous post.

You can pick your spots on a few roads in Thailand if you head to the right area where the road affords a decent view ahead- frankly (even if I were world-class rider, which, sadly, I'm not) you can't really carve an apex on too many roads in the States either these days- classic roads like The Dragon and Mulholland are packed with idiots in cages crossing the centerline.

I just feel that high-level cornering skills first have to grow out of above-average basic skills, and it's those basic skills (coupled with local knowledge) that will keep you off the asphalt/cement in Thailand (or anywhere).

If you have a couple minutes, read the Nick Ienatsch column I posted above- that's the sort of skilled but safe pace that can be practiced anywhere, even here in Thailand (though we do have our special set of hazards). Speed and skill don't necessarily have to go hand-in-hand- you can have a great ride without breaking the sound barrier.

Edited May 2, 2013 by RubberSideDown

[qdinthailand]

I've never read a bike book, don't think it ever occured to me, might check a few of those out, always room for improvement, thanks for the tip! Slightly of topic but about improving, The best lesson I ever had was doing a track day, it changed my whole riding style to be much safer and less eratic even though I thought I was competent before, not so easy over here due to lack of tracks, especially in phuket, but those near one, if you never have I highly recommend it.

I'd agree to that. Track days, with a proper instruction on smooth riding techniques is definitely the best and quickest way to improve. Knowing what you're doing on the bike - having confidence - is certainly worth the bucks.

Same goes for off-road riding.

Same goes for golf, tennis, skiing.... You want to learn, find a teaching pro!

[AllanB]

I've never read a bike book, don't think it ever occured to me, might check a few of those out, always room for improvement, thanks for the tip! Slightly of topic but about improving, The best lesson I ever had was doing a track day, it changed my whole riding style to be much safer and less eratic even though I thought I was competent before, not so easy over here due to lack of tracks, especially in phuket, but those near one, if you never have I highly recommend it.

I'd agree to that. Track days, with a proper instruction on smooth riding techniques is definitely the best and quickest way to improve. Knowing what you're doing on the bike - having confidence - is certainly worth the bucks.

Same goes for off-road riding.

Same goes for golf, tennis, skiing.... You want to learn, find a teaching pro!

Yes, I agree, I had forgotten... a few years back I was in north Africa, marshaling on an off-road event, in an old modified Range Rover with the "brother" of a rally driving teacher. He gave me only a few tips and my off-road driving improved no end.

There is often a huge difference between Pro and Am, both brothers were way ahead of the rest of us, in far inferior equipment. They won their first off-road event in a borrowed Series 2 Land Rover.

Slightly off topic, sorry..