If you are a new rider or a rider who wants to continue to grow (That should be all of us ;) ) and you are not a Member at MCrider you are missing out on the best part of MCrider. Go to www.MCrider.com/Member and get access to the Forums and Field Guide. - The Forum is an active, friendly place where riders share riding tips, ideas, travel photos, and show off their new motorcycles. Riders and instructors from all over the world are active on the forums and ready to share in the adventure with you. - The Field Guide is a section of the forums that have very specific training exercises that you can work on in any open parking lot to develop your riding skills. In addition to these resources, you can discuss every MCrider video, suggest future training videos, read and share gear reviews, and more. By becoming a member you help support MCrider and keep the weekly videos coming but you also get access to a world of riders who share tips and techniques to help us all enjoy the ride and increase our skills. www.MCrider.com/Member
these lessons going through my head after not riding after not riding for 25 years...Parking lot practice.riding at non- rush hour times are key to being a safe rider. never thought counter steering would work but it does. Great job Kevin ,thanks!
Hello Mr. Morris! I’m a subscriber and a new rider from Angeles City Philippines. I’m a weekend rider. Your videos taught me a lot. Without your tutorial videos, I’d be learning in the dark. Everyone of your videos helps. But as a new rider (400cc) I still have a lot to learn. I have yet to learn the tight U-turn and correct cornering. I look forward to your tutorial whenever I have time. I can understand you perfectly because you don’t speak too fast. 😁 Thank you!
I was surprised you never mention the yellow caution speed sign prior to the curve. As a newbee that's my first thing to get my mind prepared for the curve. We have some serious curves here. My problem has been getting the right lane position (outside) at start of the curve. It's only been a couple weeks of riding for me, and I am working on entry speed for curve. The sign gets me started. Slow is nice. :) my teacher who follows me, says I'm taking corners more relaxed and smooth now.
I watched this because after the winter and with a new bike, I didn't feel that confident about my front tire, that it wouldn't slip. Thanks for the video. I'm gonna pay attention to this next time.
Your videos are helping keeping us safer on the road. Learning Road skills & strategy. We are in Alvarado Texas close to Dallas . We would want to meet up with you in person for some personal one on one training .
It's one thing that annoys me sometimes riding with a group, when winding though mountain twisties like The Dragon, (I'm in Australia) and some riders are going so quick through curves they can't see much around and I'm just cruising along trying to keep up, but the paranoia of some unseen obstacle around the corner keeps me from going quicker. 99.99% of the time it should be fine, but that .01% just holds me back. I know I'm being cautious, but it sucks lol. That's not to say I'm dawdling as I do leave many far behind me too, but damn those other guys leave me for dead.
Okidoke You should not try to keep up. I know that sometimes it is hard, but pushing over your limit is accident wait to happen. In a group everybody is responsible guy behind him. If you don't see guy behind you, you wait on the intersection till he sees where you are going.
Hi Kevin, I decided to ask my question here instead under your latest video, because I think it is more related to this one. So: slow, look, press and roll. The question is what about the corners we are negotiating going downhill? How to roll off the throttle? Half a pity if the it's not too steep, but if it is? Like on the s-bends in the mountains, or significant difference of level on hi-ways "crossings"...
@@MCrider Well Kevin, hard to believe it is doable. Even if I start form 0, on some curves the hill is steep enough to speed up over the safe speed just by the gravity (many Italian, Swiss s-bands in Alps and Grand Canarian s-bands I've been to. Lichtenstain way from Malbum to Vaduz - same thing). I can't imagine some of them without breaking during the negotiation. In such a case I split the curve in two or sometimes even on 3 stages, with breaking in between them with bike brought upright. But I guess there can be a better way...?
Hi again, Kevin, I wonder if you could produce a video about group riding and the dangers of peer pressure when riders try to keep up with faster riders (I haven't come across one yet if you already have I apologise). Again, these really are well thought out and well produced videos with a wealth of info, there is something for every rider whatever their level.
"Tail of the Dragon", Oh My !!! On my bucket list. Have experienced "The Pig Trail" in Arkansas a number of times. Like the Dragon, it's on the top 10 motorcycle/sports car roads in America list. What a blast, but you better have your skill set, up there, for that one. There are some hairpins on it that exceed 180*. New subscriber here. Been riding for 50+ years and have learned a couple of new tricks for the old tool box from you. Really appreciate what your doing here. Great information.
It's about half way between Little Rock and the Oklahoma line, off I-40 (Hwy, 23). Heads up into the Boston Mountain Range of the Ozark Mountains. You climb somewhere between 1500 - 2000' in elevation from the valley floor. Absolutely beautiful in the Autumn. It's quiet a ride, especially going down, from the top side. :))
Good info. Don't feel snuff emphasis on downshifting which does two things -- slows down the bike and (unlike braking) gives torque with which to do the roll-on. Really don't want to go into a tight corner in 6th gear and possibly start lugging. Or am I wrong?
Kevin, could you make a video to summarize the effects of throttle and braking on steering, lean angle, and line while cornering? There is quite a bit of disagreement and inconsistency even among authorities on this subject. For example, the YCRS duo teaches that with lean angle established in a turn, progressive braking or roll off tightens the turn without changing the lean angle, and conversely progressive roll on widens the turn without changing the lean angle. In contrast, CSS (at least according to TOTW II) teaches that when progressively braking or rolling off in a corner, the eccentricity between the contact patch and the center of the steering column naturally causes the handle bars to turn in, creating counter-steer that straightens the bike, reducing lean angle and the bike runs wide momentarily. Can one infer from this then that rolling on with the lean angle established causes the handle bars to turn out, increasing lean angle, and the turn tightens? That doesn’t sound right. Freddie Spencer in an article echoes the effects of trail braking discussed by the YCRS duo, specifically that rolling off and braking tightens the turn. However, he also adds that cracking the throttle past idle is required to maintain the lean angle and hold the line. This seems to imply that slowing down in a turn increases lean angle and tightens up the turn and speeding up reduces lean angle and widens the turn, which make perfect sense to me, but contradicts both the YCRS and CSS. A tangent about the seemingly paradox of using trail-braking to preload the front wheel to increase traction available to it: the increase in traction is created by braking, which is an input that draws from the available pool of traction. Where is the point of diminishing return, when braking uses up more traction than it creates? Is it at the 5% the YCRS duo talks about?
+DervMan I am familiar with the vanishing point concept but it is not something emphasized in the MSF curriculum. I think in some ways you guys have a much more complete training program than we do here in the States.
That's mostly used to figure out whether the curve radius is increasing, decreasing or remaining the same. It comes up if you take and advanced class, but it's not covered in the basic class. And yes, they teach that if the road is coming in that it's a decreasing radius and that if it's going away from you that it's an increasing radius and the corner is opening up.
MCrider I covered the basic concept of vanishing points when I did my CBT (compulsory bike training) over here in the UK. Which is the lowest level of motorcycle training and the initial entry point for everyone. Then again, I do think it depends somewhat on the instructor. Most are more concerned with road position in turns rather than judging whether it is increasing/decreasing or constant radius.
I kinda just wanna have a general idea of down shifting in my safety class they really didn't cover it much so I don't really know when to use it or not.
I think it's best to change your speed first, then choose the appropriate gear. Don't use your gears to make the bike slow down (but it's OK to slow down by coming off the throttle, and then changing gear as necessary). Is that what you meant?
Hi Kevin, I’ve been looking for videos to talk about this, I do well in the parking lots but granted maybe I should get there more? When out on the highway, when there is a sharper corner usually a blind corner, It’s a left hand turn, I pick my line, going to outside so I can see further around the corner, but I feel like I’m not staying out long enough, I cut over to the inside (closer to the yellow line) too early…I can feel I’m fighting with my steering…it just doesn’t flow… I also have to force my vision to look ahead. Now my right hand corners seem to flow more easily…I do think this is a mental thing???…i feel like the less I,put with my left hand the better ( my right hand is still doing all the cornering/ steering) I have even taken my left hand off the bars and it feels better…. Do you have any suggestions? I hope this all makes sense..sincerely Heather
It would be good to explain what you mean by press, and which handle bar you press. "Press" alone would imply down.....while push would imply forward. If we are to press in any way other than down, you would have to say it.
This is actually a great point ive seen alot of new ridera corner with their arms angled up pressing down. They also lean the bike a ton while I cruise by barely leaning and pushing since my arms are parallel to the bars. I had to figure it out on my own after running wide in sketchy situations.
At higher speeds your body leans into the turn to lessen the bike's lean angle. While doing low speed parking lot stuff and u-turns you lean away to lean the bike more and tighten up the turn.
With so many rider fatalities being in curves, I wonder how many really involve other, larger vehicles- say a car running wide and forcing a rider off the road. As oblivious as so many drivers are to bikers, it wouldn't surprise me if that was a common scenario. I'd like to think drivers would report an accident if it were there fault- but I'm somewhat pessimistic about human nature and i wouldn't be shocked if such drivers were unaware of what they'd done.
I have been doing a lot of catching up this evening with your videos.. I need a little help with this question... My sister and I both watch your videos... We are having an argument about what to do and not do while in a turn? I say you shouldn't be on the clutch at all in the the turn not to lose traction.. She says you should be in the friction zone.. I disagree... Not that I have all this knowledge but to me that sounds like a recipe for disaster! Can you shed any light on this?
After the actual turn into the bend or corner one maintains a positive throttle and one should be in the correct gear all the way through the bend and not feathering the clutch at all. So you are in full drive but with a slightly opened up and constant throttle. If you maintain the same throttle as you entered then as you lean the bike the front wheel will turn less of a circumference, being on the side of the tyre and the bike will actually slow down and that's something you don't want. A slowing bike will end up placing more weight to the front tyre and that could affect handling. By giving the bike a little positive throttle on a lesser circumference one is maintaining the same speed and not slowing and that steady speed throughout the bend helps with steering and the suspensions and balance of the bike working fully in your favour.
what messes with me is an s turn or multiple turns, when i'm accelerating out of the first turn then suddenly the road turns the other way only much tighter, its like i have brake a little just after the apex to make the next turn, if i keep accelerating out i'll be to hot for the next turn, i'v been caught off guard a few times and really had to lay it over to make that second tight turn, if there was a bump or dip in road hard parts would of hit, but i was lucky the boards on mine give quite a bit
Make sure you are looking far enough ahead so that corners don't sneak up on you. Don't accelerate out of the first turn too much until you know what is coming after it.
when you have high banks on both sides of the road it's impossible to see through the turn, but your right i do take it slow on unfamiliar twisties, forcing myself to look were i need to go instead of looking wide (where the bike was going) saved me more times than i can remember, i'v been riding over 40 years and still get caught off guard, luckily the panic is short lived and i'v always done the right thing to get out of it, at least so far i have, my bike now is a mid sized cruiser , heavy and under powered....lol, but i'm still riding and that what matters to me
A suggestion might be to alter your lines through the turns such that the exit of the first turn puts you at the entry point of the second and so-on through the whole series. If you don't feel that you have time to set like that, perhaps a slower speed from the onset of the series would allow time to plan your line. Again, just a suggestion.
I DON'T RIDE & I DON'T FULLY UNDERSTAND YOUR EXPLANATION. O.K., PRESSING ON THE RIGHT LEANS THE BIKE TO THE RIGHT; GOT IT. BUT TO TURN RIGHT YOU MUST PUSH WITH YOUR LEFT HAND, YES? SO, HOW DO YOU DO 2 SEEMINGLY OPPOSITE ACTIONS TO GET THE DESIRED RESULT?
when you're going parking lot speeds (like 15mph or less) you steer a motorcycle basically the same as you would on a bicycle. Countersteering occurs at speeds greater than roughly 15mph and that's what he is talking about. When you want to go right, you press on the right handle bar which leans the bike down to the right. A Twist of the Wrist by Keith Code explains it in depth at the beginning of the video but it really starts to make sense once you get on a motorcycle and practice
Odra Letting off the throttle will unbalance bike and make cornering harder. It is better to just push more. When you lean and keep steady throttle your speed automaticly decreases, because tire radius also decrease.
Reshi Raj "press" can be a touch misleading if you're learning. an easier way to think of it is as many, many riders call "push left go left & push right go right" (aka countersteering). at speeds of above 15-20 mph, you aren't, or I should say, shouldn't be trying to "turn" the handlebars at all. it would make for a very "interesting" cornering maneuver. :) I'm sure Kevin could explain this better than I, but I hope it helps a little bit.
If you are a new rider or a rider who wants to continue to grow (That should be all of us ;) ) and you are not a Member at MCrider you are missing out on the best part of MCrider. Go to www.MCrider.com/Member and get access to the Forums and Field Guide.
- The Forum is an active, friendly place where riders share riding tips, ideas, travel photos, and show off their new motorcycles. Riders and instructors from all over the world are active on the forums and ready to share in the adventure with you.
- The Field Guide is a section of the forums that have very specific training exercises that you can work on in any open parking lot to develop your riding skills.
In addition to these resources, you can discuss every MCrider video, suggest future training videos, read and share gear reviews, and more.
By becoming a member you help support MCrider and keep the weekly videos coming but you also get access to a world of riders who share tips and techniques to help us all enjoy the ride and increase our skills.
www.MCrider.com/Member
really like your presentation style - you keep it simple, bite-sized chunks, steady voice, no distractions or complications. Great work. Subscribed :)
+Luvin Itall Thank Luvin, glad to have you as a subscriber!
These videos are very well done, clear, and effective. Thank you for taking time to make them!
these lessons going through my head after not riding after not riding for 25 years...Parking lot practice.riding at non- rush hour times are key to being a safe rider. never thought counter steering would work but it does. Great job Kevin ,thanks!
Hello Mr. Morris! I’m a subscriber and a new rider from Angeles City Philippines. I’m a weekend rider. Your videos taught me a lot. Without your tutorial videos, I’d be learning in the dark. Everyone of your videos helps. But as a new rider (400cc) I still have a lot to learn. I have yet to learn the tight U-turn and correct cornering. I look forward to your tutorial whenever I have time. I can understand you perfectly because you don’t speak too fast. 😁 Thank you!
I was surprised you never mention the yellow caution speed sign prior to the curve. As a newbee that's my first thing to get my mind prepared for the curve. We have some serious curves here. My problem has been getting the right lane position (outside) at start of the curve. It's only been a couple weeks of riding for me, and I am working on entry speed for curve. The sign gets me started. Slow is nice. :) my teacher who follows me, says I'm taking corners more relaxed and smooth now.
I watched this because after the winter and with a new bike, I didn't feel that confident about my front tire, that it wouldn't slip. Thanks for the video. I'm gonna pay attention to this next time.
Thanks to you, I cant wait to start driving a motorcycle next year! Thanks from Montreal, great stuff!
Good video. Any vids on down shifting strategies would be helpful.
Your videos are helping keeping us safer on the road. Learning Road skills & strategy.
We are in Alvarado Texas close to Dallas .
We would want to meet up with you in person for some personal one on one training .
It's one thing that annoys me sometimes riding with a group, when winding though mountain twisties like The Dragon, (I'm in Australia) and some riders are going so quick through curves they can't see much around and I'm just cruising along trying to keep up, but the paranoia of some unseen obstacle around the corner keeps me from going quicker. 99.99% of the time it should be fine, but that .01% just holds me back. I know I'm being cautious, but it sucks lol. That's not to say I'm dawdling as I do leave many far behind me too, but damn those other guys leave me for dead.
BETTER SAFE THAN DEAD I SAY!
Okidoke You should not try to keep up. I know that sometimes it is hard, but pushing over your limit is accident wait to happen. In a group everybody is responsible guy behind him. If you don't see guy behind you, you wait on the intersection till he sees where you are going.
Ride *your* ride, nobody else's.
Hi Kevin, I decided to ask my question here instead under your latest video, because I think it is more related to this one. So: slow, look, press and roll. The question is what about the corners we are negotiating going downhill? How to roll off the throttle? Half a pity if the it's not too steep, but if it is? Like on the s-bends in the mountains, or significant difference of level on hi-ways "crossings"...
Still the same technique going down hill. Slow with both brakes prior to the corner.
@@MCrider Well Kevin, hard to believe it is doable. Even if I start form 0, on some curves the hill is steep enough to speed up over the safe speed just by the gravity (many Italian, Swiss s-bands in Alps and Grand Canarian s-bands I've been to. Lichtenstain way from Malbum to Vaduz - same thing). I can't imagine some of them without breaking during the negotiation. In such a case I split the curve in two or sometimes even on 3 stages, with breaking in between them with bike brought upright. But I guess there can be a better way...?
Simply stated, Clear and concise, real nice!
Hi again, Kevin, I wonder if you could produce a video about group riding and the dangers of peer pressure when riders try to keep up with faster riders (I haven't come across one yet if you already have I apologise).
Again, these really are well thought out and well produced videos with a wealth of info, there is something for every rider whatever their level.
Haggy58 “ride your own ride”
Thanks you so much for what you do
"Tail of the Dragon", Oh My !!! On my bucket list. Have experienced "The Pig Trail" in Arkansas a number of times. Like the Dragon, it's on the top 10 motorcycle/sports car roads in America list. What a blast, but you better have your skill set, up there, for that one. There are some hairpins on it that exceed 180*. New subscriber here. Been riding for 50+ years and have learned a couple of new tricks for the old tool box from you. Really appreciate what your doing here. Great information.
+Richard Massey Thanks Richard, I will have to look up the "The Pig Trail" for the next time I'm in Arkansas. Thanks for subscribing!
It's about half way between Little Rock and the Oklahoma line, off I-40 (Hwy, 23). Heads up into the Boston Mountain Range of the Ozark Mountains. You climb somewhere between 1500 - 2000' in elevation from the valley floor. Absolutely beautiful in the Autumn. It's quiet a ride, especially going down, from the top side. :))
We have the "Bunny Trail" in Ardbeg Ontario.
Great review of basics.
Good info. Don't feel snuff emphasis on downshifting which does two things -- slows down the bike and (unlike braking) gives torque with which to do the roll-on. Really don't want to go into a tight corner in 6th gear and possibly start lugging. Or am I wrong?
Kevin, could you make a video to summarize the effects of throttle and braking on steering, lean angle, and line while cornering?
There is quite a bit of disagreement and inconsistency even among authorities on this subject. For example, the YCRS duo teaches that with lean angle established in a turn, progressive braking or roll off tightens the turn without changing the lean angle, and conversely progressive roll on widens the turn without changing the lean angle.
In contrast, CSS (at least according to TOTW II) teaches that when progressively braking or rolling off in a corner, the eccentricity between the contact patch and the center of the steering column naturally causes the handle bars to turn in, creating counter-steer that straightens the bike, reducing lean angle and the bike runs wide momentarily. Can one infer from this then that rolling on with the lean angle established causes the handle bars to turn out, increasing lean angle, and the turn tightens? That doesn’t sound right.
Freddie Spencer in an article echoes the effects of trail braking discussed by the YCRS duo, specifically that rolling off and braking tightens the turn. However, he also adds that cracking the throttle past idle is required to maintain the lean angle and hold the line. This seems to imply that slowing down in a turn increases lean angle and tightens up the turn and speeding up reduces lean angle and widens the turn, which make perfect sense to me, but contradicts both the YCRS and CSS.
A tangent about the seemingly paradox of using trail-braking to preload the front wheel to increase traction available to it: the increase in traction is created by braking, which is an input that draws from the available pool of traction. Where is the point of diminishing return, when braking uses up more traction than it creates? Is it at the 5% the YCRS duo talks about?
Great....thank you....All the best!
Thanks Kev
A very popular method used here in the UK that helps assess the bend is the vanishing point. Do you use anything similar?
+DervMan I am familiar with the vanishing point concept but it is not something emphasized in the MSF curriculum. I think in some ways you guys have a much more complete training program than we do here in the States.
That's mostly used to figure out whether the curve radius is increasing, decreasing or remaining the same. It comes up if you take and advanced class, but it's not covered in the basic class.
And yes, they teach that if the road is coming in that it's a decreasing radius and that if it's going away from you that it's an increasing radius and the corner is opening up.
MCrider I covered the basic concept of vanishing points when I did my CBT (compulsory bike training) over here in the UK. Which is the lowest level of motorcycle training and the initial entry point for everyone. Then again, I do think it depends somewhat on the instructor. Most are more concerned with road position in turns rather than judging whether it is increasing/decreasing or constant radius.
Just press a bit more, don't freeze. Bike will handle it.
Great as always
any video on what to do if your in the turn if bit too quick, too fast and way to fast and what if you cant stand it up to brake for traffic/furniture
What a great video!!! Thank you for this!
I kinda just wanna have a general idea of down shifting in my safety class they really didn't cover it much so I don't really know when to use it or not.
I think it's best to change your speed first, then choose the appropriate gear. Don't use your gears to make the bike slow down (but it's OK to slow down by coming off the throttle, and then changing gear as necessary). Is that what you meant?
Kevin, what windscreen do you have fitted to that GS in the cornering video?
Hi Kevin, I’ve been looking for videos to talk about this, I do well in the parking lots but granted maybe I should get there more? When out on the highway, when there is a sharper corner usually a blind corner, It’s a left hand turn, I pick my line, going to outside so I can see further around the corner, but I feel like I’m not staying out long enough, I cut over to the inside (closer to the yellow line) too early…I can feel I’m fighting with my steering…it just doesn’t flow… I also have to force my vision to look ahead. Now my right hand corners seem to flow more easily…I do think this is a mental thing???…i feel like the less I,put with my left hand the better ( my right hand is still doing all the cornering/ steering) I have even taken my left hand off the bars and it feels better…. Do you have any suggestions? I hope this all makes sense..sincerely Heather
It would be good to explain what you mean by press, and which handle bar you press. "Press" alone would imply down.....while push would imply forward. If we are to press in any way other than down, you would have to say it.
This is actually a great point ive seen alot of new ridera corner with their arms angled up pressing down. They also lean the bike a ton while I cruise by barely leaning and pushing since my arms are parallel to the bars. I had to figure it out on my own after running wide in sketchy situations.
What was the entry speed on the first corner?
Cool❤
Nice video!!!
Thanks eigo, make sure and subscribe. New videos weekly.
Sir I have ? in the above scenario , does your body lean into or away from the turn. thank you
At higher speeds your body leans into the turn to lessen the bike's lean angle. While doing low speed parking lot stuff and u-turns you lean away to lean the bike more and tighten up the turn.
Samuel Frade this was a good explanation. I could visualize. Thank you
With so many rider fatalities being in curves, I wonder how many really involve other, larger vehicles- say a car running wide and forcing a rider off the road. As oblivious as so many drivers are to bikers, it wouldn't surprise me if that was a common scenario. I'd like to think drivers would report an accident if it were there fault- but I'm somewhat pessimistic about human nature and i wouldn't be shocked if such drivers were unaware of what they'd done.
I have been doing a lot of catching up this evening with your videos.. I need a little help with this question... My sister and I both watch your videos... We are having an argument about what to do and not do while in a turn? I say you shouldn't be on the clutch at all in the the turn not to lose traction.. She says you should be in the friction zone.. I disagree... Not that I have all this knowledge but to me that sounds like a recipe for disaster! Can you shed any light on this?
After the actual turn into the bend or corner one maintains a positive throttle and one should be in the correct gear all the way through the bend and not feathering the clutch at all. So you are in full drive but with a slightly opened up and constant throttle. If you maintain the same throttle as you entered then as you lean the bike the front wheel will turn less of a circumference, being on the side of the tyre and the bike will actually slow down and that's something you don't want. A slowing bike will end up placing more weight to the front tyre and that could affect handling. By giving the bike a little positive throttle on a lesser circumference one is maintaining the same speed and not slowing and that steady speed throughout the bend helps with steering and the suspensions and balance of the bike working fully in your favour.
down shift or only braking befor the curve
what messes with me is an s turn or multiple turns, when i'm accelerating out of the first turn then suddenly the road turns the other way only much tighter, its like i have brake a little just after the apex to make the next turn, if i keep accelerating out i'll be to hot for the next turn, i'v been caught off guard a few times and really had to lay it over to make that second tight turn, if there was a bump or dip in road hard parts would of hit, but i was lucky the boards on mine give quite a bit
Make sure you are looking far enough ahead so that corners don't sneak up on you. Don't accelerate out of the first turn too much until you know what is coming after it.
when you have high banks on both sides of the road it's impossible to see through the turn, but your right i do take it slow on unfamiliar twisties, forcing myself to look were i need to go instead of looking wide (where the bike was going) saved me more times than i can remember, i'v been riding over 40 years and still get caught off guard, luckily the panic is short lived and i'v always done the right thing to get out of it, at least so far i have, my bike now is a mid sized cruiser , heavy and under powered....lol, but i'm still riding and that what matters to me
A suggestion might be to alter your lines through the turns such that the exit of the first turn puts you at the entry point of the second and so-on through the whole series. If you don't feel that you have time to set like that, perhaps a slower speed from the onset of the series would allow time to plan your line. Again, just a suggestion.
+alatus897 Thx, good comment!
I DON'T RIDE & I DON'T FULLY UNDERSTAND YOUR EXPLANATION. O.K., PRESSING ON THE RIGHT LEANS THE BIKE TO THE RIGHT; GOT IT. BUT TO TURN RIGHT YOU MUST PUSH WITH YOUR LEFT HAND, YES? SO, HOW DO YOU DO 2 SEEMINGLY OPPOSITE ACTIONS TO GET THE DESIRED RESULT?
when you're going parking lot speeds (like 15mph or less) you steer a motorcycle basically the same as you would on a bicycle. Countersteering occurs at speeds greater than roughly 15mph and that's what he is talking about. When you want to go right, you press on the right handle bar which leans the bike down to the right. A Twist of the Wrist by Keith Code explains it in depth at the beginning of the video but it really starts to make sense once you get on a motorcycle and practice
i wonder why he missed "to lean" ..just slow,look, press and roll is enough?
Rahul Joy the counter steering produces the lean. You don’t use your body to lean. The bike will lean on its own when you counter steer
What happens when you enter too fast and you curve Tightens, what do you do?
Edward mac lean / countersteer more to turn in sharper. You can let go off the gas to reduce speed. Never hard brake.
Odra Letting off the throttle will unbalance bike and make cornering harder. It is better to just push more.
When you lean and keep steady throttle your speed automaticly decreases, because tire radius also decrease.
'press' as in press the handle bars down to turn and not turn the handle bars too much?
Reshi Raj
"press" can be a touch misleading if you're learning. an easier way to think of it is as many, many riders call "push left go left & push right go right" (aka countersteering). at speeds of above 15-20 mph, you aren't, or I should say, shouldn't be trying to "turn" the handlebars at all. it would make for a very "interesting" cornering maneuver. :) I'm sure Kevin could explain this better than I, but I hope it helps a little bit.
Contradiction Within A Conundrum it really helped. thank you
I thought it was Fast-Lean-Pray and hang on, or hang off a little bit.
sorry, done with it.But, if you are presenting new stuff, contact me.