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Try this on your next ride...(long, but worth it!)

Discussion in 'New Riders and Riding Tips' at netrider.net.au started by resurrection, Dec 30, 2006.

  1. Note: this text is American and I haven't changed right to left and left to right when refering to road lanes etc

    The Pace

    This 15 year old article embodies much of what sport-touring riders believe in when it come to having a fun, fast, safe, and enjoyable ride.


    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 the 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 technique that not only keeps street riders alive, but thoroughly entertained as well.


    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 with 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.


    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 racetrack. 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-hander 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.


    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 corners. If the leader pulls away, he simply slows his straightaway 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 the proficiency in the corners that makes The Pace come alive.

    Following distances are relatively lengthy, with the straightaways---taken at more moderate speeds--the perfect opportunity to adjust the gaps. Keeping a good distance serves several purposes, besides being safer. Rock chips are minimized and the 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 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 speeds 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 on 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 the motorcyclists to get past. Since you don't have a death grip on the handlebar, you 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.


    I'd rather spend a Sunday in the mountains riding at The Pace than a Sunday at the racetrack, it is that enjoyable. Counter-steering is the name of the game, a 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 the 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 something to prove, get on a racetrack.

    The racetrack measures your speed with a stopwatch 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.


    The street is not the track - It's a place to Pace

    Two weeks go a rider died when he and his bike tumbled off a cliff paralleling our favorite road. No gravel in the lane, 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. Goodbye.

    On the racetrack the 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 racetrack. 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 over 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, 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 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 he precise lean angle will require firm, forceful inputs ant 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."


    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 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 snapping your bike into the 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 be 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 may 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 straightaway 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.


    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 racetrack. The racetrack is where you prove your speed and take chances to best your friends and rivals.

    I've spend 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 techniques is sorely lacking.

    The Pace emphasizes intelligent, rational riding techniques that ignore racetrack heroics without sacrificing fun. The skills needed to excel on the racetrack 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.


    Set cornering speed early. Blow the entrance and you'll never recover.

    Look down the road Maintaining a high visual horizon will reduce perceived speed and help you avoid panic situations.

    Steer the bike quickly. There's a reason Wayne Rainey works out - turning a fast-moving motorcycle takes muscle.

    Use your brakes smoothly but firmly Get on and then off the brakes; don't drag 'em.

    Get the throttle on early Starting the drive settles the chassis, especially through a bumpy corner.

    Never cross the centerline except to pass Crossing the centerline in a corner is an instant ticket and an admittance that you can't really steer your bike. In racing terms, your lane is your course; staying right of the line adds a significant challenge to most roads and is mandatory for sport riding's future.

    Don't crowd the centerline Always expect an oncoming car with two wheels in your lane.

    Don't hang off in the corners or tuck in on the straights Sitting sedately on the bike looks safer and reduces unwanted attention. It also provides a built-in safety margin.

    When leading, ride for the group Good verbal communication is augmented with hand signals and turn signals; change direction and speed smoothly.

    When following, ride with the group If you can't follow a leader, don't expect anyone to follow you when you're setting the pace.

    © Copyright Nick Ienatsch Sport Rider Magazine June 1993


    and have a safe new year :grin:-(/b]
  2. i cant be bothered reading it all just gimme the jist of it boy......
  3. Well it's hard to justify the $50 or so per-spur ride then :? Might as well ride on Nepean highway ...
  4. seriously.... give me the jist of it im not reading all of it.
  5. Seriously ...I don't care if you read it or not

  6. skim read FFS.

    Not a bad read, going to give the quick brake entry into corners ago, I seem to drag my braking into corners.
  7. That is a really good read.. esp smooth riding through twisties with minimal use for breaking.. using The Pace.

    Makes real safe sense. Whether or not it can be applied in most groups does come to thought though.. :roll:
  8. Luved it, definately worth the read, that is if you can read.
    Wouldn't work on the group rides where it's a free for all.
    Only applicable to a small group of hand picked like minded folk who can see the art.
    The few times I've been a part of formation riding, it's definately been a buzz. But those times were more of fluke than a decision, and quickly broke apart, with traffic, testosterone, riding styles, etc.
    It's something i want to move towards, I've recently found myself running hot into corners trying to keep up with bigger bikes who can punch it down the straights.
    Having a handfull of throttle, and pants full of poo can take the fun out of it.
    Also being passed by a group of hyperbikes in formation is a lot more comfortable than the mavericks, cos you know what to expect.
    Yesterday i went up to bikers paradise, and saw all kinds.
    The ones who were quick and in control were by far the most impressive.

  9. That was a great post, should be a sticky for us noobs.

    Just been out on the bike and was applying these ideas and I had a very enjoyable ride!
  10. I'm glad this twerp has found four like-minded nitwits to pursue his own little religion with, but as far as I'm concerned everybody should take responsibility for themselves in the twisties.

    That means not maintaining a certain distance between you and the bike in front or behind. Following somebody is distracting and dangerous and encourages people to watch the bike, not the road, and take corner entry speeds from the dude in front. Having somebody following you means that you need to take responsibility for their abilities when you're choosing your own corner speed, plus your constant mirror checking to see how far behind they are is another distraction.

    In my book, even though group riding is a social activity at the stops, when you're on the road everyone should ride their own ride to their own abilities.
  11. Never beat your gaurdian angel into the corners. This is common for riders on 250's to brake late and enter corners too fast in an effort to keep up.

    It is also however, counter productive in increasing the pace. Cognitive load plays a big part in maintaining pace through the twisties. Your brain is capable of concentrating on a number of things at once, but the more things you add, then the less % of the total comcentration is given to each. Also if you give more than necessary thought to one thing, it leaves less concentration to give to the other things you need to do. Eg. When you come in to a corner too fast, you find yourself concentrating on washing off speed then desperately trying to tip the bike further than comfortable to stay on the road. By doing so, you've got less consentration to use for picking your line, checking your posture and planning for the next corner.

    If you find yourself trying to rush, it's time to back off. Comming in a bit slower allows you to think more carefully about the important factors than make for smooth cornering. This will mean your riding improves and without realising it, you start exiting faster and smoother with greater bike control. End result is that your overall pace will be quicker even though it feels more relaxed. :grin:

    Even if the bigger bikes are still getting away from you, don't worry about it. They simply have more horsepower, but only using it to belt down the straights requires zero riding skill. Any 3 yr old can do a straight line fast. :)

    +1 to what Loz said about keeping a formation. Much safer to ride at your own pace IMO although the article does make good points regarding setting corner speeds early and riding smoothly, rather than grabbing handfulls of brake and throttle in and out of each corner. :)
  12. It does read like religion, doesn't it Loz? The amount of times that the words "The Pace" get used is absolutely excruciating.

    The original author is Nick Ienatsch (aka "Catfish" if memory serves). Nick used to work with Keith Code and the Californian Superbike School as one of their chief instructors.

    The points raised are good with respect to an individual pursuit for riding better on the public road.

    As for group riding, his method presumes a few things:

    1) That the lead rider is competant enough to set a speed that does not frustrate and bore the crap out of those following
    2) That the trailing riders are themselves closely enough matches to the lead rider such that they are not pushing their own limits to stay in touch.

    It's all good if you can find a group of like minded and like skilled individuals, but as a group ride scenario it is fairly regimented and definitely not to everyone's tastes.

    If asking for people's licenses kicks up a fuss, imagine what it'd be like to demand that everyone who rides with you must follow your tail at your speed, and then that this speed would be set to that of the lowest common denominator....

    For the individual, his points are valid. For groups, it requires a set of loyal followers.
  13. ...that's what I meant with earlier posts.. Still some good points though..
  14. Chef you make very valid points. I have the reverse affect to you. I find that through real tight stuff the 12 is just not nimble enough and sometimes find myself pushing the limit to keep up with the smaller bikes. But yes come the straights or the nice sweeping bends its one awesome ride and as you said those hyperbikes can move. :twisted: And loz you are spot on mate, its each riders responsibility to maintain a safe riding pace. Group rides will never be perfect, we are all different in our riding abilities and all have different bikes.
  15. Yep, had that happen the other day.
    I was riding with a mate who is a little slower through the hills, so I found myself backing off to let him catch up.
    The tyres were shot so I didn't want to push 'em.
    Decided just to concentrate on the flow and found myself going faster and having to back off even more on the straights.
    That was using less gears, (but the right one's), and less lean.
    = faster. :-k
    I rode a few years back for awhile and developed some bloody shoddy habits. ie. chucking it through the corners and hoping for the best.
    Some of those habits now haunt me.
    It's from riding with the skilled bunch that's brought home my short comings.
    Which only happened when I hooked up with netrider.
    Next year I'm taking the advise of some folk I respect, and am going to do a HART cornering course, and a track day.
    I'm determined to retrain myself and break the habits.
    By the end of next year I will have upgraded to a litre, but I want to use the opportunity to master the fiddy and the roads before i do.

  16. well i don't know bout anyone else who's read this - but having today just done my first ever set of twisties (only been riding 7 weeks after all) - i can now understand a bit more of what the article is saying.

    i am still learning to corner more effectively and any advice i can get is welcome. and my understanding of what i read is improved by the chance to talk it through with a person who has lead and followed me - they can see my skill level and give me tips that address the bad habits before they become too entrenched.

    so for me, riding in a group - where someone is prepared to ride at my level in these early stages - is helpful. maybe that will change as i get better - and maybe my views on the article itself will change - but for the moment thanks resurrection for posting it.

    (i read it yesterday - reread it just now - and i have to say it now makes more sense to me - i can picture what it says and feel it too)
  17. Stew, that's what i got from it. I don't think it suits NR rides at all. The one I was on yesterday had the super quick all the way through to the super new. But because of the range of riders I found myself in the pack with the same guys around me matching 'the pace'.
    Being matched for pace made the ride all the more fun. We not only rode the same corners, but shared the same corners.
    There can be a tendency to watch the bike in front if a rider doesn't use their peripheral vision when they ride.
    But if that's sorted, then chasing someone makes it easier to go quick, having them as a reference point in the corner.
    If the riders are in the same head space they can share the lead and everyone gets a chance.
    I don't take what the guy is saying as gospel, I don't take what anybody says as gospel. It's just another style of riding.
    But the times I experienced something along those lines it was top shelf fun.
    There was a ride we were on together, that had you, Cam and the rest of us. Cam was marking all the corners cos he could catch you. I found him on one dutifully pointing the way. I was next quickest so i told him I'd take over and he could go.
    You guys were riding together at 'the pace', we were just out riding.
    We all had fun. Just different.

  18.  Top
  19. You know, one of the things that really irks me about some of these articles is the insistence of riding around as much as possible by not using the brakes, and then making the oblique reference about how at a racetrack that riders can set no-brake lap times within a couple of seconds of their laps while using brakes.

    At a race-track, not using brakes is all well and good. There are maybe 8-16 corners to learn at most, there is always clear track, there are no unexpected road hazards (marshals wave yellow flags if something is on the track), and you can enter corners at fully committed lean angles that enable you to run around no-brakes about as fast as with brakes.

    On the public road though, you don't know what's around that next blind corner. The radius could tighten suddenly. Could be a car or truck half-way in your lane. Could be gravel. Could be sand. Could be a dead animal. Rocks. Broken road surface. A series of bumps bad enough to skip you onto the wrong side of the road. A fallen tree or tree branch....and so on.

    The thing with motorbikes though is that they really don't like you jumping on the brakes mid-corner from a non-braked mode. The weight of the bike lurches forwards and threatens to break the front wheel traction much easier than if the weight is already partially on the front wheel. This relates back to the standard "setting the brakes up" deal. It's the same sort of thing. Steadily using your brakes mid-corner is not bad, but suddenly jumping on them is.

    As idealistic as it sounds to ride around some technical bit of road using no brakes at all, I believe that doing so actually increases your risk of having an accident. Yes, brakes are used for going slow, but brakes are not some magic fix-all - they need to be prepared.

    If you're setting a hot pace through some twisties, trailing the front brake into a blind/unknown corner is actually quite wise. Trailing the brake doesn't mean that you're hard on the front brake to the limits of traction, it just means that you're entering the corner and gently slowing the bike down with the front brake while you take a wide line and look at what the corner has to offer. As soon as you can see the exit and that the corner is clear of hazards, you can release the brake.

    If the corner tightens up, or there's something in your way, it's a snap to gently squeeze the front brake a little harder while pushing on the inside bar a little harder to get the bike to hold its line, and you can wash off speed mid-corner extremely quickly.

    I really do shudder every time I hear people say how they think it's good to ride around as quick as they can when using no brakes. At a race-track, that works just fine, and that's exactly where no-brake riding belongs. On a public road you're rolling the dice with bike weight distribution and trusting that the road surface and tyre traction can deal with suddenly snapping the front-brakes on mid-corner should you come across something unexpected. Nine times out of ten, you may be fine, but you'll be pushing the limits of tyre traction harder than you need to than if you trail your front brake gently into a corner that you suspect might present some hazard.

    No-brake riding is nice and idealistic, but I also believe that on the public road that its uses are limited to those corners where you can see through the corner at the time that you start to tip in. In times of poor corner visibility it is NOT the best thing to be doing.
  20. Hmmm, yes brakes are a good thing. Would be very hard to not have to use your brakes on a public rd. :?