The Pace - Group Riding. Part 1 & 2

[2wheeldrifter]

Got this article from http://www.ducati.ms/forums/showthread.php?t=1713 thought it was good info for Guys and Gals who ride in groups or even on your own.
Enjoy the read......



Nick Ienatsch's article on The Pace

Reprinted w/o permission as originally published in Motorcyclist, Nov 91.

Racing involves speed, concentration and committment; 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 overagressiveness 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

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.

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 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, ciccumstances 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.

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 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.

RELAX AND FLICK IT

I'd rather spend a Sunday in the mountains riding at The Pace than a Sunday at the racetrack, it is that enjoyable. Countersteering 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 competotor, respecting his right to lead the group occasionally and giving him credit for his riding skills. You must have the maturity to limlt 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 agression 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.

(Go to part 2)

[2wheeldrifter]

PACE YOURSELF

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."

DON'T RUSH

The number-one survival skill, after mastering emergency braking, is setting your corner-entrance speed early, or as Kenny Roberts says, "Slow in, fast out." Street riders may get away with rushing into 99 out of 100 corners, but that last one will have gravel, mud or a trespassing car. Setting entrance speed early will allow you to adjust your speed and cornering line, giving you every opportunity to handle the surprise.

We've all rushed into a corner too fast and experienced not just the terror but the lack of control when trying to herd the bike into the bend. If you're fighting the brakes and trying to turn the bike, any surprise will be impossible to deal with. Setting your entrance speed early and looking into the corner allows you to determine what type of corner you're facing. Does the radius decrease? Is the turn off-camber? Is there an embankment that may have contributed some dirt to the corner?

Racers talk constantly about late braking, yet that technique is used only to pass for position during a race, not to turn a quicker lap time. Hard braking blurs the ability to judge cornering speed accurately, and most racers who rely too heavily on the brakes find themselves passed at the corner exits because they scrubbed off too much cornering speed. Additionally, braking late often forces you to trail the brakes or turn the motorcycle while still braking. While light trail braking is an excellent and useful technique to master, understand that your front tire has only a certain amount of traction to give.

If you use a majority of the front tire's traction for braking and then ask it to provide maximum cornering traction as well, a typical low-side crash will result. Also consider that your motorcycle won't steer as well with the fork fully compressed under braking. If you're constantly fighting the motorcycle while turning, it may be because you're braking too far into the corner. All these problems can be eliminated by setting your entrance speed early, an important component of running 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.

GROUP MENTALITY

Straights are the time to reset the ranks. The leader needs to set a pace that won't bunch up the followers, especially while leaving a stop sign or passing a car on a two-lane road. The leader must use the throttle hard to get around the car and give the rest of the group room to make the pass, yet he or she can't speed blindly along and earn a ticket for the whole group. With sane speeds on the straights, the gaps can be adjusted easily; the bikes should be spaced about two seconds apart for maximum visibility of surface hazards.

It's the group aspect of the Pace I enjoy most, watching the bikes in front of me click into a corner like a row of dominoes, or looking in my mirror as my friends slip through the same set of corners I just emerged from.

Because there's a leader and a set of rules to follow, the competitive aspect of sport riding is eliminated and that removes a tremendous amount of pressure from a young rider's ego - or even an old rider's ego. We've all felt the tug of racing while riding with friends or strangers, but the Pace takes that away and saves it for where it belongs: the 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.



Hope this help's with some useful pointers - we can never have enough info sometimes.....2wheeldrifter.:corn:

[2wheeldrifter]

THE PACE PRINCIPLES

* 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.

A Mod may want to join these threads altogether??....... he already did...Thanks Mod!
Cheers

[MVnut]

Just how it should be :niceone:

[trump-lady]

This was given to me before I began riding in USA and is also a sticky on a major bike site like this one over there. I am familiar with it and think its GREAT esp for newbies. I often ride by myself doing "the pace" and its amazing just how fun it is. Im a newbie rider and get alot of satisfaction from a corner that Ive executed smoothly..... Ive also learnt I can keep up without that hard braking before a corner.... rather enter slower come out faster. I think it looks pretty too! I always admire riders like this. Boomers (Andrews) father rides like this and I was absolutely happy behind him. Hardly ever did I see a brake light except when I suspect he wanted to warn me about a corner.......We were the last to arrive but I enjoyed my bike, the scenery and my growing motorbike skills and the smoothness of it all.......... even saved some ducklings crossing the road and witnessed a magpie skydive a cyclist

But on the way home..... I had to blat :) Just a wee bit

[SVboy]

Good thread-good advice.:yes:

[jrandom]

I like to ride like this when nobody is watching, or when I have a pillion.

:yes:

But if anyone thinks that they won't end up lonely and abandoned and turning up at the pub half an hour behind everyone else if they try to stick to this lazy-arse stuff on your average KB group ride, they're sadly mistaken.

Win or bin!

:D

[Stickchick]

I like to ride like this when nobody is watching, or when I have a pillion.

:yes:

But if anyone thinks that they won't end up lonely and abandoned and turning up at the pub half an hour behind everyone else if they try to stick to this lazy-arse stuff on your average KB group ride, they're sadly mistaken.

Win or bin!

:D

Sounds like we will never be riding together then:Oi:

[James Deuce]

Repost.

It's how I ride.

KB rides have no verbal communication about anything other than chicken strips and top speeds indicated, so I tend to find a hole on the ride and ride by myself. I turn up 2 or 3 minutes after the "fast" group usually.

[jrandom]

KB rides have no verbal communication about anything other than chicken strips and top speeds indicated...

Gosh, you must go on the erudite ones.

I generally find myself communicating solely in grunts and testicle-waving motions, with the occasional beating of the chest as emphasis.

[James Deuce]

It's a Wellington thing.

[SPman]

Repost.

It's how I ride.

KB rides have no verbal communication about anything other than chicken strips and top speeds indicated, so I tend to find a hole on the ride and ride by myself. I turn up 2 or 3 minutes after the "fast" group usually.



Just how I used to ride.

Until I got tangled up with someone who thought he was fast but couldn't catch up with the "fast" bunch, or leave me alone, so he tripped me up instead - my bad! I should have stopped to look at the view or something til he was well gone....

[Roj]

I concur with "the pace" i can twist the throttle the same as anyone else, but riding older bikes I love the feel of a smooth ride, smooth lines through a corner, smooth thighs oops wrong subject

[Transalper]

I like smooth too, so that's plus one for the pace, good thing my bike's made to turn, not hold a fast straight line speed.

[miSTa]

Got this article from http://www.ducati.ms/forums/showthread.php?t=1713 thought it was good info for Guys and Gals who ride in groups or even on your own.
Enjoy the read......
ducati.ms is a great website, a must for Duc riders.



Nick Ienatsch's article on The Pace
Would recommend his book Sport Riding Techniques as well. Well worth a read or three.

[cold comfort]

Very "sensible" advice. Having followed Ruralman thru his backyard apparently sitting bolt up right but still nailing the corners there MAY be something in this pace thing.

[Boob Johnson]

Yeah interesting read indeed



I like to ride like this when nobody is watching, or when I have a pillion.

:yes:

But if anyone thinks that they won't end up lonely and abandoned and turning up at the pub half an hour behind everyone else if they try to stick to this lazy-arse stuff on your average KB group ride, they're sadly mistaken.

Win or bin!

:Dlol JR, win or bin lol, ill happily take 2nd place thanks

[Gremlin]

But if anyone thinks that they won't end up lonely and abandoned and turning up at the pub half an hour behind everyone else if they try to stick to this lazy-arse stuff on your average KB group ride, they're sadly mistaken.
tsk tsk... you little troll... The thing I most dislike is picking up bikes/riders from ditches. It is not how I like to spend my ride. The newbies also need to be assured that riders will wait at turns etc (this has been the case on any ride I have done) and that they shouldn't try to keep up in fear of getting lost.

Nor should they try to keep pace with the person in front, if they don't know them. Had a few riders go into corners behind me only to find me happily drop the bike in fast, and they get confronted with a corner they are not prepared for.

Equally... as others have said, any dunce can speed down a straight. Corners are the fun bit. Bar the real right stuff, I generally find myself speeding up for corners, then slowing down afterwards. Also try not to exceed 120-130 down straights.

[Devil]

I rarely use the brakes. I prefer not to rush into corners, then speed up through them.

I usually get passed by people who are taking the corners slower because i'm rarely exceeding 110km/h on the straights. Kinda gets frustrating some times when I get overtaken just before a corner only to have to slow down and wait for the next straight for that person to sod off.

[jafar]

A very interesting read, I have been riding like this forever & didn't know this style of riding had a name :doh: . I have been on a few KB sportsbike rides & to be honest they are just plain scary. I'd rather arrive late to the pub than be in the ditch or worse.

[Chrislost]

cos on the whole, kiwibikers turn up to a ride to prove their better then the other person.

just set the "pace" at 140 and slow down for the straights
its also fun to watch people pass, and its makes me laugh watching them slow right down before the corner, and i usually find myself catching right up to them after the first <35 corner(or 2 - 3 55 ones)

[Highlander]

Yeah interesting read indeed


lol JR, win or bin lol, ill happily take 2nd place thanks

Wouldn't second place be Bin? - no thanks.

[Boob Johnson]

Wouldn't second place be Bin? - no thanks.
Your thinking of "DEAD" last ;)

[Pancakes]

It's not just good for riding. Also means less speed down the country straights where the hillbillys brother jothro is the one and only "lawman" in them there parts. Not being targetted is a wicked bonus! Less exposure to crashes. Corner speed is way more matched than straight line speed. There are those who see a 250 from the mighty hieghts of their litre + bike and think it's their duty to pass me just before corners. I'll always make room and let people go and my ego has not problems with being passed, when they then hold me up through my favourate set of corners!!! Holy crap thats annoying!

[Mikkel]

:niceone: to the Pace!

I found reading that quite interesting. I think I shall recite this as a mantra before each ride and do my best to stick to it. After all - I'm rarely in a hurry anyway.

But I think that the "leave your ego at home" is very good advice in most things we do in life! :)

[MidnightMike]

Great info, im not too sure about the 'dont hang off around corners' part, as that has almost become second nature for me.


Nor should they try to keep pace with the person in front, if they don't know them. Had a few riders go into corners behind me only to find me happily drop the bike in fast, and they get confronted with a corner they are not prepared for.

Ive had someone following me on the last 250 coro loop do the same thing, except they ended up in the wrong lane with a car coming towards them. :nono: Ride to your own pace people!!

[McJim]

I have to ride like this - my bike isn't quick in a straight line.

[MotoKuzzi]

It's the counter steering thing that takes the practise I've been experimenting with it a bit lately and it certainly shifts the bike quickly, but feels unnatural to begin with

[Cr1MiNaL]

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 red line 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 out gunned 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.


Excellent read especially this paragraph... though I kinda disagree with the hanging off part... 1. it gives u a lot more room for error, can change line easy as, and doesn't lean the bike over as much.
2. it looks way cool.

[Pancakes]

It's the counter steering thing that takes the practise I've been experimenting with it a bit lately and it certainly shifts the bike quickly, but feels unnatural to begin with

Yeah I play with the controls lots, and by controls on the bike I mean, pull one hand, push the same hand, play with loading and unloading the pegs on each side, wiggling hips and body angle in corners. I like to stay loose, I ride ridgid bikes in the forst so have to and I'm sure it helps with the crappy suspension on my bike too.


Agree with you Raj after thinking about that you said the other night. You don't want to be jumping around IN a corner as it can alter your perception but getting yourself in the most adaptable and stable position on your bike before the corner is a good idea. I shift my thigh to the seat in corners to line myself up with the grip on the inside but don't get off the seat. Don't know if it would be suitable on my bike and want to get some more K's on my bike in fast corners before I try. I'm also busy shifting gears to keep the power up so can't move that foot too far.

[Katman]

A great read.

Personally, I think it should have been posted where it would receive wider viewing. I bet there's too many on this site that believe they have no need to read about "Survival Skills".

[Pancakes]

A great read.

Personally, I think it should have been posted where it would receive wider viewing. I bet there's too many on this site that believe they have no need to read about "Survival Skills".

Only the ones that have no interest in survival or skills. Actually seems to be a growing group that might fit into that category.

[Newblade]

I agree that this is a great read! But what gets my goat,:bleh: is those of you that perceive that it is your god given right to turn this into an US vs THEM discussion.I,m sure the original posters put this up as a potentially great learning tool.(Good job there).
Just because I choose to ride fast,does not mean I have no interest in safety or survival skills.

[Flash Gordon]

Hi all this is my first post I have been on tow of the ride in Auckland so some of you I hade the pleaser in meeting and riding with. As this rides was intended for 250CC but open to all it was good to see large number of riders. I did enjoy both outings and pleased on the manner that this rides was handled by all involved.

As we know if you're looking for an easy way to develop and improve your riding and gain more experience, then riding in a group can seem like the ideal opportunity. Many motorcyclists regularly ride in groups either on a long tour or just a quick blast through some country roads. It can however, be a recipe for disaster. So if you new to riding in groups it is a good idea to let the ride organiser know and perhaps ask if some one will be a mentor to u on the ride. If find a generous mentor he/her may ask you to follow him/her or he/her will follow you and at the first stop give you feed back on your riding, it may be good or bad criticism but it will be good so do take note it for your best interest.

Each year many motorcyclists are injured some seriously, as a result of a group ride gone wrong. The most common problem encountered by group riders is getting separated, so many will take unnecessary risks just to keep up with the pack. The key problem is that while the rider at the front is setting a reasonable pace, the guy at the back has to go well in to triple figures to keep with the group. Often as a result of getting separated at traffic lights or simply not being able to go for the same overtake that everyone else was able to manage. There are however, some simple tips that can make your group ride a lot safer and more enjoyable.
There are a number of methods that are used by bikers which range from cruising at 80 KMH in a huge pack (hells angels style) to the marker system used by advanced riding groups like the IAM.

The method you choose to use, should allow group members to ride at their own pace and arrive at the destination in one piece.

FOLLOW THE LEADER
One rider leads and sets the pace the rider behind him keeps him in view and so on right down to the guy at the back. This is often the default approach, but while it can result in a closely bunched group, the riders at the back will have to ride much faster than the leaders, just to keep up. This can cause a chain reaction of increased speed and potentially dangerous riding, the further down the group you go.
EVERYONE NAVIGATE
This is pretty simple, but rarely practical. Basically every rider in the group is required to know exactly where you are going and where and when all the rendezvous points are. While it can work well, in the event of a brake down the group could find themselves back tracking a long way to find a stranded rider. It is also very easy to get separated and doesn't work for larger groups.
WATCH MY REAR
A far better solution than the previous two, each rider is responsible for the rider behind them, by ensuring that they are always visible in their rear view mirror. In this case it is the rider at the back who sets the pace and if the group gets separated, the pace will slow to an eventual stop. This method works well, but doesn't allow for overtakes and can go wrong if another bike not in the group comes in to view and gets mistaken as part of the group. However, with an agreed running order and careful rear observation this method works well for small groups.
MARKING SYSTEM (This system was used on the rides I a tended)
This is popular with groups going on long rides and allows overtaking within the group without upsetting the group. Understanding the system is important, as every rider needs to do their part to avoid anyone getting lost. One leader is responsible for navigating the route, at every junction, the rider immediately behind, marks the junction. All other riders pass the marker except the back marker who signals that he/she is the last in the group. The marker than re-joins the group 2nd from the back. This approach involves all the group and as the marker gets rotated front to back. It also allows riders to overtake other riders without confusing the group. The method works providing that everyone makes clear, safe markings and doesn't forget they are in the No.2 position, when it is their turn to mark. It can be difficult to find the best place to mark, particularly right hand turns etc. Often the safest place to stop is by the road sign itself and point in the direction. This means everyone has plenty of time to prepare for the turn. It is also vital that markers do not leave their post until they are sure the back marker has come through. In the event of a brake down the back marker mast stop and assist, the lead rider will then eventually run out of markers and stop. This method can fail if another biker (not in the group) stops next to a junction and leaves before the back marker comes through (thus falsely directing some of the group off. Motorway exits and the hard shoulder are dangerous places to stop (and illegal unless in an emergency). If your ride includes sections of Motorways, you will need to regroup before and after the ride. It is also useful to keep the motorway speed down as well as encouraging everyone to stay together.
MAKING IT ALL WORK
If you are going to assign any sort of leader or back marker role, its useful if they are easily recognisable. Wearing a high visibility vest can help as will exchanging mobile phone numbers before you set off. Conversely, if you don't want to be back marker, then don't turn up on a yellow gold wing. It also goes without saying, that the leader should have a clear understanding of the route and the group should generally keep in sight of everyone particularly on motorways, where it can be difficult to mark exits.
Another common problem with group riding is allowing the faster riders to enjoy their ride, without pushing the slower riders to ride beyond their ability. Most fast bike riders will agree that the real challenge of motorcycling is taking a corner well, anyone can blast down a straight road flat out with little skill. So by asking the faster riders to keep to the speed limits on the straights, but allow corners to be fair game, you'll set a pace that should be within the grasp of most riders. Apart from prolonging the life of everyone's licence you'll also help to improve public perception of motorcyclist, by refraining from the loony ‘head down wheel up’ behaviour that we seem to all get associated with.
If you're the unlucky one who's been tasked with running a ride then you'll also be the one getting the blame if it all goes wrong. Its important to get the planning done in advance, so that when you're on the ride, you can relax in the knowledge that it's all going well. This check list may help:
Plan and agree rendezvous points and times that can easily be made by the entire group to allow for breaks and regrouping. Consider the range of both the rider and bikes, so that the distance is far less than the range of the thirstiest bike.
Exchange mobile phone numbers of everyone who has them and ensure that you switch yours on, when you stop.
Give a briefing for the whole trip at the start and a more detailed one for each leg of the journey.
Tell people about any known hazards along the way and the locations of service stations for fuel stops if required.
If there is going to be a running order ensure everyone knows where they are supposed to be and who is in front and behind.
If you have new members or inexperienced riders, it's handy to have them somewhere in the middle, until they get a feel for the group.
It may also help to draw a small map, with all the essential details and contact numbers.
Mobile phones are fine when you've stopped, but are not suitable for use on the move. Therefore many groups use simple signals to communicate, normally the headlight. As most riders, ride with dipped beams even in daylight, it can be easy just to switch them off to indicated that you want to stop. If you’re in a larger group, then this signal should be relayed up the group until the leader finds a safe placed to stop. This can avoid the need to flash and sound your horn, hoping to attract attention, only to find they weren't looking behind at that particular moment.

Most of this information is from the inter net so pleas read and remember you never to old to lean something new.

[Hitcher]

Most of this information is from the inter net so pleas read and remember you never to old to lean something new.

Like using how to use this site's SEARCH facility...

[chaos rider]

Like using how to use this site's SEARCH facility...

actualy flash is a trained british I.A.M. instructer and activly uses thease skills when he's riing


as for him using the copy paste method thats only because he has a typing speed of 5 words a minute.

[george formby]

Hi all, I'm new here so had to say something. The Pace describes my riding to a tee but I have a different spin on it. My total focus when riding is observation.I put myself where I can see furthest ahead, achieving the same flow & quick pace as a consequence. I was taught that you must ALWAYS be able to stop in the distance that you can see to be clear.I was also taught to treat the centre line as a brick wall. Don't cross it! The more space you give yourself the quicker you can safely ride. :scooter:

[Logo]

Mighty helpful, once I realised it was written for drivers on the right-hand side of the road! Maybe a note at the beginning could have saved at least some puzzlement from we left-hand riders.

[2nd2last1]

good read there, helpful for the newbies... ill change my attitude.. lol:yes:

[PrincessBandit]

Being patient and prepared to ride slower than you might usually is also part of a group ride sometimes. For me, I like everyone to be happy with the ride and feel that at the end of it they've enjoyed themselves. (Yeah, depends on how many - I'm talking about a small group of no more that 6).

If I'm riding with others who travel more slowly because they're on their L or just are not as confident then I will sit at their pace. If I want a fast ride (well, my idea of fast....) then I go on my own. The enjoyment factor of a group ride is often in the social aspect of it for me - if it turns into a dick measuring contest then I have no interest. (a, because I don't have a dick, and b because risk taking starts to escalate and you end up doing stupid shit that can so easily lead to a bad place).

[Dustydog]

Better to the late Mr Smith than the late Mr Smith

[Gorgeousplak]

Have been riding a lot recently in groups and i have been enjoying it mostly from the middle. I have seen some guys go at cracking paces down the straights at an easy 160, 200 plus km/hrs and so I'll tuck into the left, but gawd, I would hate to see what would happen if one bike suddenly comes off line as the speedsters overtake past them. You spend lots of time flicking back to rear mirrors to check these bikes out then the riders upfront. To me thats not ideal.
But I feel a sense of great satisfaction when I can evaluate after each stop, how well I take the corners, not how fast I take a straight. I try to think how I might step up to smoother riding, rather than speed..

[Grizzo]

Great thread, very useful.

[Metastable]

Nick (the author of The Pace) as 2 AMA #1 plates and is one intense fellow. He's one of those super high energy dudes and absolutely LOVES everything motorcycles. If anyone here has the financial ability to take his school (he's the lead instructor along with Kenny Hill) then do it. It is pricey, but AWESOME..... they do courses at Miller Motorsports Park (Salt Lake City, Utah) and also at Las Vegas, Nevada. Apparently this year they have also added a date at Laguna Seca. They can supply you with all the gear if you like. They want you to ride their bikes and they are kept up so well that they actually swap your tires out if needed from one day to the next. I'd suggest the 3 day school, but one would still get a ton out of the 2 day school.

http://www.millermotorsportspark.com/riding-school/yamaha-champions-riding-school.html

If anyone is seriously interested, I'd suggest doing it at Miller and taking the 3 day course. All the instructors are awesome. Everyone get's videoed every day and you watch videos from everyone else... and learn from that too. You also get a ride along with one of the instructors. BTW, even if you never want to do a trackday, this school will make you a much better street rider. If you want to be a better racer, then this school will help you too. They cater things to every student and have ~3 to 1 student to teacher ratio. BTW, many of their students have never been on a track before.