Lane splitting Passing Track day tips
Riding downhill
What goes up must come down, and that goes for roads and motorcycles, too. Lots of riders feel nervous or have trouble riding their machines on downhill sections, even on the same section of road that gives them no trouble at all when they are heading uphill. Yes, there are physics involved but much of the apprehension is generated within your noggin.
1. First, let’s deal with the physics. Get your weight back. If you can slide back in the seat, it will help equalise the balance and lessen the load on the front end. Additionally, moving your bum back helps you avoid putting too much weight on the bars, which will help you feel more in control.
2. Grip the tank with your legs. Using your thighs to grasp the tank will lock you onto the bike and keep your weight from shifting forward. It will also remove some weight from your wrists, which may make control manipulation easier. Gripping the tank will help prevent the feeling of falling down the hill into the curves, and will make you much more comfortable if you have to brake into a downhill corner.
3. Remember to keep your peepers up so you look as far ahead as possible. Keeping a clear field of vision is always a good idea, but it’s that much easier to find yourself looking down and just ahead of your front wheel when your body is already aimed downhill. This will make everything seem as if it’s rushing at you and can lead to target fixation, never a good thing. When looking downhill remember to also look well down the road.
4. Set your corner speed early. Again, this is a good general riding rule that gives you huge benefits in downhill situations. Keep in mind that you have to deal with the added forward weight bias caused by the slope. If you do your braking late or hold off getting your corner speed set until you’re already in a downhill corner, you’ll risk overloading the grip of the front tyre when you ask it to handle the combined forces of gravity, braking and turning.
5. Use positive throttle control. You don’t want to be on trailing throttle in a downhill corner, as it tends to put a very high load on the front tyre. If you’ve set your entry speed early and properly, you should be able to get back into the gas—even if just a bit—to shift the weight back with acceleration and balance things out. Just remember that with gravity pulling you along, a little throttle will go a long way.
Picture a busy multi-lane motorway or bustling city traffic jam. You’re riding along and because traffic is heavy you’re nosing along between the lanes, feelin’ good, passing all these tin-tops, making good time, moving along briskly and...holy crap! A car or truck suddenly shoots across your field of vision left-to-right through a gap in traffic.
Some fellow drivers moving in your direction, trying to be good Samaritans, braked and left a gap for the vehicle in the outside lane to pass through. Problem is, you were heading right for the same gap and because other cars were between you and the oncoming gap-shooter, you didn’t see the offending line-cutter till it was too late.
If you stopped your bike in time, you were lucky. You were obviously riding in control and were ready for such antics. But a lot of riders in that same situation get walloped, and badly. An industry colleague I know got whacked in such a scenario, breaking four ribs, puncturing his lung and compound-fracturing his right arm. It’s been six months and he’s still not even close to being back to normal. And since he’s in his 40s, he may never be the same.
Personally, I’m not a big fan of lane splitting. Yes, it gets you to work quicker, saves you having to sit in traffic and, especially if you have an air-cooled bike, keeps the air flowing on a hot day. But, having seen the way a fair chunk of road users drive, I’m not convinced it’s worth the risks. Oh, and also, the constabulary frowns upon the practice. Don’t get me wrong, I’m the first to admit I regularly shoot up to the front of the queue at the lights, but when it comes to dancing with the traffic on the motorways, I’ll leave it, thanks very much.
So do the right thing. If you’re going to practice lane splitting, do it slowly, sit up straight and high in the saddle and focus your attention on the lane(s) to your immediate left and/or right, the ones moving in your direction. Try to see above them if you can; doing so may allow you to see an oncoming car that’s stopped and trying to nose into a gap left by folks trying to “be nice”.
Of all the things you do (legally, that is!) on a motorcycle, crossing the centre line to pass another vehicle is potentially the most dangerous. That’s when you run the greatest risk of hitting another vehicle head-on. So survival hinges on knowing when it’s safe to pass and when it’s not. The three most important factors in making that decision are speed, time and distance.
The less time you spend in the opposing lane, the less likely you are to be involved in an accident. Accelerating to a higher speed will let you pass more quickly, but raises an issue I’d like to call the Pucker Factor. Zooming past someone like a low-flying jet or swinging back into your lane milliseconds before becoming a hood ornament, there’s no telling how the drivers around you will react.
Having been in the situation where I was tootling along at a modest 120kph only to have some loon rip past me doing in excess of 200 klicks, let me tell you, I’m surprised I didn’t suck up the seat! Better to limit your speed to only slightly faster than whatever you’re passing, allowing plenty of time and distance to complete the pass.
OK, but how are you supposed to minimise your time in the opposite lane while also minimising your speed?
Begin accelerating in your lane instead of waiting until you cross the centre line. Then, all you have to do is pull out from behind, zip past, duck back in front and continue on your merry way. Give the driver a polite little wave and he’ll think motorcyclists are friendly, not adrenalin-addled psychos.
It helps to plan your pass in advance, and on twisty roads with short straights and limited lines of sight, it’s vital. Leave some space between yourself and whatever you’re following, and as soon as you see the corner exit, begin accelerating. If it’s safe to pass, go for it. If not, slow and wait for another opportunity.
Should you find yourself behind a procession of sightseers in motorhomes moving at parade speed, consider stopping for gas or a snack rather than making a series of hairball passes. Sometimes, discretion really is the better part of valour.
As for passing over a double yellow, we’ll leave that decision up to you. Let’s just say that these techniques work regardless of what color the centre line is.
In terms of both legality and safety, it’s best to wait for a designated passing area or a clear stretch of road. If you are pinged passing on a double yellow, you will be fined regardless.
Last, and most important, you alone need to make the decision whether it’s safe to pass. Never follow one of your riding buddies into the opposing lane without making sure it’s clear, even if they wave you on, telling you it’s safe to go. When you’re gambling with your life, don’t let someone else determine the odds.
Do I need special clothing to do a track day? Yes, you do. Apart from the obvious (like helmets, gloves and boots), you will need leathers. A one-piece leather suit is preferred, however you might get away with a two-piece suit if it’s well zippered together, depending on who is running the day.
Also, it pays to bring some warm clothing if it’s going to be a cool day, and something to change out of your leathers into between sessions if it’s warm, unless you want to melt.
What are the rules of track days? There are a few rules that you must abide by; they are all normally covered in the briefing that will be given before anyone is allowed on the track.
Firstly, the day is non-competitive; no racing will be tolerated at all. Overtaking is the responsibility of the overtaking rider. Keep to your own lines, don’t worry about what’s coming up behind you, it’s their responsibility to ensure they pass you cleanly and safely. Don’t use your mirrors, in fact it’s a good idea to remove them before you go out, so you aren’t concerned about what’s happening behind you, leaving you to concentrate on what’s in front.
Remember that it doesn’t matter if you’re on a Fiat Yamaha R6 Replica and have just been caught by a Kawasaki Ninja 250R, if you have been caught up, then they are faster than you and you need to let them past; egos have no place at your first track day and should be left at home!
Most track days have the riders split into several different groups, based on their experience. For newbies, best to go in the lowest class available. You’ll have experienced instructors around you to help guide you around the track and offer tips to better your riding. You can always move up a class later on as your experience increases.
Basic flags are used as well. The yellow flag means slow down as there may be danger on the track and don’t overtake. The red flag means that the session has been stopped and you should proceed slowly to the pits.
The chequered flag means the session has ended and you should enter the pits at the end of that lap. You should use this to ease off, get your breath back and let your heart rate come down from outer space.
The black flag means that you should slow down and return to the pits at the end of that lap. There are two reasons for this being shown to you – firstly, your bike may have a fault that you are not aware of, eg. fuel leaking, back brake on fire! The other reason means that you may have been riding like a loon and need to be more careful otherwise you might cause an accident. You will normally have one warning from a black flag; if you get shown it again you probably won’t be allowed back out on the track.
There are a few other flags to be aware of as well, these ones will be covered in the rider briefing before you go out. Most organised track days will offer first-timers a chance to go round the track with instructors on what’s known as a sighting lap, to become familiar with the track, the braking areas, the camber, etc. Go on this, it’s well worth it to learn the idiosyncrasies of the track. I’d suggest you go on one at every new track you go to…
Other than that, all you should do is build up slowly. If you try and go flat-out straight away then chances are your track debut may be short and quite likely painful! Take it easy to start with, get to know the track and the lines and get faster as the day goes on.
Do I need a dedicated track bike? Not at all, you can rock up on anything, as long as it passes compliance. Remember that these are non-competitive days and you won’t be shunned because of what you ride. Track days are not about how shiny your bike is, they are about enjoying yourself, gaining skills and riding fast without fear of loosing your license.
In saying that, however, you do need to make sure your bike is up to scratch – you have decent rubber, your brakes work well and you’re not going to dump oil everywhere. Always “listen” to what your bike is telling you. If it doesn’t feel right then it probably isn’t. Go into the pits and check. Don’t be afraid to come in early. If all is well, you will be allowed to rejoin the session for its remainder.
General advice
Lunch times. Don’t load up on pies. You will suffer in the afternoon. Even if you’re normally the sort to have a cold one with your Mrs Macs, you must not drink any alcohol during lunch on a track day. The organisers will not tolerate it, and for good reason. Everything happens much faster than you will be used to on the road. You need to be as sharp as you can be.
Don’t underestimate how tiring a track day is. Whether you fancy yourself as a clone of Rossi, or if your idea of exercise is walking to the shop for your fags, the effort in riding for extended periods at speed will surprise you. There is a reason that MotoGP and Superbike riders are among the fittest sports people out there. Be aware of it.
I could go on about suspension settings, tyre pressures, riding positions and the like, but the best advice would be to get yourself to a track day this summer. Honestly, they’ll improve your road riding skills immeasurably and they are a hell of a lot of fun. After all, whenever you get a bunch of bikers together for one purpose, fun is generally the outcome.
