BW
Hi Mike,
Totally agree with the issue around braking. In crash we talk about these exact points, especially when I teach motorcycle crash investigation. Study after study has shown the differences. I see it all to often in crashes where the rider has grabbed the front brake and had the front wash out. When application of both brakes would likely have seen them avoid the crash. I’m sure you are aware of them but Lou Peck and Nathan Rose and Wade Bartlett have done extensive testing on this area. Then of course there is the human factors side to braking under stress.
MA
Hi Bruce,
Thanks for your help. Can you have a look at this for me please before I release it.
BW
Looks pretty good and covers what we train crash investigators to look at. As you described the issue is, when you have to coordinate the application of both brakes, it is a complex process. When it’s an emergency most people lose the fine motor skills too, but also resort back to base reactions. That’s where training comes in, to make it second nature. So in the panic of an emergency they resort back to their embedded training. You are bang on with incorrect assumptions of excess speed in motorcycle crashes. I constantly pick up investigators who have made assumptions in what a prepared under control situations a rider could have achieved in G decel rates.
Studies of actual users in emergencies showed only half braked with a deceleration rate greater than 0.6G and only 28% higher than 0.8G.
Due to the complexity of motorcycle braking and accounting for the different skill levels of riders, it is more appropriate to use a range of 0.45 to 0.75G.
That last was a paragraph from actual crashes studies with data loggers. That’s car and motorcycle decel rates in emergencies. Comes from SHRP studies in the US. Where they fitted cars and motorcyclists with cameras and data loggers and just told them to go out and drive for a year.
MA
I’ve got a horrible feeling that experience makes little difference, the first real high speed emergency is probably not usually survivable? The problem is lack of training. I think trackday riders have a better chance, but who’s to say how they will react?
BW
I would agree. Training not only on how to brake effectively but also ID of Hazards. How they react in emergency is the issue. But training does for me lead to a better chance and to get back to the memory of what to do
MA
Can you just let me know what percentage of riders you think skid and fall whilst braking in an emergency please. Thanks, Mike
BW
The hard thing is giving an objective opinion, as I only see generally higher-end crashes. But it is across the board that inexperienced and experienced riders are dropping it. With experience, I mean, how many hours on the seat? At an educated guess, I would say it’s 50/50 for those that skid and fall and those that just collide with the vehicle (so insufficient braking or none at all as they appear to get target fixated). This is for the classic turn-across-path crash that most motorcyclists get involved in. That is just an educated guess.
MA
I assume around 50% of riders fall in the high end crashes you see, as evidenced by the marks on the bike, road and rider? Many thanks, Mike
BW
Yeah mix of bike and road evidence. We are also getting more caught on camera now too.
MA
I also think bikes should have linked brakes and ABS, as it’s far quicker to hit the rear if you’re not covering the front brake (which doesnt appear to be taught and doesnt appear in any advice). What do you think?
BW
Yeah linked ABS is a must. It takes out the need to do two actions by the rider and controlling the threshold braking needs. Fine motor skills go out the window in an emergency.
British Superbike School 
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