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The Importance of the Enhanced Rider Scheme for Motorcyclists
What doย riders learn by experience – trial and error?
What is not learned by experience, for which additional training is needed?
Summary
The background is a 8% increase in PTW KSI’s last year, and a recent 50% increase in young rider KSI’s. It’s currently aฤบl going the wrong way.
There was a 14% increase in fatalities from 2024-25.
The DVSA data below indicates that it currently takes around 25 years, on average, for 80% of riders to master riding a motorcycle competently.
Far too long?
In order:- ‘Cornering‘, ‘Planning‘, ‘Defensive Riding‘, ‘Use of Speed‘ and ‘Overtaking – were found as the major rider shortcomings
‘Braking‘ and ‘Filtering‘ also stand out as particular extra training needs.
We now know what additional training is needed, and where current learner training and testing is falling short.
The Enhanced Rider Scheme looks to be effective, well managed and subject to continuous improvement.
In contrast, no benefits were found from current ‘Advanced’ training. (Agilisys).
Government action should be considered to make DVSA ERS licensed training far more available in the interests of public safety. This could easily be achieved by making DVSA trainer licensing compulsory for all commercial trainers. This would ensure, that the training is properly and safely conducted, and focused on the priorities.
The charities working in the sector, with volunteers, should also all be working to the same official standards.
History
The DVSA Enhanced Rider Scheme (ERS) was launched in 2006. It was to provide additional safety training for licence holders, particularly those returning to riding in later years.
Up to 1989 the examiner stood by the roadside, so it is only after this date that examiners followed riders on their test.
Compulsory Basic Training (CBT) was not introduced until 1990.
Currently most riders over 50 years old will not have had any training, nor been subject to a ‘pursuit’ licence test.
Findings
This is the data supplied by the DVSA following an information request. The speed of the response shows that the DVSA have clearly been closely monitoring the ERS Scheme, on an ongoing basis.
This is, I believe, the latest 5 years of data. The first observation is how relatively few riders are attracted to the scheme. This is the only post-test training in the UK delivered by qualified licensed trainers. That it is such a small number of riders, is a concern.
The vast majority of post-test ‘advanced’ training is performed by volunteers, or untrained unlicensed trainers, mainly to Police Roadcraft standards, but also sometimes encouraging ’emergency response’ and racing practises, such as trail braking by commercial trainers.
(A recent review by Agilisys found no benefits from traditional ‘Advanced’ training).
Agilysis report on Advanced Training
There is no other published rider assessments that I can find.
DVSA Data
The bar graph shows the number of riders who needed, or who did not need, additional training following their riding assessments.
Green is needed training, Red is didn’t.
If you compare ERS attendees to the population of riders by age, you get this:-
Young riders look neglected? These are at the highest risk, so it looks like an opportunity?
The ERS scheme was aimed at ‘returning riders‘ and has hit the mark.
Training needs diminish up to 45, where the number of riders peak, then increases again. Strange?
There are are also two large peaks in training needs. 17-30 and 51-65 years – the Red bars vs the Green bars.
Training needed by age
If you present the data as the percentage of riders, by age, requiring training, a rather odd profile emerges.
Having stared at it for some time, and initially considering it as two separate distributions, a ‘light bulb’ moment.
You might have come across Dunning-Kruger before. It’s the journey from:-
‘Unconsciously incompetent’ to ‘Unconsciously competent’
The theory has been applied across many different fields. In this case the ‘Y’ axis is ‘training required’ – incompetence not confidence. However, it does look like younger riders don’t seem to be looking for more training, so could be over confident?
If you flip the graph, competence is shown to peak at 41-45 years. It then deteriorates as we move into later life.
It maybe a bit misleading, as the scheme is aimed at ‘born again‘ bikers, who have a big experience gap. And these will be riders who mainly felt they needed more training.
The riders over 50 will likely not have had any formal training or a pursuit licence test, so are essentially a different group, who are mostly untrained.
Modules taken
So what additional training was found to be needed to get riders up to standard?
You can see there is no particular training needs identified. They are various. Training needs are across a wide spectrum.
‘Cornering‘ tops the chart, followed by ‘Planning‘, ‘Defensive Riding‘, Progress and Overtaking.
Mastering Safe Cornering on the Road, with โSlow In Fast Outโ Technique
Extra Modules Taken
This is where rider needs have been identified, that required extra training.
This identifies ‘Braking‘ as the main need – more than a third of riders, and nearly twice the demand of the next module. Braking from higher speeds is not part of the licence test – just from 30 mph.
Probably circa 50% of riders cannot meet Highway Code braking distances from higher speeds, and many skid and fall in an emergency. It is encouraging that this is recognised and is being addressed.
Ultimate Guide to Emergency Motorcycle Braking
‘Filtering‘ is the second most popular training module, which is widely known to be hazardous.
Training vs Casualties (KSI).
If you add casualties by age (orange line), you now have a complete data set.
The apparent ‘lack of competence’ of older riders isย reflected in the accident figures which are slightly higher. So there looks like there is a relationship between competence, as measured, and the risk of a collision.
Young rider vulnerability is very clear. 10% of riders but 28% of the casualties.
After 30 years of age, KSIs roughly follows the rider population, with a divergence from 40-50, where the accident rate halves, before moving back to a standard KSI percentage.
So is the 40 – 50 group showing the results of experience? Or the peak of physical or mental ability? How much are older new riders part of the problem?
The answer is probably the lack of compulsory learner training and pursuit testing for the older riders, which only became compulsory in 1990.
If you look at the downward slope of the orange KSI line, there is an upward bump at 50 years which coincides with the introduction of CBT. It then continues downwards at the same slope but displaced upwards.
It will be interesting to see if this bump moves further along in the coming years.
Conclusions
It’s difficult to draw firm conclusions, but the data seems to confirm the positive impact of CBT from 1990. The ‘bump’ currently at 50 years should move along year by year?
But that currently leaves older riders at relatively high risk, which still needs addressing.
The high level of KSIs for younger riders is graphically illustrated, with a steep circa 10 year learning curve which also needs urgent action. This surely should be the priority?
The most obvious risk, which could be quickly addressed, is in young riders moving from a moped to a geared 125cc motorcycle with no additional training, despite the massively increased risk. From a 30 mph automatic, to a >60 mph geared bike.
After 30 years old, the graph shows a steady decline in KSI’s which is probably continuous learning by experience, but at a lower steady rate.
This would seem an ideal opportunity to review learner training and testing (which will be ongoing internally within the DVSA) to address identified shortcomings in training.
Although inevitably, any major changes will have to be a political decision. This to balance the accessibility to PTWs, which are currently very high risk, with public safety.
The ERS scheme is currently poorly promoted and consequently very under-utilized, with far too few riders trained to likely have any significant effect. Only circa 1,000/year based on these figures.
The graph also suggests that ‘advanced’ training doesn’t currently fill the lack of learner training within older riders >50 years.
This would appear to support the recent Agilisys report, which found no benefits from advanced training.
Unqualified and unlicensed advanced trainers are currently allowed (probably illegally) to train riders commercially. This puts properly trained qualified and licensed DVSA trainers at a financial disadvantage, but more importantly potentially puts riders at risk,
The argument has always been that The Law states ‘driver‘ not ‘rider‘ trainers have to be DVSA licensed. However the CPS definition of ‘driver‘ is whoever is steering – by legal precedent I understand. This would include ‘riders’.
This could be implemented today.
The Enhanced Rider Scheme has been around for 19 years and is collecting data which will be used to improve training. The scheme has trained, tested, qualified, licensed trainers. They have a syllabus and standards to work to:- ‘Ride – The Essential Skills’. They are also regularly check tested whilst delivering the training.
It only costs around ยฃ1,000 for a week’s training to obtain a DVSA trainer’s license.
Government action is needed to make this compulsory, in the interests of public safety. Motorcycle riders are the most vulnerable road users by a margin, so need the best training available.
The ERS scheme is established and proven, so just needs fully implementing, as I believe was always intended.
We now know what is needed to get riders up to standard, and what the priorities are.
Police BikeSafe assesses circa 7,500 riders per year, with 20% or 1,500 going in to take further training. RoSPA and the IAM also provide ‘advanced’ training by volunteers, although the total numbers are not published, nor any findings.
Are they focussing on the same identifiedย rider’s priority needs to stay safe, and shortcomings?
And as only 1,000 riders/year are being been ERS trained, with a population of 1.7 million older pre CBT riders, we’re all just scratching the surface.
Feedback and opinion encouraged.
Mike Abbott MBA, RoADAR (Dip), DVSA RPMT 800699, ACU Coach #62210
Advanced Rider Coaching
17.7.25
Updated 13.12.25
Tackling Young Motorcycle Rider Safety Issues
As motorcyclists, the problem with young riders is something we are going to have to tackle ourselves. If we want anything to change.
I came across 5 young riders on a single day last week, probably all riding illegally. One had no headlight, 3 were wearing shorts and T-Shirts. Two had proper kit and were riding off-road bikes. Gave me a nod as they passed me on my E-MTB.
If I’d been on my KTM they may well have stopped for a chat.
I trained the Notts police off-road team many years ago, who were very successful in tackling the off-road riding problem. But that is not where the problems mainly are. It’s on road. Off road riding really is just a nuisance – mainly noise, and complaints from land owners. Tractors do far more damage.
So what can you do?
Firstly discourage your youngsters from riding a motorcycle if under 16 years, when they can do their CBT. An E-Cycle or E-MTB can be legally ridden from 14 years. Good chance to learn braking and handling skills – and the use of disc brakes and suspension movement.
They can race mini motos etc. and off-road, but it’s expensive. There are facilities in some areas where they can ride, but sadly they are rare. There is no national equivalent of ‘Young Drivers’. There should be.
Personally I’ve never had a problem talking to young riders. Never had any abuse.
Motorcyclists come from all walks of life, sharing a common interest. If you breakdown roadside the next biker along may well stop to help.
The Problem
In 2022, in the 14-16 young rider age group:-
- 115 KSIs in total
- 60 were underage
- 55 were riding 125cc machines illegally
In 2023, in the 17-20 year old group:-
- 36 young rider fatalities
- 50% higher than the 24 fatalities in 2019
- Double the number from 2020, which at 18 fatalities, was probably affected by COVID 19.
The extent of the problem seems to be a well kept secret.
The Main Issues
Illegal E-Scooters.
- Average rider age 16 years.
- 50 deaths all ages so far. >1,000 serious injuries.
Underage Riders
- 40% of fatalities. Many others probably had no licence. Proper training is vital.
Upgrading to a 125cc
The risk of upgrading from a 30 mph moped to a 125cc geared bike capable of 60 mph with no extra training.
No legal requirement for more training. The vast majority of KSI’s are on 125’s.
Emergency Braking.
The DVSA advice is wrong. Apply your rear brake immediately. Do not snatch the front brake lever, or stamp on the rear brake. Apply the brakes steadily. Practice.
Consider riding with two fingers on the front brake lever and clutch, and just squeeze both in an emergency. This should save you >1 sec and critically should reduce your impact speed by around 15 mph or maybe avoid an impact altogether. You’ll probably survive a 30 mph crash, but not at 40 mph.
A New Approach?
I started again, this time with pre-teen riders and Bikeability, who are supported by the Dft.
We already know that there is a serious problem with PTW braking, so I asked them how they teach braking to young cyclists.
Received an immediate response. Somebody cares.
They are taught to ride covering their brakes, how to brake progressively, and particularly to avoid snatching the front brake. Perfect.
So moving to a motorcycle, the skills are immediately transferable.
The question is then why are PTW riders not taught to cover their brakes, and why is PTW braking so poor?
Bikeability cover 44% of younger riders who should be more open to accepting advice before they become teenagers. Braking skills can be embedded more easily with younger riders creating ‘muscle memory’.
There is now also a ‘halfway house’ with E-Cycles from 14 years, which they also cover, many with disc brakes and front suspension, where they can experience weight transfer and the front suspension compressing when braking.
Motorcycles and cycles could be part of the National Curriculum, within Physics, centre of mass, friction, tipping, leaning, speed, gyroscopes, kinetic energy, braking distances etc. I think it helps when you have a practical example of the theory.
Regarding the essential difference between cycles and motorbikes, it is simply speed, and mastering throttle control which is straight forward.
What is vital to grasp, and to be taught, is that momentum obeys a ‘Square Law’. So it takes 16 x further to stop from a motorbike’s 60 mph as it does from a bicycle’s 15 mph.
The major danger is young riders jumping on motorcycles of 125cc and above, which can get to 60mph or more, without any training.
Let’s all hope that the message gets across.
https://www.bikeability.org.uk/about/
The Fox’s Face – the ‘Traction Circle of Grip’ applied to motorcycles
So what does it mean for riders?
The ‘Fox’s Ears’
It means that you can accelerate the hardest at 45 degrees of lean, which seems odd, but have to roll back the throttle as your lean angle decreases and the front of the machine starts to lift.
Riders need to be acutely aware of the dangers of ‘High Siding’.
The ‘Fox’s Nose’.
This also shows a rider can brake (briefly) at up to 1.5g when upright(ish). This is twice as hard as the Highway Code standard.
This is probably from top speed due to the drag on the rider and bike preventing it flipping over. 1g tips most bikes at lower speeds. You can also briefly brake harder as energy is dissipated rotating the bike during weight transfer.
The ‘Fox’s Jaw’
The ‘jaw’ show a linear relationship between lean angle and braking, up to the extremities of banking – red lines. So track riders can brake deep into corners using the front brake, gradually releasing it proportionally as the lean angle increases.
Riders need to be aware that grip levels on the road can vary considerably, and the dangers of a front wheel ‘wash out’ and ‘Low Siding’.
The DVSA advice, which should be taken, is for road riders to complete their braking before corners, and only use the rear brake in an emergency. Applying the front brake mid corner, as opposed to carrying it into the corner, flips the machine up. This will make it run wide, potentially through the scenery or into oncoming traffic.
However, with training and practice, road riders can be trained to carry the front brake into corners in an emergency, which can be a life saver. But braking into corners routinely just significantly diminishes your safety margin, and likely increases impact speeds.
It’s not sensible to ride on the road anywhere near the limits of grip. However, on a track, it’s necessary, with care, for fast lap times. You need to know where the limits are.
We tried applying the standard traction circle maths to motorcycles in 2015, looking to see what traction should be available for braking as the lean angle increased.
If you use Mohr’s Circle, you get what we called the ‘Cats Claw’ which is the shape of the calculated additional area of grip.
It didn’t look right, and showed far more grip when banked than was available in practice. The question was why?
We looked at Cossalters ‘Motorcycle Dynamics’ which shows an oval, which looked better, but not perfect. 1g on one axis for braking and accelerating, 1.6 g for the other when banked.
There was a recent post on LinkedIn from Mikko Bartolossi, a MotoGP Engineer, introducing a paper from Biral, Francesco & Lot, Roberto from 2009, showing an alternative traction circle for motorcycles.
https://www.researchgate.net/publication/267715875_An_interpretative_model_of_g-
It looks like a fox’s face!
The diagram shows the lateral and tangential g force acting on a motorcycle when cornering, and either braking or accelerating at the same time.
The left and right hand areas show the g force acting on the machine when it is banked. The braking force is shown on the lower half, and accelerating on the top half of the diagram.
The tip of the ‘fox’s nose’ shows that a rider can momentarily brake at around 1.5 g as long as the machine is nearly upright. This will be very briefly as the bike will flip forward otherwise, and is probably from top speed relying on wind drag to stop the bike from tipping fotwards. But shows how a high level of skill can reduce stopping distances. Most motorcycles will flip forward at 1g. (For E-Scooters it’s only 0.4 g). The Highway Code assumes 0.67g.
Riders need to be aware of the dangers of snatching the front brake and skidding and falling, on machines without ABS. Also somersaulting, when can also occur with earlier ABS systems without pitch control
The red lines at the bottom show a linear relationship between lean angle and the maximum braking force that can be applied, when you’d probably expect the grip to diminish exponentially as the lean angle increases (Cat’s Claw).
This will be using mainly the front brake, as the rear brake will have little effect due to the weight transfer forwards, making a rear wheel skid very likely.
But what is even more interesting, are the ‘fox’s ears’. Accelerating on a motorcycle is limited to 0.9g not by tyre grip, but because the machine will flip over. This time backwards, not forwards as in hard braking.
It shows that motorcycles can be accelerated harder when banked, the peak shown at 45 degrees of lean. Why is this? It’s probably because the centre of mass is lower and to the inside of the corner, and the front of the machine is held down partly by the centrifugal force. The weight is transferred to the rear tyre from the front tyre at the same time, giving more grip at the rear.
This is where racers can gain an advantage, but for trackday and road riders this is where ‘Highsides’ happen. The rear tyre loses grip, slides sideways, then grips again when the rider instinctively snaps the throttle shut in response. The rider is usually thrown up into the air, often over the top of the machine.
We know traction control will not necessarily prevent this. It’s too quick and too brutal. However, modern bikes with Inertial Measurement Unit (IMU) are better and can sense tbe limit approaching.
Modern MotoGP and WSBK bikes have traction control, (BSB bikes don’t) so it very rarely happens now in world racing, but many older road-going sports bikes also don’t.
This makes older sportsbikes quite difficult to ride safely, particularly as grip levels on the road, as opposed to a track, can vary considerably. There are also two generations of traction control for road bikes, the latest being IMU’s are ‘lean sensitive’ which makes them more effective and safer.
We know from experience at ‘The School’, that riders can still lose traction by accelerating too hard at extreme lean angles., even with traction control. However, the newer systems seems to prevent ‘high sides’ (so far), with the bike ‘low siding’ and the rider just slipping off the side of the machine.
The new Yamaha R9 and other top end bikes now have 6-axis IMUs (Inertial Management Unit) which makes them ‘lean sensitive’, so should be safer in this respect, although the Laws of Physics will eventually intervene at the extremes.
So a 10-year mystery solved, it’s not a ‘Cat’s Claw’, it’s a ‘Fox’s Face’.
Were now working with Prof Owen Williams on a 660 Aprilia fitted with a 9-Axis IMU. Next step?
Mike Abbott, British Superbike School
17th June 2025
Updated 16.8.25
Trail Braking and Cornering
Official Advice
The official advice from both the DVSA and from Roadcraft is to complete your braking before the corner and apply a light throttle to maintain speed through the corner. This leaves all the available tyre grip for cornering, and balances the cornering forces equally on both wheels.
If you have to slow or stop, the advice is to close the throttle and/or use the rear brake.
If you need to stop more quickly, and you have the room, the advice is to bring the bike upright, and brake hard with the front brake.
It’s good advice. Take it.
Alternative Actions
You should always consider riding covering your brakes, which should save you over a second in reaction time.
If you believe you need to brake mid-corner in response to a hazard, usually caused by too high an entry speed or a tightening corner, the advice is to simply look around the corner where you want to go, rather than where you feel you might end up.
You should counter-steer instinctively, but you can also counter-steer deliberately with practice, pushing on the inside bar. The bike initially falls in the opposite direction to which the steering is pointed, and into the turn, helped by the gyroscopic effects of the front wheel, after which the rider will instinctively turn the bars back to stop the machine falling further.
A modern machine with good tyres and ground clearance (not cruisers), can be banked at circa 45 degrees or more on reasonable road tarmac.
Many crashes have been caused locally, the Lincs police informed me, on corners where the rider could have got around easily had they had the confidence. If you’re not confident leaning the bike, then practice mid lane on an empty wide safe road, or try some on-track training where you can practice in relative safety.
Providing the bike is not banked at an extreme angle, there is a surprising amount of grip still left.
Practise
Practise is vital, to avoid the usual panic reactions, involving both braking and cornering.
It takes, in theory, 200 repetitions to achieve the required ‘muscle memory’, which means that your reactions in hazardous situations will be automatic. Panic is probably a major root cause of crashes, see ‘YouTube’.
So lightly apply the rear brake gently into corners and mid corner to feel how the bike reacts, and always ride covering your rear brake.
The Theory
This is the ‘Traction Circle’ for motorcycles, and looks like a fox’s face.
You can see it’s a linear relationship between braking and cornering. The greater the braking force, then the less grip left for cornering. The fox’s ‘chin’.
Looking at front wheel braking track data logs, in practice racers can brake quite hard into corners, but the front brake needs to be released steadily and off completely at circa 50 degrees.
Racers trail brake as it reduces lap times and prevents competitors overtaking. It is also risky and the main cause of crashes.
When using the rear brake only instead, in theory, the rear starts to slide at around 30 degrees of lean with maximum rear braking, and again runs out completely around 50 degrees. And it’s only half as effective at reducing speed, which is why racers mainly use the front brake.
Road Riders – Emergency Braking Mid Corner
You have 3 options, in order:-
- Close the throttle
- Apply the rear brake
- Apply the front brake
The effect of closing the throttle is to slow the bike and transfer weight onto the front tyre quickening the steering marginally. The effect depends on engine size and configuration, with big singles giving usually the highest rate of braking.
Using the rear brake has a similar effect, but instead pushes the rear suspension down not up (on chain driven bikes). The weight is also transfered forwards, but less than using the front brake.
Using just the rear as hard as possible, moves probably 75% of the weight forward, halving rear tyre grip (Cossalter).
The front brake is potentially the most effective, but can easily cause a skid, even with early ABS systems and at high lean angles. It also straightens the steering which can help (or not), and stands the bike up if applied heavily. This requires more room and/or a greater lean angle. Applying the rear brake at the same time makes a rear skid more likely, without ABS, due to weight transfer.
Bear in mind ABS will not necessarily prevent a skid and fall in bends, but ‘cornering ABS’ with lean sensors probably will. ABS will also not prevent the bike ‘standing up’ and running wide.
Rear Brake
It needs to be applied very carefully, as the weight is transferred off the rear tyre onto the front tyre, so has a double negative effect on the level of rear tyre grip.
However, the rear brake increases the ability for the bike to turn. The bike slows, squats and pitches slightly forward, sharpening the steering angle marginally,
The rear tyre is likely to eventually slip sideways, so the rear brake needs to be steadily released as the weight transfers forwards, and more so if the lean angle is increasing. This is an old race bike trick for quicker cornering. This is like ‘oversteer’ in a car or a ‘handbrake turn’.
In theory the rear brake needs to start to be released at 30 degrees of lean, and off by 50 degrees
Worse case the rear loses traction and the rider may fall, but it’s usually a ‘low side’, (unless the rider releases the brake fully after a wide skid, when a ‘high side’ is possible).
But in most cases, the rider will have time to release and reapply the rear brake if it locks – if they don’t panic.
The outcome from a rear wheel skid is probably better than a front wheel skid, as the machine will likely impact first, then the rider, rather than the rider being followed and struck by the machine.
The other alternative of a direct head-on collision with an oncoming vehicle, or stationary hazard, is likely to lead to a worse outcome.
Many police riders trail the rear brake into corners, as it can provide feedback on the level of grip available, particularly in the wet and on urban roads, junctions, roundabouts etc. The rear will slide first, which is usually recoverable when a front end slide is not.
You use the rear brake for low speed maneuvering anyway, so it seems just an extension of this, although unnecessary. It also appears to be sometimes used on high speed corners, which allows a higher entrance speed, and/or speed corrections into or mid corner.
I have no idea if this is part of police training or ‘custom and practice’. Having previously worked with the police, it does seem that their training varies by Force.
It also promotes ‘oversteering’, which can help at the limits of grip, puts more weight on the front tyre, and quickens the steering (covered above), without the risk of locking the front and falling. Too risky for the public.
Front Brake
Riders can ‘pick the bike up’ and brake if there is sufficient room and road width, but this tends to be a ‘last resort’. This is often a brutal panic response. This results from the machine being steered more tightly into the corner, which has the opposite effect from counter-steering. Applying the front brake when banked tends to stand the bike up which can help (or not).
Riders can apply the front brake with great care progressively mid-corner in an emergency, as long as the lean angle is not too extreme. It is potentially more effective than the rear, but the bike will try to run wide, and a skid is more likely. Not recommended.
The harder the rider brakes, the more weight is transferred onto the front tyre, but there is already enough grip for cornering. There is no extra cornering grip but less, as braking uses up more grip than it creates and on a poor surface, applying the front brake can make the bike more likely to skid.
An experienced rider already knows this, as they would avoid applying the front brake on a wet road when banked, more so on mud, gravel, or if there were signs of oil or diesel.
Because the centre of mass is to one side of the front tyre contact patch, the bike will tend to stand up, twist and ‘yaw’, which will make the bike tend to run wide. This requires some run off space, or the bike counter steered and leaned even harder into the corner to counteract this, using up cornering grip.
The greater the lean angle, the greater the effect.
RACERS – Trail Braking
This is what racers do, where the rider deliberately brakes later and enters the bends at higher speeds, with usually the front brake, and sometimes the rear applied, planning to reduce the speed through the corner.
It does not increase cornering grip, but the opposite. There is anyway already far more cornering grip on a good surface than you’ll ever need on the road and enough for the track up to circa 60 degrees of lean. You don’t need more.
Front wheel trail braking also tends to keep the steering straight as you try and counter-steer the bike to turn in, making it more difficult.
However, the tyre contact patch moves inwards as the bike leans, with the braking then tending to keep the wheel turned in slightly, dependent on tyre profile, lean angle etc. At the same, the gyroscopic effect of the wheel turning inwards, is trying to turn the steering in further to bring the bike upright, and the bike is trying to yaw, twist and stand up.
It just allows later braking, reduced lap times, and helps prevent competitors overtaking,
Front Brake
If you trail the front brake into a corner, as opposed to applying it mid corner, you have to tip into the corner already counteracting the tendency for the bike to ‘yaw’. It requires more steering effort as front wheel tries to keep in line with the bike due to the trail on the steering. And the more the rider leans, the more the bike wants to yaw, to which the rider responds by even more counter steering and more lean angle.
The weight comes off the rear wheel, allowing a racer to ‘back it in’, sometimes helped with some rear brake.
If you’re racing, you tip in on full front brake and gradually release it. As above, off at circa 50 degrees.
Completing your braking before the corner is obviously safer, but slower.
Some riders feel that trail braking gives them more grip for cornering, but it is an illusion. You already have all the grip you can use without any weight transfer, which runs out at 60 degrees of lean whatever you do.
Using the front brake keeps the steering straight(ish) and fixed, so it feels different.
BUT FOR ROAD RIDERS….
- You will be entering the corner faster, so any impact speed will potentially be higher and you’ll be less able to increase your rate of turn.
- So you will therefore likely take longer to stop.
- You’ll have less weight on the rear tyre which means if you apply the rear brake the bike is more likely to slide.
- If you need to brake harder, you will be increasing, not decreasing your braking as planned, which will have a negative effect on the steering, as the bike will try to ‘yaw’ even more. This has the opposite effect to you releasing the front brake as your lean angle increases.
Conclusions
Using the front brake in corners needs very careful training and practice, so is probably best left to professional trainers on a race track, as opposed to trial and error, with training and advice to road riders restricted to just looking where you want to go, avoiding ‘target fixation’, counter-steering and applying the rear brake into or mid-corner in an emergency.
There is an argument that applying the front brake into corners is best, as additional braking is almost instant and so is potentially the ‘best practice’. But the problem is also that riders will likely be encouraged to brake later, harder and deeper as their confidence grows. For racers on the road, it’s frankly difficult to get out of the habit.
There is also the alternative option of trailing the rear brake into corners, but again entry speeds would be higher creating more risk, as well as for a rear skid.
But overall, the official advice is probably best, and gives the greatest overal safety margin.
As always ‘It Depends’.
Additional training in โtrail brakingโ into corners in an emergency could be of benefit to riders, which we cover at The School. But it’s an advanced riding ‘failure to plan ahead’. The bike will probably run wide, for which there might not be the space.
Most racers just use the front brake, but they plan ahead, knowing the bike will understeer and run wide at the limits of adhesion, which is not sensible on the road where you need a safety margin.
Racers consistently trail the front brake into most corners. They gradually release the front brake pressure as their lean angle increases, with the brake being finally released usually just as the throttle is opened at the apex.
This leaves no safety margin. It is totally unsuitable for road riders to use as a routine. But it can be a useful tool to have in an emergency. This allows the rider to brake hard and turn at the same time. This is particularly useful when a rider has misjudged their entry speed to a corner. Or has to avoid a hazard.
The difference between carrying the front brake into a corner and applying the front brake mid-corner needs to be completely understood. It is crucial to distinguish between these two situations.
Re-applying the front brake after you have started to turn, leaves the rider with initially only circa 50% of the weight on the front tyre, which is also doing the steering, making a skid and fall far more likely without great care. And the bike will suddenly try to stand up and run wide.
Again, if in any doubt, it is recommended road riders should just use the rear brake when banked, and only in an emergency as per the official advice.
Cornering on a light throttle leaves all the grip for cornering, wtih none lost through braking.
There seems to be a general misunderstanding that cornering forces add more grip, as used to be incorrectly stated in Roadcraft. It is an illusion. The suspension compresses when the bike is banked, but the cornering forces are always horizontal, not vertical.
Summary
The coefficient of friction, and the mass of the bike and rider determine the grip. The brakes or throttle determine the distribution of this grip between the two tyres. When this is equally distributed, you have the most grip for cornering, which is why at the apex racers are off the brakes and have lightly cracked open the throttle.
Mike Abbott, The British Superbike School. 12.11.25
Improving Motorcycle Safety – A review of interventions and guidance for development and evaluation.
This report by National Highways was issued in May last year. I have recently been made aware of it via a RoADAR webinar.ย It’s quite brave considering how critical it is of providers.
Source: National Highways https://share.google/1Pv813Ajn3AOJDSHm
Summary of the Reports Findings
‘In short, while there are numerous post-licence motorcycle interventions being offered in Great Britain, little has been evaluated and the evidence for what works and what does not is almost non-existent.‘
The findings were particularly damning regarding the level of public funding, and organisations profiting from ineffective training :-
Effectiveness of Post-Test Training Interventions
‘โฆ there is little evidence for the effectiveness of any of them to improve safety outcomes’.
Our Response
A new Proposal for a focus on ‘Machine Control’ for Post-test and Advanced Training
The proposal is to focus on embedding the key skills of Emergency Braking and Cornering. What we regard as ‘best practice’ is outlined below.
I believe the official advice on emergency braking as contained in the DVSA’s ‘Riding’ and Police Roadcraft need to be reviewed too, and revised to provide the best advice to minimise braking distances.
Official advice as how to best corner safely also needs defining and publishing.
Then both emergency braking and cornering need to be taught more effectively Consideration should be given to include, in particular, emergency braking from higher speeds – 60 mph – within the licence test.
The effect of the training can be measured, in terms of braking distances and lean angles.
Riders should be able to stop from at least 60 mph within Highway Code braking distances, or less (20% less or 0.9g is achievable, compared to the standard 0.7g).
Riders should also be able to lean the machine at 35 degrees or more, which is the equivalent of the standard braking force of 0.7 g.
Both can be measured using datalogging or a simple phone app – which needs designing and implementing, although iAccel is already available on Iphones. The required sensors are already in most mobile phones.
Current ‘Advanced’ Training
‘Advanced’ riding needs to be radically rethought to make it effective. The suggestion is to continue to use Police Roadcraft as a basis, with appropriate changes to emergency braking (close the throttle first and keep the front brake applied as hard as possible until stopped).
The ‘downside’ of the involvement of police riders needs to be identified, openly discussed and tackled. This is encouraging riders to ignore the Highway Code ‘should nots’, and to make ‘good progress‘, taken from emergency response practices. Riders should never be in a hurry.
Riders should not be expected to take every opportunity to overtake or filter. They should not routinely filter right to the front of traffic queues and race away. Riders should stay out of all cross hatched areas unless this has clear safety benefits, and not overtake by riding straight ahead from RH turn lanes etc. etc.
Proposed Advanced training
This for a new focus on machine control, in addition to just Police Rider Roadcraft. The road positioning advice is good, but new planning advice is needed based on ‘invisibility’. There is also additional advice on ‘buffering’ in the New South Wales motorcycling manual, which is free to download.
1. Emergency braking
2. Cornering
3. Invisibilty.
The Report
Seems to focus on complex behavioural issues and misses the basic โnuts and boltsโ of the problem, and machine control.
To be fair to everyone involved, the problem is that our very poor crash reporting system focusses on blame and prosecutions, not root causes. This also needs urgently addressing to confirm assumed root causes.
The hidden problem with motorcycle riders, is that many canโt brake or take bends properly and confidently. This may be 80% of the problem, from a personal sample of 500 road riders and over 2,500 riders trained on-track. Very easy to confirm.
This is incredibly frustrating for me, having presented on Emergency Motorcycle Braking at the IJMS and the RSGB National Road Safety Conference last year, and recently tried again at the Motorcycle Conference this year to raise just Emergency Braking as an issue, with no response from anybody.
The report barely mentions โcontrolโ. It fails to evaluate any improvement in machine control or any motorcycle training in โother environmentsโ as proposed by the DVSA. 1,000โs of riders every year are trained on-track or off road by many providers, often the major manufacturers, which are likely to lead to positive outcomes in improved machine control, fewer crashes and better outcomes.
Emergency Braking
I now find that the suggested focus on emergency braking for motorcycles was already recommended in this report earlier last year, and has also apparently been completely ignored.
โWith the lack of clear evidence for post-licence motorcycle intervention content, it may be necessary to consider lessons learned from driver training. Historically, advanced driver training focused on teaching complex lower-order skills, such as advanced vehicle control in emergency situations like skidding or brakingโ.
One of my early trainees was Kashi who had a very bad crash through being unable to brake in time. So we used a local quarry access road. He literally couldnโt brake to save his life. It took 10 mins to nearly halve his braking distance from 60 mph.
Iโve found the same with many riders, and typically they can reduce their braking distances by at least 20% after training.
There is research that confirms riders inability to brake. 50% cannot even meet Highway Code braking distances. We recently confirmed this with advanced riders from our local IAM group (SAM). Weโve also had riders who never use their front brakes, which is like driving a car just using the handbrake.
Crash outcomes are obviously very sensitive to impact speeds, particularly for riders, who are usually thrown from their machines.
Cornering
This is largely ignored in the report, but the problems are included in a quoted paper.
Crundall, D., Stedmon, A. W., Crundall, E., & Saikayasit, R. (2014). The role of experience and advanced training on performance in a motorcycle simulator. Accident Analysis & Prevention, 73, 81-90. https://doi.org/10.1016/j.aap.2014.08.009.
However, any police force will confirm this, as will Youtube.
The only problem is referring to โthe racing lineโ without really understanding what it is. Itโs probably the largest available radius through any bend. Itโs rarely used in racing, appears in the 1970โs Police Motorcycle Roadcraft, but has since been removed.
There are no proposed cornering lines in any official publication, just positions to get the best view in Roadcraft. So it cannot be a surprise that bends are a major cause of crashes.
Invisibility
Riders need to understand that other road users may not see them. The reasons are complex, and dependent on circumstance, but a rider must never assume that they have been seen.
Hazard awareness has been the long term focus, but we now need to train riders not only to recognise, but how to react to hazards.
This involves closing the throttle, covering the brakes, changes in speed and road position ready for evasive action, and light pressure on the rear brake to warn following vehicles.
Whatโs missing?
What is very obviously missing is any assessment of the ability of riders to control their machines. Bikes look simple, but are actually extraordinarily complex, difficult to understand, and to ride competently. There has been no attempt to evaluate what level of control is needed, or what the various groups of riders have. Or what โexperienceโ provides to riders, but finds that the level of โhazard awarenessโ which is currently the main thrust of interventions, varies little from novices to advanced riders.
The Report
The report is a competent comprehensive professional review of all the various โlegalโ road training initiatives from 20 providers. From Advanced Training from RoSPA, to Street Spirit (Essex). The unlicenced, unapproved post-test road training industry has understandably been missed out, but there is nothing to suggest that this would be any more effective, the methodologies being likely the same.
The โExecutive Summaryโ finds that none of these programmes, many publicly funded, have any measurable positive effect on casualty reduction
โWhile there is some evidence of best practice from international literature, this work suggests that either the adaptation of existing resources, or new resources, need to start with a detailed mapping exercise to bring it in line with best practice in other areas of public health.โ
The seriousness of the situation is made clear in the report:-
โIn 2022, the fatality rate per billion passenger miles for motorcyclists was 114 across Great Britain. In comparison, for car occupants it was 2, and for pedestrians and cyclists it was 27 and 23 respectivelyโ.
The report mentions GDE from the 1990s, which is described as a โpivotal frameworkโ.
The report then identified the one single intervention on โBasic Vehicle Controlโ, which was Motorcycle Cornering Advice from RoSPA. Only 4 out of 20 initiatives that had any self evaluation content regarding machine control.
Nothing at all on braking (or any more on cornering). I believe the problem is the lack of understanding of bike control by non-riders, who probably assume motorcycles are just like cars. You just stamp on the brakes if you need to stop, or turn the wheel to corner.
The report doesnโt identify properly what constitutes โBasic Vehicle Controlโ, which is itโs major flaw.
Hazard Awareness
‘Results found that while advanced riders performed better (i.e. reacted quicker at identifying hazards) than experienced riders, they were not significantly better than novice riders’.
‘The evidence for hazard perception training with motorcyclists is limited and paints an unclear picture. Logically hazard perception is a key skill that is likely related to crash risk, but the relationship with experience is not as consistent as with findings from the driving literature. It seems intuitive that some form of hazard awareness training should be beneficial for post-licence riders, whether they are novices, returning riders or simply experienced riders, but the best approach to this has not been demonstrated.’
There are two Road Safety Trust funded projects looking to address hazard awareness due later this year. But we suspect that the issue is rider control and the ability to react appropriately. The problem with standard hazard awareness tests, are that riders just have to push a button on a keyboard or screen.
Effectiveness of Post-Test Training Interventions
‘โฆ there is little evidence for the effectiveness of any of them to improve safety outcomes’.
Four possible reasons are explored:
1. Poor evaluation and reporting.
2. Not all motorcyclists are the same.
3. Interventions are unrelated to crash outcomes.
4. Design of content and/or delivery is not effective.
This report identifies a TRL report undertaken for clients which was not published, presumably due to the findings:
โIn 2019, TRL reviewed a set of four rider training courses (aimed at riders from novice through to experienced) and compared course content with main crash types. The (unpublished) report for the client noted inconsistencies in the ways in which the ridertraining courses introduced and covered these main crash types.โ
https://www.trl.co.uk/news/predictable-nature-of-motorcycle-collisions
‘Without transparent publication of all evidence, whether good or bad, it is impossible to develop a weight of evidence and learn lessons’.
The above report appears to have been suppressed by the organisations who funded it, presumably due to the poor outcomes.
Why is the accident rate so high for new motorcycle riders?
The truth is no one currently knows exactly how experience makes riders safer, although some things seem obvious.
Riders probably mainly learn either by crashing, or having near misses. Trial and error.
I crashed a dozen times in my first year of riding, but apart from racing, only twice since – both at very low speed on slippery surfaces.
Motorcycle training didn’t exist at the time. My parents generation didn’t even have a licence test.
I learned that scraping the floorboards on my Lambretta lifted the wheels off the ground, more so with a pillion (sorry Graham).
I learned that a car moving over when I was trying to overtake was not necessarily to let me pass (He was ‘swan necking’ and turned right). I got prosecuted for ‘lack of care and attention’ via A&E. (Sorry Andy – pillion).
I learned cars and trucks often didn’t see me, and pulled out it front of me.
I found wet roads had far less grip than dry.
I found out what ‘black ice’ was and where it often formed, and how slippery snow was when compacted, but fresh snow was better.
I found out oil and diesel were also slippery and where you might find them (petrol station forecourts and nearby roundabouts).
I also found mud on the road was particularly slippery too, and where farmers and construction companies often left it. This was a surprise as I’d taught myself, with the help of my sister’s boyfriend Tony Dyer, by riding around waste land next to Southend Airport on an old 98cc James. Mud was better when it was deeper!
(The police and wealthy land owners largely prevent the current generation of youngsters learning how to control a motorbike this way, away from road hazards. Mike Hailwood (who) learned the same way, so did Casey Stoner and many other top riders).
The Notts police have a 12 man team on dirt bikes, a helicopter and patrol cars. You’d think they’d be better deployed elsewhere like city centres tackling anti social riding, the out of control gig economy, private E-Scooters etc etc. No one bothered me, and clearly noise wasn’t an issue, but continually smelling of aircraft fuel was.
I found out tractor drivers couldn’t apparently see or hear, and were generally oblivious.
I found gravel in places, that was also very slippery, but figured out why and where – mostly. I also found out it can be difficult to recognise on some surfaces, again recently.
I discovered white lines were like ice when wet, drain covers were always slippery as was overbanding (thin lines of tarmac on joints)
I found leaves were slippery too in the autumn.
I found out my brakes were better than my bicycle, and I also now didn’t go over the handlebars if I braked as hard as I could.
I found the rear brake worked better than the front, and a rear skid didn’t mean a fall although a front skid did. (Old drum brakes).
I also found that stamping on the rear brake or snatching at the front, often caused a skid.
I found out some of my mates were lunatics. The wheelie on a 50cc Honda along the top of a double brick wall outside Leigh-on Sea Community Centre wasn’t big or clever, was it Phil? Spectacular – I’ll give you that. A helmet might have been a good idea (not compulsory then). Just a broken arm was quite lucky.
I then learned, after my licence test, that my Triumph Tiger 110 could corner far quicker, went twice as fast, but that the throttle could jam wide open. But I never dropped it.
I found out I could do a ton-up fly past of the Blinking Owl on the A127. And by following another rider, if you got it wrong coming through Raleigh Cutting just before the cafe, and went over a sequence of drain covers, you could end up running wide, across the Esso station forecourt, and through a nice white fence.
I saw a few riders panic and crash on rural bends when I was following them, or they were following me, but I didn’t. I just leaned the bike further.
Interestingly, when I returned to riding 15 years later, I learned quickly to cope with more than twice the power, a bike capable of 140 mph that would both wheelspin, wheelie and do stoppies, but didn’t seem to like corners (Kawasaki GPZ1100 A3).
There followed a selection of sports bikes of ever increasing speed and power, until commonsence finally prevailed after 3 weeks riding an adventure bike around New Zealand. I bought a KTM 950SM in 2007 which I still have. (I still do trackdays on classic bikes).
I seemed to have learned not to panic somehow, and to instinctively brake or swerve before I’ve realised what is happening. I found out that this is called ‘muscle memory’ but it isn’t, it’s learned instinctive reactions without conscious thought.
And how to brake really hard and steer consciously in what seems to be what I call ‘slow time’ to avoid a collision. I guess it’s the effect of adrenaline?
I’ve dropped it twice at zero miles/hr, on an oil slick on the roundabout over the M1 Junction 29, and last year on gravel in a car park whilst putting it on the side stand.
I’ve had some crashes racing. Two bad ones. I locked the front going into Sears at Snetterton on an unfamiliar bike with better brakes, and had a corker when my TZ350 seized flat out going into the Esses at Mallory (before the chicane was put in and the tyre wall moved back).
Not all learn by trial and error, some mates and other riders continue to have the same collisions. Some only have one crash. If they survive, many donโt ride again.
Some continue to generally crash regularly.
But most simply seem to ride more carefully.
Research shows that the chances of a crash diminish by 40% every time experience doubles, in the early years.
Research has also found โadvancedโ post-test training is ineffective, riders just go faster, ride more, and have different types of crashes. They are also more likely to blame others, which is unhelpful. It’s all far too late and far too ‘clever’, (as a RoSPA instructor).
The problem is also that crash reporting systems are so poor, despite โblack boxesโ in many new vehicles. So root causes of crashes are guessed.
The current system is performed by the police, who appear to focus on blame and prosecutions rather than prevention.
BikeSafe is, I believe, mainly a PR exercise as they say it’s ‘not training’. I could explain why but it would take too long and doesn’t make any sense. Any biker likes a ride out – even better if you’re getting paid and on a company bike. But go anyway, you’ve nothing to lose and it’s cheap, and you will learn some good stuff from receiving something that’s ‘not training’. (It is really). And you’ll find police riders are generally a great bunch in this setting.
Back to crashes. We don’t know how experienced riders were, only how old, so we can’t match the type of crashes with experience.
We don’t even know if they had a licence or any training. This is a factor in over a third of fatal crashes in Sweden, and even higher in the US where this factor is reported.
40% of young rider fatalities in the UK are underage. Many others won’t have a licence. So no training is probably 50% of the problem, but could be up to 80%? (Pareto’s Principle).
This is where we all really need to focus, learners, young and newly qualified riders, but everyone needs to be critically aware of the child protection issues from both sides.
The Potential Problems with โAdvanced Motorcycle Trainingโ
These are what I believe are the common issues with โAdvanced Trainingโ from the unqualified and unlicenced, and the charity sector observers and tutors exceeding their roles, trying to provide training not assessments, ignoring official riding advice and standards, thinking they know better.
The source is probably, at least in part, old police ‘pursuit’ and ’emergency response’ practises – usually on a marked bike but could also be unmarked surveillance:-
- You will probably not receive any training to brake from high speed, so you need to master this before you go.
- The key thing is not to snatch the front brake lever, so you need to continually practise so you automatically just squeeze it in an emergency with increasing pressure. Practice braking from higher speeds until it becomes automatic.
- Use both brakes and cover the front brake with your two inside fingers when you can. This should reduce your reaction time by around 1 second – 88 feet at 60 mph. The difference between stopping and a 40 mph, probably fatal impact. Use a phone App such as iAccel Lite with care. The standard is 0.67 g average. I went though all my training and trainer training without anyone ever checking I could stop from high speed.
- https://britishsuperbikeschool.com/2024/04/04/the-british-superbike-school-guide-to-emergency-braking-on-a-motorcycle/
- If you are presented with a two-way radio, walk away. This is in direct breach of DVSA standards. Radios should be one way only, for obvious safety reasons. The trainer would probably not have been trained in the correct instruction protocols to keep riders safe.
- If you are shown the ‘suicide swoop’, which I have by an ex-police rider – overtaking an HGV on a LH bend – forget it. Unnecessary and very dangerous.
- If youโre shown ‘off siding’ – taking a LH corner from the RH gutter – forget it as above. These are two old ‘pursuit’ techniques. Never cross the centre line except when overtaking, and don’t cut corners.
- Be aware if you move out near the offside kerb to get a better view, you may not see RHS hazards, and emerging vehicles from your right will not be expecting you. You could also be in the blind zone of the vehicle in front, which could pull out.
- If you’ve been pressurised into overtaking at every opportunity – don’t. You shouldn’t be in a hurry. Only overtake when you are absolutely certain there are no hazards.
- Be very careful filtering. It’s not necessary and it’s hazardous. You may well be encouraged to do it at every opportunity. The training is usually to look for a gap ahead so you can get back in, but there’s no guarantee it will still be there when you get there, and you could be ‘hung out to dry’. Also, if there is a gap it’s often for another road user. This could be for a pedestrian to cross, a car to emerge etc. The gap is very unlikely to have been left for you.
- When filtering, treat every vehicle you pass as a separate overtake, and make sure there is the space to slot back in, in front of them.
- Only filter past stationary vehicles or vehicles travelling < 10 mph.
- Donโt filter up the inside between the traffic and the kerb. Drivers and others wonโt expect it, and gutters are often full of debris.
- When filtering in between two lines of traffic, or when using a bus lane, be aware of hazards appearing from the RHS as well as the LHS.
- Don’t filter right up to the front. If you’re in between two lanes the RH driver may not see you and you may get squeezed on take off. You might also get some competition at the ‘traffic light Grand Prix’ as you will probably need to get immediately ahead to stay safe. This can be very dangerous. Look out for sports cars and hot hatches – (and anyone with his cap on backwards). Stop in a space one car back from the front.
- Be very careful filtering down the outside, particularly on narrow roads.
- Donโt filter up front by using the RH turn lane unless you are sure that you can get back in. Donโt go straight ahead from the RH turn lane. Other road users will expect you to turn right, and if there’s a RH traffic light filter, you’ll be blocking the lane.
- I’ve been deliberately pushed into oncoming traffic when filtering, in one case over a double white line by an irate driver who thought I should stay behind him. Got very close to an HGV coming the other way. The drivers had all moved over to give me room. The driver in question did the same until I appeared. He then seemed to realise why everyone was doing it. He then pulled back out just as I was almost next to his car. Many years ago we had a driver opening his car door in front of a group of us, standing in the road trying to stop us passing him.
- The lesson is, even if you think a driver has moved over to let you past, you may be mistaken.
- Many police riders appear to have been taught ‘pursuit’, are hugely experienced, but they have one other big advantage over the rest of us – a marked bike. From my experience they still ride the same way on a civilian bike when training the public, although it’s usually white, and they often wear a police hi viz jacket with chequered stripes.
- Be very careful cornering. You may be following your trainer, and he could be going very quickly. He may be encouraging you to ride at the same pace, potentially taking you out of your comfort zone, leaving you very vulnerable to a panic induced crash.
- You may be encouraged to routinely trail brake into corners using the front or rear brakes. If you have to brake into a corner then you have entered it too fast. It makes very little difference to your journey times, but increases your entry speed and uses up some of your safety margin. DVSA and Roadcraft advice is to brake before the corners for obvious safety reason. There is currently a widely publicised MCN video promoting front wheel trail braking into every corner by an ex-police rider from a well known training company. Ignore it.
- If you have to brake into or mid corner, DVSA and Roadcraft advice is to carefully apply the rear brake only. This is difficult and risky to practise on the road. However, you can with care, and you can also make sure that your foot is ready. You can also make sure you are using the rear brake regularly as you are stopping normally. Some riders never use it.
- Police riders have also done far more riding than almost all civilians, being on a bike most days, so are hugely experienced and have been very well and continuously trained over many years. They are used to riding at high speeds well above the speed limits. Iโve had a couple of ex-police riders come on the DVSA Enhanced Riders Scheme. They didnโt say they were ex-police, and were both surprised when I asked them when they left. They are easy to spot from their attitude and the way they ride – usually at circa 85 mph when they get the chance.
- Passing on their knowledge tends to be difficult for many police riders and others. Most are handicapped as they’ve never been taught how to train and pass on their knowledge properly. We used to have a number of police track coaches at The School. Not now. They are trained to be unemotional, impersonal, remote and aloof, so have to overcome this. A large part of the DVSA post-test trainer’s course is how to train using a well-established modern teaching method known as ‘client centred learning’.
- The ex-police and some civilian trainers will often check where the speed cameras will likely be before they plan your route. This info is publicly available from some forces, so they would not be overly concerned of being caught speeding. You should adhere to speed limits, so don’t be encouraged to speed.
- You may be encouraged to ride on motorways and dual carriageways at 85mph next to the centre barrier. There are some good reasons for this, but be aware that cameras on motorways are far more common, some mobile sitting on the bridges. Stick to or close to the speed limit – probably an indicated 75. You are probably at least as safe on the inside lane at 60 mph with the hard shoulder as an escape route.
Never do anything that you feel is unsafe. Ever. Ride away.
Upgrade Your Bike’s Suspension: Top Brands to Consider
A worn rear shock can be quite dangerous as the bike can bounce and the rear tyre leave the ground. Not great in a corner.
Springs can also sag over time allowing the forks to bottom out which can cause a skid on braking.
You can check the ‘static’ and ‘laden’ sag both ends with the help of a friend. Sometimes you can adjust the spring preload to compensate. Advice is widely available on how to do it.
You can check the rear shock damping simply by pushing the back of the bike down and then releasing it. It should gently come back up without overshooting. If you’ve got adjustable damping, add a couple of clicks to adjust it if you need to.
However, this all does mean your suspension has worn, so consider replacing it. Avoid cheap imports which could make it even worse.
Take a deep breath and buy a decent aftermarket shock or get yours serviced by 9ne of the established companies – not someone you’ve never heard of.
We’ve used KTech, Kais, WP (White Power – how did they get away with that!) and Maxton in the past, and there’s always Ohlins if you’re minted.
Any major established European brand should be OK.
Consider also checking your head, swinging arm and wheel bearings while your in your overalls.
It’s like having a new bike.
Motorcycle Tyres and Wear.
There are an extraordinary number of internet posts on tyres and tyre wear, particularly on track bikes.
And very varied and often contradictory diagnostic advice on make, suspension setting, tyre pressures etc.
Tyre Type
You can use road tyres on track days, but avoid using track tyres on the road.
They have very little grip when they are cold, and are very unlikely to reach their operating temperature on the road.
You can get ‘cold tears’ in the rubber if you don’t warm them up properly.
We have constant issues at The School with riders failing to warm up their tyres, and falling on the first lap. You need two full laps at a gradually increasing pace to be safe.
This applies to road tyres too, although 1 lap should be enough, dependent on type.
Generally speaking, the more tread, then the quicker they heat up due to tyre flex.
Tyres have a relatively narrow range of temperature at which they are designed to work.
Slicks in particular need great care to warm properly. Even with tyre warmers, after you’ve waited in the collecting area for a couple of minutes, the tyre would have lost much of its temperature.
‘Wets’ are usually only needed when there is standing water on the track. Otherwise, intermediate or sports tyres are usually better. Wets wear very quickly if the track dries, and can become very slippery.
Tyre Pressures
Consider using the manufacturer’s suggested tyre pressures, but reduce the cold pressures by 2 psi front and back on trackdays.
This to compensate for the increases temperature and pressure.
Running with lower pressures may sometimes give marginally more grip, but causes very high wear rates.
Tyre Wear Patterns
This is a typical early tyre wear pattern on a track bike with rubber building up just behind the grooves.
‘Graining’ has just started, with rubber being worn off the surface of the tyre and getting stuck back onto the edge or the carcass.
Tyres ‘slip’ on cornering, moving sideways as they rotate, which can cause strange wear pattens on treaded tyres.
This is my R6 front tyre from Donnington a couple of years ago. It has started to melt, due we think to the tyre being just 1 psi lower than was recommended.
Different makes and models of tyres can weather very differently.
Tyre Compound
On track days, you could change to an optimum compound of tyre to suit the conditions, but you’d have to be on race pace to make this worthwhile.
If you’re not, the tyre may not get to temperature and you’ll end up with worse grip.
The Theory
If you want to know how tyres (and suspension) work, look at ‘Motorcycle Dynamics’ by Vitorre Cossalter, which covers this in great detail and is based on lab tests, not opinion.
You’ll need degree level maths to fully understand it all, but even without, you can see the factors involved.
The relationship between suspension settings and tyre wear is very complex. As tyres, riding speeds, riding styles, and bikes vary considerably, be aware of suggestions based on tyre wear patterns alone.
Mike Abbott, British Superbike School
British Superbike School 