motorcycle – British Superbike School

Ultimate Guide to Emergency Motorcycle Braking

November 22, 2025November 25, 2025 by Bike Coach, posted in Uncategorized

Basic Advice – ‘Four Fingers’.

(Please note this differs from official DVSA or Police Motorcycle Roadcraft advice – if in doubt refer to ‘Riding – The Essential Skills’ and follow that advice).

Consider riding with your foot over the rear brake pedal and two fingers resting on the front brake lever whenever you can. This potentially saves 1 second in applying the brakes, which can make a significant improvement in outcome during a crash. Bear in mind it’s usually ‘the unexpected’ that will get you.

Always consider covering your brakes in response to any potential hazard, by placing your index and middle finger on top of the front brake lever, resting your foot on the rear brake pedal. Extend your your left hand index and middle fingers on top of the clutch lever.

If you have to brake suddenly, roll your hand forward closing the throttle, wrapping your fingers around the lever and squeezing, don’t snatch, the front brake lever applying increasing pressure.

If the wheel locks, immediately release and reapply more gently. At the same time pull in the clutch and press down steadily on the rear brake with increasing pressure, and again release and reapply more gently if the rear wheel locks. It will need to be gradually released as the weight transfers forwards and the grip reduces. Just initally dabbing the rear brake is an alternative, which needs less thought still.

You may not be able to fully close the throttle, and the engine may be screaming, but it’s not important – stopping is.

The front brake is by far the most effective brake, so focus your attention on it and front wheel grip.

If the ABS comes on, keep the brakes applied and let the system bring you to a stop. Only release some pressure if the bike tips up violently and the rear wheel leaves the ground.

Braking hard from speed is similar to doing a handstand for a few seconds whilst adjusting the brake pressures, and steering, balancing, trying to keep the machine straight.

It needs practice.

Introduction

These recommendations are based on basic theory and common sense, and minimises braking distances (Cossalter).

As a rider, if you think you will instinctively brake effectively in an emergency – please think again. You may be mistaken.

Forensic crash investigators have found that circa 50% of riders skid and fall trying to brake in an emergency.

Research has also found only 50% of riders can achieve Highway Code braking distances. With training and practice, many riders can stop in 80% of these distances. Braking effectively can easily be the difference between braking in time, and a serious impact.

You will likely be unaware of these figures, although the research is over a decade old. In some areas the police and others have been addressing the problem. Locally the Lincs police were running courses at Cadwell Park covering emergency braking with Hopp Rider Training. There are also other initiatives that we are aware of.

The problem has been hidden by the inadequate accident investigation system used by the police. They will likely be aware of the problem due to the evidence at the scene where a rider has fallen and slid into a vehicles at ground level, and the scrape marks on the road. There is no specific cause of ‘fell whilst braking’. It’s swept up in ‘Loss of control’ which isn’t particularly helpful. In addition, the failure to brake properly will likely be hidden as it may be unknown.

So this cause will likely end up being misreported in addition as ‘speeding’ or ‘failed to look properly’. There are correct diagnoses of speeding, where the injuries the rider sustained show that the impact was at above the speed limit. But the figures are probably misleading, not helped by a recent survey using traffic cameras that motorcyclists are more likely to be speeding than other road users.

We are often seen as reckless, and our own worse enemies, with some justification.

It is clear that National and Local Government is not currently interested in PTW safety. The reckless stupidity in continuing with E-Scooters despite <50 deaths, and >1,000 serious injuries, and the official findings that they are 5 times more hazardous than a bicycle.

We’ll have to help ourselves.

Official Advice

None that I can find suggesting covering the front brake – but I might have missed it. I know it’s considered by some to make snatching the brake more likely, so it may have been deliberately ignored. I have seen no evidence to support this. With modern ABS it would make little difference, based on our recent tests with KurvX dataloggers.

DVSA

The current DVSA advice is to close the throttle. Then apply the front brake before the rear. This makes no sense. Applying the rear brake as you are closing the throttle turns on the brake light probably 1 second earlier. This can be a life saver, as riders are very vulnerable to being struck from behind. You’ve also started to brake, which makes an even bigger difference with linked brakes.

POLICE MOTORCYCLE ROADCRAFT

Closing the throttle first is missed (it was in the 1990’s DSA riding manuals as well). It’s advised that you release the front brake and apply the rear as you’re coming to a halt. This looks to have been mistakenly carried across from normal braking.

Emergency Straight-Line Braking

This assumes you have ignored the advice above, and are not covering the front brake.

If either wheel locks, release that brake immediately and reapply with less pressure.

If the rear wheel lifts off the ground, release some front brake pressure to stop the bike tipping forwards.

Disengage the clutch as you come to a halt

When banked in a corner, just carefully apply the rear brake.

Dry Roads – the advice is 10% rear brake and 90% front

Wet Roads – 30% rear and 70% front due to less grip.

(Vittore Cossalter – ‘Motorcycle Dynamics’)

Emergency Braking in a corner

Be Prepared

You should consider rolling off the throttle at any time in response to hazards. Cover the front brake with your index and middle finger. This will reduce your reaction time and braking distance significantly. You can then apply both brakes at the same time.

Riders of classic bikes with cable brakes should be aware of the risk of their little finger and ring finger getting trapped between the lever and the bar. This can happen due to cable stretch. So they should use all 4 fingers. Riders need to check there is clearance on all machines so their outside fingers won’t get trapped by the lever.

This could save circa a second or more in front brake reaction time in an emergency. It makes locking the front wheel less likely, as the rider starts with two fingers near the pivot. They can then be joined after by two more fingers further away, which can offer more power if needed.

Consider lightly touching the rear brake to operate your rear brake light if there is another road users close behind in hazardous situations. Watch the front wheel of cars at junctions for the first sign of them pulling out in front of you.

Consider riding while cruising with two fingers (index and middle) resting on top of the front brake lever. This lets you apply it quickly if needed. You will also close partially at least the throttle as you stretch your fingers forward to grasp the lever (not automatics without a clutch).

However, dependent on the design, it can make it difficult to fully shut the throttle. Pulling in the clutch smartly will ensure it doesn’t affect braking. Yet, it could leave the engine racing.

This should significantly shortens braking distances as the front brake is applied immediately. However, if you haven’t practiced, the front brake might be snatched. This needs to be balanced against stopping far more quickly.

Research has shown emergency braking competence is not related to rider experience. If riders are not taught properly, many will probably never be able brake properly, putting them at high risk.

Practise Using a Phone App

You can use a free phone App such as iAccel Lite to test your braking ability. It shows initial speed, distance to stop and average braking g force, which should be 0.67g minimum to meets Highway Code braking distances. The theoretical limit is 1g after which most bikes will start to tip up. The best riders can stop in 80% of the published distances.

PRACTISE USING A DATA LOGGER

These are graphs from a KurvX datalogger from a test day at Blyton Park. The Kurvx system can also be used for cornering feedback and training.

This has the advantage of being able to see the braking force applied by the rider through the braking cycle, and where improvements can be made. You can see from the second graph that the rider failed to apply the brake hard enough initially.

Practise, Practise, Practise

If your bike doesn’t have ABS, do not practice alone due to the risk of falling.

It is vital that you practice emergency braking repeatedly to create the required ‘muscle memory’, so your response become automatic. This should avoid an uncontrolled panic reaction, which currently means circa 50% of riders in an emergency lock the front wheel , skid and fall.

Even with ABS, many riders can simply fail to apply the brakes firmly enough, usually due to previous or current experience on bicycles.

If the ABS activates, the rider has braked too hard, or more likely initially too harshly. There is no evidence that ABS actually minimises braking distances, although it is a vital safety aid.

If the ABS does activate, releasing and reapplying the brakes will probably increase the braking distance.

We’ve tested the latest ABS technology, and it’s far better than it was. You can brake with the tyres screaming. But it’s better that your technique doesn’t activate it. You may ride a bike without ABS in the future, and will need the skills.

Gradually build up, braking harder as your confidence grows, always ready to release the lever immediately if the front wheel locks. Once the forks have compressed, and the weight has transferred, which probably takes around a second, you can usually squeeze the lever as hard as you can without the wheel locking.

In theory it takes 200 repetitions, after which the memory and reaction becomes permanent and automatic. This is easier to achieve safely and quickly on a track.

As most of the speed is lost at the end of braking, the difference between the best and worst rider as tested, is the difference between stopping in time from 60 mph, or a 40 mph potentially fatal impact.

Most track riders and racers already have this built-in, as it only takes a day’s racing or a trackday for this to become embedded into the rider’s behaviour.

If you change your bike, consider practicing again, particularly if it is an older machine without ABS.

Why this sequence?

It’s important to brake as quickly and hard as possible to avoid collisions or minimise impact speeds.

The rear brake should be applied first (or together with the front brake if you can). This is because the rider’s foot is usually positioned directly above the rear brake pedal. The foot can also be slid forward and down in a single movement.

This operates the brake light immediately while the throttle is being closed.

Applying the rear brake also compresses the rear suspension, lowering the centre of mass. This will allow the front brake to be more effective. What limits a motorcycle stopping is it will tip up.

The rear brake usually only provides only around 40% of braking. It’s important to apply the front brake as soon as you can.

The rear brake starts the braking process right away. It also initiates the crucial weight transfer onto the front tyre. This maximizes the braking. This makes locking the front wheel less likely. It also squats the machine down, lowering the centre of mass which also helps.

On bikes with linked brakes, this also activates the front brake, giving you circa 70% of the available braking.

The front brake initially provides about 60% of braking. This can increase to 100% as the weight transfers forwards.

The best ration of front to back braking is probably circa 90/10 for most machines. This keeps the bike lower, allowing it to stop more quickly. 70/30 in the wet as there is less grip.

Applying the rear brake first means the bike is already slowing as the rider reaches for the front brake lever. This probably takes circa 0.5 seconds = 44 feet at 60 mph.

The rider should be prepared to immediately release the rear brake if the rear wheel locks. This is not vital unless the machine slews to the side. The situation differs with linked brakes and the style of machine. Notably, cruisers have a more effective rear brake. However, the basic advice is the same for all types of motorcycles.

At the same time, the rider needs to sit up and release the throttle. They should extend their fingers and grasp the front brake lever. Next, they must straighten their arms. Then, apply steadily increasing pressure to the front brake lever. This action transfers more weight forward onto the front tyre. It is crucial to do this without losing front wheel traction. This requires a high degree of skill and practice.

Riders need to be prepared to immediately release and reapply the front brake if the wheel locks. This is usually caused by snatching. Riders need to release some front brake lever pressure if the rear wheel leaves the ground. This can happen particularly as the vehicle comes to a halt. This also requires skill and practice to recognise and respond to.

Wet Roads

Wet roads need more care. Apply the brakes initially more gently. Once the weight is transferred onto the front tyre, it is unlikely to skid unless there is standing water. Again, 70/30 front/rear braking is suggested.

Braking Mid Corner

Firstly, the advice, if you believe you may need to brake mid-corner in response to a hazard usually caused by too high an entry speed or a tightening corner, 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 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 turned, 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 when the rider could have got around easily had they had the confidence. If you’re not confident leaning the bike, then get some on-track training where you can practice in relative safety.

Providing the bike is not banked at an extreme angle, there is a surprisingly large amount of grip still available for cornering, braking (or accelerating), or cornering when the motorcycle is banked, which is the combined dark dark and light green area, and the dark green areas respectively, as shown in the diagram below.

This is based on ‘Mohr’s Circle’ theory of grip, and is the theoretical maximum amount of grip. This is affected heavily by a variety of factors, particularly the distribution of weight under braking.

This is based on the 60 degree maximum lean angle that racers can achieve on slick tyres. 45 degrees is a sensible maximum on the road = 1g, in perfect conditions.

Braking mid-corner using the rear or front brake lightly (not both together) could be practiced with great care, for use in an emergency.

Rear Brake

It needs to be applied very carefully, as the weight is transferred off the rear tyre onto the front, so has a double negative effect on the level of grip.

However, the rear brake increases the ability for the bike to turn as weight is transferred onto the front tyre, which is doing the steering. The bike slows, squats and pitches slightly forward, sharpening the steering angle marginally, The rear tyre is likely to slip sideways, which is an old race bike trick for quicker cornering. This is like ‘oversteer’ in a car.

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 the outcome 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.

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 panic response. This results from the machine being steered more tightly into the corner, which has the opposite effect from counter-steering. Or from applying the front brake when banked, as this pushes the bike outwards (yaw).

Riders can apply the front brake lightly very lightly mid-corner in an emergency. It is potentially more effective than the rear, as most machines are designed with a slight front wheel weight bias. However, it affects the steering, straightening it, potentially ‘sits the bike up’ which can make the bike run wide, which can be more risky. The rider will need to push on the inside bar at the same time, counter-steering to stop the bike running wide. This increases the lean angle so uses up even more grip.

It is an opposite situation from the rear brake. The more front brake, the greater the grip as the weight is transferred forwards, but it needs a very smooth application.

Using the front brake in corners needs very careful training and practice, so is probably best left to professional trainers on a race track, 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 mid-corner in an emergency.

Using the front brake carefully in a corner has potentially the greatest effect, but requires a high degree of skill and practise.

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.

Trail Braking

Additional training in ‘trail braking’ into corners in an emergency could be of considerable benefit to riders, which we cover at The School. But it’s an advanced riding ‘failure to plan ahead’.

Racers consistently trail the front brake into many corners. They gradually release the front brake pressure as their lean angle increases, with the brake being finally released sometimes just as the throttle is opened on corner exit.

This leaves virtually no safety margin. It is totally unsuitable for road riders to use as a routine. But it is 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 situations. When you enter the corner with the front brake applied, the extra weight is already transferred onto the front tyre, so it already has the ability to produce significantly more grip.

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 very careful application of the front brake.

Again, if in any doubt, it is recommended road riders should just use the rear brake when banked.

Always take care, and keep within your capabilities and confidence limits.

For more background information see:-

https://britishsuperbikeschool.com/2023/12/28/1-motorcycle-straightline-emergency-braking-response-to-mcia-ceo-tony-campbells-call-for-a-major-rethink-on-motorcycle-safety/

Feedback and opinions are welcomed.

Mike Abbott MBA, RoADAR (Dip), DVSA RPMT 800699, ACU Road Race Coach #62210

British Superbike School

Applewood

Old Hall Lane,

East Markham,

Newark

Notts NG22 ORF

Tel: 01777 818013

Mbl: 07939 041606

Web: www.britishsuperbikeschool.co.uk

May 2024

The Importance of the Enhanced Rider Scheme for Motorcyclists

Featured by Bike Coach, posted in advanced motorcycle training, motorcycle braking, motorcycle cornering, motorcycle safety, motorcycle training, Uncategorized

What do 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 aĺl going the wrong way.

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 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 training or a pursuit licence test, so are essentially a different group, who are mostly untrained.

But their apparent ‘lack of competence’ is not reflected in the accident figures at all. So there looks like there is no relationship between competence, as measured, and the risk of a collision.

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 ‘Slow In Fast Out’ Technique

Extra Modules Taken

This is where rider needs are identified, that needed 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.

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.

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 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.

https://www.gov.uk/government/publications/dvsa-enhanced-rider-scheme-syllabus/dvsa-enhanced-rider-scheme-syllabus

It only costs around £1,000 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 although the total numbers are not published, nor any findings.

Are they focussing on the same identified 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, 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

The Fox’s Face – the ‘Traction Circle of Grip’ applied to motorcycles

June 17, 2025November 13, 2025 by Bike Coach, posted in advanced motorcycle training, braking, motorcycle braking, motorcycle cornering, motorcycle safety, motorcycle trackday training, motorcycle trackdays, motorcycle training, motorcycling

(From Biral, Francesco & Lot, Roberto from 2009)

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, or 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 aporoaching.

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 wirh a 9-Axis IMU. Next step?

Mike Abbott, British Superbike School

17th June 2025

Updated 16.8.25

Improving Motorcycle Safety – A review of interventions and guidance for development and evaluation.

March 27, 2025August 5, 2025 by Bike Coach, posted in Uncategorized

This report by National Highways was issued in May last year. I have recently been made aware of it via a RoADAR webinar. It’s quite brave considering how critical it is of providers.

Click to access improving-motorcycle-safety-a-review-of-interventions-and-guidance.pdf

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

‘… 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.

Mastering Safe Cornering on the Road, with ‘Slow In Fast Out’ Technique

Ultimate Guide to Emergency Motorcycle Braking

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 ‘nuts and bolts’ 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 can’t 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 ‘control’. It fails to evaluate any improvement in machine control or any motorcycle training in ‘other environments’ as proposed by the DVSA. 1,000’s 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.

‘With 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 braking’.

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 couldn’t brake to save his life. It took 10 mins to nearly halve his braking distance from 60 mph.

I’ve 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). We’ve 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 ‘the racing line’ without really understanding what it is. It’s probably the largest available radius through any bend. It’s rarely used in racing, appears in the 1970’s 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.

What’s 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 ‘experience’ provides to riders, but finds that the level of ‘hazard awareness’ 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 ‘legal’ 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 ‘Executive Summary’ finds that none of these programmes, many publicly funded, have any measurable positive effect on casualty reduction

‘While 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.’

The seriousness of the situation is made clear in the report:-

‘In 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 respectively’.

The report mentions GDE from the 1990s, which is described as a ‘pivotal framework’.

The report then identified the one single intervention on ‘Basic Vehicle Control’, 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 doesn’t identify properly what constitutes ‘Basic Vehicle Control’, which is it’s 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

‘… 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:

“In 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.”

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?

March 25, 2025July 4, 2025 by Bike Coach, posted in Uncategorized

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 don’t 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 ‘advanced’ 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).

Evaluation of Advanced Motorcycling

The problem is also that crash reporting systems are so poor, despite ‘black boxes’ 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.

Motorcycle Tyres and Wear.

January 30, 2025January 30, 2025 by Bike Coach, posted in advanced motorcycle training, motorcycle trackdays, motorcycle tyres, Uncategorized

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

Mastering Safe Cornering on the Road, with ‘Slow In Fast Out’ Technique

January 14, 2025November 11, 2025 by Bike Coach, posted in advanced motorcycle training, motorcycle cornering, motorcycle safety, motorcycle trackday training

Summary

This approach discourages riders from entering corners at high speed and high lean angles. The aim is SIFO – ‘slow in fast out’.

You enter corners on a closed or light throttle. You are at a steady speed and a modest lean angle. You can turn tighter towards the apex when you see it’s safe.

When you can see a clear exit, turn tighter and briefly increase your lean angle to turn the bike. Pick the bike up again on a smooth, continuous throttle after the apex. This minimizes the chance of a slide or high side.

If you’ve misjudged the radius of the corner, or your entry speed, you can instantly just turn tighter earlier. You can also do this if you meet an unexpected hazard. Or just stay wide for longer if it’s safer. You have options and escape routes.

Use the rear brake if you need to. This will allow you to slow and turn even tighter, as a last resort, but it needs to be applied gently, and reduced as your lean angle increases.

Introduction

We are responding to the MCIA’s call for a new approach to motorcycle road safety. We have posted on ‘Braking‘ before. This seems to be the priority issue.

The second problem is ‘Cornering‘ on the roads. Riders can lose control on corner entry. They can also lose control mid corner and crash. On exit, the rear wheel can slide. This can cause a potential ‘High Side’ that throws the rider into the air. Alternatively, they might just run off the road.

66% of fatalities are on rural roads. 58% of crashes are reported as not occurring at junctions.

I started as a RoSPA volunteer civilian accessor for BikeSafe in Lincs. The police told me that they get over a dozen biker fatalities in Lincolnshire on corners every year. Not because riders were speeding, but that they were apparently unable to make the corner, panicking and crashing.

I’ve ridden on the road, cornering like this since I started racing in the early 90’s. When I did BikeSafe in 2008 I expected to be criticised for it. And again when I did my RoSPA training and their Advanced Instructor’s course. And again when I had my DVSA riding test to become a Post-Test Trainer. No one ever has. (My ACU Road Race Coaching assessment wasn’t a problem either).

I am sure many others ride like this. But many don’t, having trained over 500 road riders in the last few years.

The advice is ‘Slow in Fast Out’ – ‘SIFO’

Background

We organized a classroom session and an on-road training course on cornering in 2010. We had been delivering RoSPA ‘RideSafe’ courses for 2 years, subsidised by Notts CC.

Rupert Paul from BIKE magazine joined us, and gave the day an encouraging write up. The drawing below then appeared in his book ‘Pass the Bike Test and be a Better Rider‘.

This is ‘squaring off’, made popular by Noriyuki Haga 25 years ago. It’s also similar to Keith Code’s earlier ‘hook’ turn for track riders, which is more brutal. (Twist of the Wrist).

We’ve edited it to add the escape zones that this technique provides for riders, which are critical. These zones are available at any point through the corner.

In 2012 we moved to track-based training for cornering, as it was clearly safer, and started ‘The School’.

The Method

Finish your braking before the corner.
Select a lower gear before entering if appropriate.
Keep your foot just over the rear brake.
Set your speed so you can turn more tightly when you can see the road is clear.
Use a light or closed throttle.
Enter the corner on the outside of the bend for the best view – if it’s safe.
Look through the corner and turn more tightly towards the apex, when you can see your exit line is clear.
Roll the throttle on smoothly after the apex, to pick the bike up
Take as much of your lane as is safe on exit.

You always have the yellow ‘escape zones’, at any time.

If you like leaning a bike, then this is your opportunity to do it safely. You can run as deep into the corner as you want. You can turn as late and as sharply as you want (within reason).

(You actually do this automatically by pushing on the inside bar – counter-steering).

Try and keep your head horizontal, but lean your body with the bike. It’s your eyes that contribute most to balance.

Accelerating on Exit

You need to be careful when applying the throttle on exit. A ‘High Side’ is more likely on the road due to a poor surface. You could run wide and off the road. Or into oncoming traffic even if you have traction control.

Always roll the throttle on steadily, as the revs build up. If you do lose traction, the bike will slide to the side. You should be able to correct it. You will snap the throttle shut automatically. The wheels should come back into line.

If you have the throttle pinned, the revs will rise instantly. This happens if the tyre loses grip. The revs may even hit the rev limiter as the engine climbs up the power curve. The bike will slew violently sideways. When you shut the throttle, the tyre will dig in, flipping you off the bike and into the air.

You could rely on traction control if your bike has it – but I wouldn’t. The danger is you’ll come to rely on it, and come unstuck on a bike that doesn’t have it. You’ll never learn to ride properly. On earlier bikes we’ve found it won’t necedsarilystop a fall at high lean angles, but should prevent a ‘high side’.

If you have traction control, then on the road consider setting it at least one below the ‘race’ or the lowest setting. Like the ABS coming on, regard any activation as ‘rider error’.

Personally I never trust computers. When we went from analogue to digital in the last century, we were assured there would never be any errors…. It would either work or not.

God help us with AI (which is usually ‘machine learning’ – they’re not that bright).

Gear Selection

Consider changing gear before entering corners. Don’t be lazy.

Most rural corners are best taken in 4th gear on larger bikes, although you may need to go down to 2nd or even 1st just before a hairpin bend.

This gives you tighter control and a better drive out.

You can pull the clutch in and blip the throttle, matching the gear and revs with your road speed as you’re changing down. (Sequential down shifting). This makes life easier on the clutch and gearbox. It was also essential when racing, before slipper clutches, to avoid locking the rear wheel.

You don’t need to do this if you have a slipper clutch. But do it anyway as you need the skill to ride bikes that haven’t. And it saves wear on the clutch. In any event, always let the clutch out slowly to avoid locking the rear wheel.

You brake with your left two fingers and blip the throttle with two outside fingers.

It takes some practice to get right, but it is very satisfying. And makes some more noise for those of us with louder exhausts. (My old KTM also pops and bangs rather satisfyingly on the overrun).

It’s also ‘good practice’ to do this when you’re slowing at junctions too, if done properly. It assures that you’re always in the most appropriate gear.

Yes, I know you were told to ‘block change’ as you came to a halt. It’s simply easier, but poor practise.

You may need to accelerate briskly away from a hazard, which you can’t in a high gear at low speed.

Rear Brake

It is sensible to have your foot ready over the rear brake. Press steadily down if you want to reduce speed at any time in an emergency. This will also allow you turn even tighter if you need to. You’ll need to steadily release it as your lean angle increases to avoid skidding.

Bear in mind engine braking will also be working alongside the rear brake. A big twin or single with higher engine braking will have more effect. They will have more effect than a large 4-cylinder bike.

You should be able to brake quite firmly up to around 24 degrees of lean (0.4g grip). This will vary dependent on machine, tyres etc. Leaning further will need you to gradually release the rear brake, to avoid a lock up. This is rear brake only!

Using the rear brake also transfers some weight onto the front tyre, sharpening the steering and providing more front-end grip. This will also help to tighten the turn.

Front Brake

Avoid using the front brake in corners as it straightens the steering and stands the bike up. And a front wheel skid usually results in a fall. However, a rear wheel skid, can usually be recovered if the rider releases the brake.

You can use the front brake, but only in an emergency, leaving it on as you turn in. The bike will resist turning, and try to stand up, so you will likely run wide. Doing this routinely as racers do, puts riders at very high risk, due to faster corner entry speeds, a variable road surface, and no safety margin.

If you try using the front brake mid corner you will likely skid and fall, or the bike will stand up and run wide. The official advice is only use it if you have space to stand the bike up, brake and run wide. The problem applying the brake mid corner, as opposed to trailing it in, is the lack of weight and grip on the front tyre. So it needs a very gentle application and great care, or a skid and fall is very likely.

Using just the rear brake is safer.

Hopefully this method will avoid riders having to learn by experience (trial and error). It’s painful, usually involves visits to A&E, and lots of bits of broken coloured plastic – from experience.

This is the basis of cornering lines from our track training courses, on which the advice is based.

The advice is to consider using the green line.

The red line shows what happens when you turn in too early.

The yellow line tends to be the usual ‘fast riders’ line. The bike is at maximum lean for most of the corner. No room for error. No safety margin. You’re committed from the point of entry.

Cornering Issues

From experience, there are 4 main problems when cornering, which this method seeks to address:-

Misjudging entry speed – in too fast.
Turning in too early.
Taking RH corners leaning into the oncoming lane.
Failing to spot a hazard on the road surface, or having to avoid other mid corner hazards.

Misjudging Entry speed – in too fast

Problems with corners often occur because riders misjudge their entry speed. They find the bend is longer, or tightens mid-corner. They try to brake and fall. Or simply panic and run wide.

There is a good section on judging entry speed using the ‘Limit point’ or ‘Vanishing point’ in Police Motorcycle Roadcraft. It is the furthest point of continuous tarmac you can see. A road hazard may be hidden in a dip. You might also be misled by looking at hedges, fences, telegraph poles, etc. You could wrongly assume they follow the road. Sometimes, they don’t.

There is one local junction where two riders I’ve trained ended up on the grass verge, luckily without falling. The hedge line is misleading, and the bend is on the brow of a hill at a junction.

The limit point starts to move around the corner as you approach it. With practice you can use this to judge the tightness of the bend and set your entry speed.

There is a tendency for some riders to want to go around corners as fast as they can. They assume that the faster they go in, the faster overall they will be. Wrong.

We see this on-track all the time.

We’ve nearly all been too enthusiastic at some time or another, or been caught out through not paying attention.

With this method you are already entering at a speed intending to turn in more tightly. You can do this when you can see the exit is clear. So a tightening bend, and most hazards, should be avoidable.

Turning too early

Turning in too early can lead to running wide on exit. It’s a problem both on road and track. It can also be a panic reaction when riders feel they are going too fast. Or due to a lack of confidence that the bike will turn in time.

The rider then cannot turn in as they are too close to the inside kerb. Or too close to the centre line on RH corners. Their view is also restricted.

As the bike gets to mid corner, it then starts to run wide, heading towards the scenery. Or across the centre line, possibly into oncoming traffic.

The rider now has to turn more sharply to stay in the lane. This is after they should have apexed and accelerated away. Dependent on speed, ability, luck and confidence, they may be unable to.

Leaning across the centre line on RH corners

The suggested method allows you to lean over into the opposite lane only when you can see it’s clear. But it’s safer to keep all of you and your bike in your lane. Never cut corners by riding over the centre line. It’s too risky generally and tends to become a dangerous habit.

If you are leaning into the incoming lane and a vehicle suddenly appears, you will be at serious risk. You have to immediately bring the machine upright, and then lean it back over again. There may not be sufficient room on the road for this.

If the rider tries to turn the bars to the left away from the oncoming vehicle, which they may do in panic, the opposite will happen and the bike will turn tighter into the oncoming vehicle (counter-steering).

Even if the rider has avoided the vehicle, they are still left heading towards the scenery. This will usually require the rear brake to be applied. You then need to get the bike back over again.

The alternative, only when the bike is upright, is to apply the front brake smoothly. If there is enough space to stop.

Best keep within your lane?

Failing to see a Hazard

This can be a simple lack of attention. Or an unexpected hazard – pot hole, gravel, mud, diesel, oncoming vehicle cutting the corner, etc. etc.

Sometimes surface hazards are not obvious until you get close. A pedestrian or vehicle can also appear ‘from nowhere’. A horse may be just out of sight. A dog. A deer. A scaffold board from off a truck. An oncoming vehicle may cut the corner or run wide.The list is nearly endless.

It’s the ‘unexpected’ nature of the hazard that is often the root cause of crashes.

The suggested method should allow you to change course quickly to avoid hazards. You have options. Both ways. You will probably be in, or close to, the RH or LH car wheel track, which tend to be clear of debris. But you may have to avoid turning tighter towards the apex and stay wide if there is mud etc mid lane.

Or you may have to turn tighter earlier to avoid a hazard on your path. You are planning to turn tighter anyway.

Below are two illustrations from the New South Wales Riders Handbook regarding oncoming vehicles.

If you’re in the habit of entering corners as fast as you dare, you will have few options.

Leaning the Bike

Many riders are worried about leaning the bike, and the tyres losing grip and sliding.

On a fairly decent road surface, you can usually lean the bike to 45 degrees safely, with a 30% grip safety margin. 55 degrees is probably the limit for most bike and tyre combinations – (not cruisers which can deck out at 25 degrees).

In an emergency, you can probably lean the bike until something scrapes. This is usually the footrests, which are designed to hit first as a warning. They then fold up to prevent the wheels from being lifted off the ground. Many have ‘hero blobs’ under the footrests that scrape first. These can be replaced.

When you lean far over for the first time, many riders seem to confuse the suspension sinking under the centrifugal force, with the tyres sliding. We’ve often heard riders saying they ‘lost the rear’, when it was just the suspension compressing.

However, it’s not sensible to habitually ride at steep lean angles. 35 degrees is probably the maximum for the road, giving you a good safety margin.

If you’re not confident of leaning the bike, you are at high risk.

Don’t Panic

There are two usual mid corner panic reactions.

The first is to hit the brakes. If you snatch the front brake, you will likely skid and fall. Even if you have ABS, if you squeeze the front brake, then the bars will twist, sometimes violently. The bike will sit up and run wide.

If you stamp on the rear brake it will also likely skid and you may fall. However, with ABS or gentle pressure the bike slows allowing you to turn tighter at the same lean angle.

The second panic reaction is to think the bike is falling inwards or sliding, and the rider jerks the handlebars into the corner to bring the bike up. Again, you will run wide.

If you find yourself going too fast, or needing to turn tighter, just look where you want to go, not where you don’t. Press gently on the rear brake and push on the inner bar to counter-steer the bike into the corner. Practice this carefully until it becomes automatic in an emergency.

Official Guidance

There is a lack of diagrams from the DVSA, or in the latest Police Motorcycle Roadcraft. In the 70’s version, this was simply the largest continuous radius back to the centre of the lane.

But look carefully, and you’ll see the danger if the bend is longer than you thought, or tightens. You’ll have to brake or run wide over the centre line, or through the scenery.

Maybe this was why it was dropped?

If you use the suggested method, you simply stay wide at a slower speed until you see the exit. Then turn tighter and accelerate away. Your maximum lean angle is for a short duration at the apex. Not all the way around the corner.

The main difference is the faster rate of turn just before the apex in our suggested later turn in. You can do this simply because frames are stiffer, steering geometry more radical. Tyres are far grippier and engines far more powerful. You can be back up to the speed limit in a second or two.

Maintaining higher corner speeds, which was the best route on older slower bikes when maintaining speed was the aim, is still used in the lower capacity racing classes.

An old DVSA videos shows the ‘Wall of Death’ line, around the outside of the corners, again leaving little room for error.

Check your Lean angle

You can check your lean angle using a phone App or a data logger. We use the KurvX system, which displays your maximum lean angle shortly after the corner. The display goes to red if you’ve leaned over 35 degrees.

You can then play back your route and back check your lean angles on corners, which are colour coded. Best to stay out of the red on the road.

This is a few steady laps at Cadwell Park, but it’s also useful to be able to check your road riding. Really useful feedback for training on road or track.

Press release – ‘The Hidden Factor in Motorcycle Crashes’

January 18, 2024November 11, 2024 by Bike Coach, posted in advanced motorcycle training, braking, motorcycle training, motorcycling, safety, Uncategorized

‘Brake like a pro’ – Motorcycle Safety Campaign 2024

IN AN EMERGENCY

– 50% of riders skid and fall

(Forensic Crash Consultancy Ltd)

The problem has remained unidentified within the Government’s accident data of ‘contributory factors‘ probably within ‘loss of control,’ or simply not recorded.

These are the findings based on slide marks left on the road and the severity of the impact, based on the damage to vehicles and injuries to the rider, confirmed by traffic camera footage and GPS data from helmet cameras.

Riders falling and sliding down the road take far longer to come to a stop.

Published Research has also found that circa 50% of riders cannot even achieve Highway Code stopping distances.

(Axion Forensic)

The research also found that the difference between the best riders and an average rider braking from 60 mph, is the difference between stopping in time and a 30 mph impact, or a 40 mph probably fatal impact for the worst riders.

Research has also shown that the problem is not related to the level of rider experience.

Emergency Braking Performance of Motorcycle Riders. Huertas-Leyva, P., Nugent, M., Savino, G., Pierini, M., Baldanzini, N., & Rosalie, S. ( 2019.)

The situation is not helped by conflicting and misleading published advice from the DVSA and in Police Motorcycle Roadcraft, on emergency braking.

The conclusion has to be that we as a training industry are failing riders, and this must be urgently addressed.

In the meantime, riders can brake test themselves (with care) using a phone App such as iAccel Lite which is free. 0.67g is the Highway Code Standard, 0.8g is achievable with practice (with great care). Advice on braking is below, but if in any doubt please contact your local training organisation.

Riders need to practice repeatedly until the technique becomes embedded and automatic. In theory, this takes 200 repetitions to create the required ‘muscle memory‘, enabling maximum braking without conscious thought.

Riders on machines without ABS should never practise on their own, due to the risk of a skid and fall.

Racers and trackday riders should mostly already be ‘pre-programmed’ and capable of close to 1g.

Background

At the end of 2023, the MCIA called for a new motorcycle safety strategy. ‘Speeding’ and ‘Think Bike’ have been pursued for well over a decade, but motorcycle casualties haven’t reduced over the last few years.

Adhering to speed limits and being aware of hazards is only part of the problem. It’s also being able to brake in time. Having trained riders for 14 years, we know that many if not most, with training, can reduce their stopping distances significantly.

What we didn’t appreciate was the extent of the problem and the very serious implications for road safety.

For car drivers, stopping in an emergency just requires the driver to stamp on the brakes even when cornering, as almost all vehicles have ABS (anti-lock) brakes. ABS has only been compulsory since 2016 for motorcycles >125cc.

The problem has remained hidden as ‘failure to brake properly’ is not a ‘contributory factor’ in accident statistics.

A failure to brake in time could also be incorrectly classed as ‘Speeding‘, which in the 2022 accident stats shows as 10x more likely for riders than drivers. It could also be lost within ‘Failed to look properly‘ when the rider anticipated the collision but couldn’t stop in time, or within ‘Learner/inexperienced‘. In addition, 30% of collisions have no recorded contributory factors, up from 14% in 2013.

This is primarily because most motorcycles, except for some 2013 Kawasakis, don’t have ‘Event Data Recorders‘ whereas many cars do. However, extracted post-crash data from traffic cameras and rider’s helmet cameras confirms that many riders cannot stop properly.

If you compare the stopping distances from published US research from Axion Forensics, the best ‘Magazine Test Riders‘, can stop at half the distance than the worst road riders.

From 60 mph, this is the difference between stopping in time and a 40 mph probably fatal impact, as braking obeys a ‘square law’.

It is hoped that the Government, trainers, road safety organisations and charities will look at new initiatives to address this root cause, to raise awareness, encourage practise, and provide additional braking advice and training nationwide. The most vulnerable group is +17 years teenage riders who move from a 50cc ‘twist and go’ to a 60 mph 125c geared motorcycle, not required to have ABS with no additional training, but riders, parents and non-DVSA licenced trainers need to be aware of child protection issues.

It is also intended to encourage more research into the problem and to address the differing and contradictory advice from the DVSA and Police Roadcraft, on how to brake in an emergency.

Advice on Braking

Riders on ABS-equipped bikes simply need to have the confidence to apply both brakes firmly, which is often a problem due to current or previous experience on bicycles, when riders can skid and fall, or go over the handlebars.

Based on racing experience, research and theory, riders require a high degree of skill and practice to brake effectively.

Shut the throttle, apply the rear brake, sit up and lean back, all at the same time.

Reach forward and squeeze – do not snatch – the front brake with increasing pressure.

If the front wheel locks, release immediately and reapply.

If the rear wheel lifts, release some front brake pressure to stop the bike tipping forward.

Disengage the clutch as you come to a halt

When banked in a corner, just apply the rear brake.

The rear brake should be applied immediately, but on non ABS machines, may need to be steadily released again to avoid the rear wheel skidding.

Riders need to avoid snatching the front brake, instead squeezing the lever with increasing pressure, just enough to avoid locking the front wheel, but enough to transfer the weight as quickly as possible onto the front tyre, then slightly reducing the pressure as the bike slows to leave the rear tyre just lightly touching the road surface.

Riders also have to release the throttle, extend their fingers, grasp the front brake lever and pull, which is thought to extend reaction time for another 0.5 seconds or 44 feet @ 60 mph. So covering the front brake with your first two fingers is recommended, as is using the rear brake, which will be applied sooner as the rider just had to press their foot down.

Riders can also ‘trail brake’ into corners in an emergency, braking and steering at the same time, as racers do, but it requiries a high degree of skill, and very careful instruction which is best undertaken on a track.

Feedback is welcomed, and further posts and advice are planned.

For more information see:-

Motorcyclists – ‘Brake like a Pro’

Mike Abbott MBA, RoADAR (Dip), DVSA RPMT 800699, ACU Coach #62210

British Superbike School

Applewood

Old Hall Lane,

East Markham,

Newark

Notts NG22 ORF

Tel: 01777 818013

Mbl: 07939 041606

Web: www.britishsuperbikeschool.co.uk

Email: mike@britishsuperbikeschool.co.uk

Response to MCIA CEO Tony Campbells call for a major rethink on motorcycle safety

December 15, 2023November 22, 2024 by Bike Coach, posted in Uncategorized

https://www.mcia.co.uk/posts/motorcycle-industry-association-mcia-ceo-calls-for-major-rethink-on-motorcycle-safety

In response to the call, below are some suggestions for a new strategy for motorcycle casualty reduction.

Motorcycle Braking and Cornering

Riding Test to include:-
- emergency braking from 60 mph (currently 30 mph).
- cornering on rural roads
- banking a motorcycle to at least 30 degrees on corners
Riders to be trained to:-
- brake safely into and around corners in an emergency.
- to countersteer.
Ensure riders are aware of ‘target fixation’ and ‘you go where you are looking‘.
Current DVSA advice on emergency braking to apply front brake before the rear to be reviewed and changed to applying both brakes at same time.
New suggested cornering lines to be published, with a wide entry and late apex for increased safety.
Linked ABS to be mandatory for all PTWs over 50cc, specifically including 125cc which are currently exempt, as these are the PTWs that riders learn to ride on.
A maximum tyre age – suggest 10 years – for motorcycles to be enforced at MOT.

Safety Campaigns

Focus to move away from speeding – to braking, reaction times, paying proper attention, and duty of care.
New focus on thoughtless, careless and reckless driving and riding, advising of the illusion of safety in vehicles, and the consequences of collisions for vehicle occupants and riders, particularly above 30 mph, using case studies.
Car drivers to be made aware that occupants can be killed by a side impact from a motorcycle at a junction.
Motorcycle riders to be made aware of the dangers of cornering on rural roads.
‘Know the Dangers’ presentation on T junctions to be promoted more effectively.
Oil and diesel leaks from vehicles, overfilling, leaking caps and poor maintenance.
Further research by Professor Alex Stedmon on road markings to be pursued.

Pre-emptive Interventions

High risk drivers and riders to be identified via effective road policing and the use of traffic cameras.
All collisions, even minor, to be reported to the police.
Insurance companies to be required to advise the police of any reported collisions.
‘Crash Awareness’ courses for drivers and riders involved in any collision.
Compulsory retraining and assessments for identified high risk or convicted drivers or riders.
Reintroduction of ‘RIDE’ safety courses nationwide for motorcyclists.

E-Scooters and E-PTWs

E-Scooters to be banned and replaced with E-Cycles (or similar self powered PTW with footrests or footboards instead of pedals) which can meet Highway Code braking standards and negotiate kerbs etc. safely.
Any PTW (or powered single, 3 or 4-wheeler) to be required to meet reasonable safety standards, even for use on private land, particularly braking. This to include currently ‘Ball boards’, ‘Hover boards’, ‘Powered Unicycles’ and ‘Powered Skate Boards’ etc.

New Road Accesses

The Law to be changed to require approval for any new access to the road network, not just to classified roads.
Planning permissions, where these involve safety issues including minimum driveway widths, turning areas, visibility splays and surfacing to be rigidly enforced by local councils, and by the Justice system.

Traffic Enforcement

Illegal parking with 10 metres of road junctions to be enforced.

Training

‘Down Training’ (sitting next to Nellie) for learner trainers to be replaced with a professional vocational course and qualification, including appropriate theory.
Change the Law so that anyone training riders commercially on the public highway, including post-test, must be licenced by the DVSA under current arrangements
Post Test and Young Rider Motorcycle classroom theory training workshops to be promoted and delivered nationwide. (‘SharpRider’ and ‘Twang’ previously designed and delivered for local Road Safety partnerships are available FOC to use nationwide).

Motorcycle Safety Equipment

CE approved neck braces to be investigated for all motorcycle riders.

The Intention is to publish further posts on the above subjects to provide more detail, and provoke further discussion.

I hope that this response will spark a useful debate which will result in a new agreed more effective and rational strategy to reduce motorcycle fatalities and serious injuries.

The ideas are based on over 50 years of riding and racing motorcycles, 14 years experience of working with the local Road Safety Partnerships, the Police, Fire Service BikeSafe, RoSPA, IAM, the DVSA and ACU, fellow trainers and coaches, assessing and training over 2,000 motorcycle riders on road and track, and is also based on published road safety data.

I am also a time-served automotive engineer (Ford), a qualified FE Teacher, and have an MBA which has given me a basic understanding of psychology.

Mike Abbott MBA, RoADAR (Dip), DVSA RPMT 800699, ACU Coach #62210

The British Superbike School

Applewood

Old Hall Lane,

East Markham,

Newark

Notts NG22 ORF

Tel: 01777 818013Mbl: 07939 041606
Web: www.britishsuperbikeschool.co.uk

Neck protection for motorcyclists

December 12, 2023 by Bike Coach, posted in Uncategorized

We were recently looking at specific risks to young motorcyclists for the National Young Riders Forum. I have a friend who is now a Consultant Surgeon, but spent much of his early career in the NHS in A&E.

I asked him about typical motorcycle injuries and for advice.

His main concern were fatalities and serious life changing spinal injuries, basically because most other injuries he could fix.

I then started looking at neck braces, and was given an airvest with an inflatable collar, which I’ve been wearing.

Many racers and trackday riders are now starting to wear them, with one of our young stars Joe Woodward inadvertently testing his out several times without injury

My latest helmet came with a separate inflatable collar which looks like a pillow for aircraft passengers, and no instructions.

We’re now starting to see more designs coming onto the market, but not all are CE approved.

Doing some more research, I found this piece of research below from Imperial College. Worryingly, it appears some collars can actually increase the risk of neck injuries, so take care when buying a brace.

MX neck braces have been around for a while and there is evidence of how effective they can be, it’s probably the new collars for road or track riders that need to be properly assessed.

Click to access Assessment%20of%20the%20protective%20performance%20of%20neck%20braces%20for%20motorcycle%20riders_A%20finite%20element%20study.pdf

Imperial Collge Research into neck braces for motorcyclists.

‘The results show that using such devices may increase the neck forces and the stress level in the cervical spine and consequently can increase the risk of neck injury. The results show that the design of such devices requires better understanding of mechanisms of neck injury mitigation.‘

Basic Advice – ‘Four Fingers’.

Introduction

Official Advice

DVSA

POLICE MOTORCYCLE ROADCRAFT

Emergency Straight-Line Braking

Emergency Braking in a corner

Be Prepared

Practise Using a Phone App

PRACTISE USING A DATA LOGGER

Practise, Practise, Practise

Why this sequence?

Wet Roads

Braking Mid Corner

Rear Brake

Front Brake

Trail Braking

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Summary

History

Findings

DVSA Data

Training needed by age

Modules taken

Extra Modules Taken

Training vs Casualties (KSI).

Conclusions

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The ‘Fox’s Ears’

The ‘Fox’s Nose’.

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Our Response

Current ‘Advanced’ Training

Proposed Advanced training

Invisibility

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Summary

Introduction

The advice is ‘Slow in Fast Out’ – ‘SIFO’

Background

The Method

Accelerating on Exit

Gear Selection

Rear Brake

Front Brake

Cornering Issues

Misjudging Entry speed – in too fast

Turning too early

Leaning across the centre line on RH corners

Failing to see a Hazard

Leaning the Bike

Don’t Panic

Official Guidance

Check your Lean angle

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‘Brake like a pro’ – Motorcycle Safety Campaign 2024

IN AN EMERGENCY

– 50% of riders skid and fall

Published Research has also found that circa 50% of riders cannot even achieve Highway Code stopping distances.

The conclusion has to be that we as a training industry are failing riders, and this must be urgently addressed.

Background

What we didn’t appreciate was the extent of the problem and the very serious implications for road safety.

Advice on Braking

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