My first Track Day!

Three events have converged nicely to hone my riding skills. First, on July 26, I took an advanced street riding strategies class that stressed better braking, proper cornering and entry speed, and using lower body action to become a maximally efficient rider. Second, about a week later I came across an excellent book, Riding in the Zone: Advanced Techniques for Skilled Motorcycling, that I’m planning to review soon. Third, I was approached to participate in my first Track Day (TD) event.

I had planned to do a TD before the end of this ride season. Then on Saturday, while in Motoworks to retrieve my SV650, I ran into Johnny, the owner who asked me when I was going to participate in their TD. I said I wanted to and had planned to—sort of. This has been my response now for several years. He asked what I was doing Sunday, the next day. Actually, work had made me cancel my trip, so I was relatively free(er). He sprang it on me that the Motoworks sponsored TD would commence with a Sunday dinner gathering at Gingerman Raceway on Monday in South Haven, MI. Although caught a bit off guard, it didn’t take much to convince me that it was time to do Johnny's TD. I had one tentatively scheduled for September at the Autobahn in Joliet--but what the heck…

Had a nice, hot and sweaty ride up to South Haven on Sunday. Only the last 30 minutes of the less than 2 hours ride turned dark and rainy with an added benefit of a cooling wind. The dinner at Clementine’s was a chance to see familiar faces (the Motoworks staff) and meet a few new ones. “Thanks” to Johnny for picking up the dinner tab for the whole group.

Monday, 7:30 a.m. check in at Gingerman Raceway. The day began with registration, high energy snacks, bike prep and inspection, and track staff introductions. The event was taught by the folks at Sportbiketracktime.com. The instructors all seemed highly skilled and unquestionably competent. They were an engaging bunch and full of clear and easy to instructions to share. I was impressed with how accessible the instructors were. I appreciated that they emphasized safety above all else and underscored that the tone of the day was not about racing but about improving one’s skills at cornering and its related components. After introductions and spelling out the rules of the day we were ready to roll.

(Beemers were out in full force)

We were separated into groups by skill level. One of the neat things about this TD was that it was low keyed and non-competitive. About half of the participants were new, either never having done a TD or having only one under their belt. This made for a dynamic group, in my opinion. All told, there were around 50 riders with half being “advanced” TD riders and the other group consisting of varying levels of “Novice.”

Prepping the bike is quite interesting. Everything that could send a signal to the rider and those around him or her gets taped. This includes all lights, speedo and tach. Initially this seems rather extreme but soon the “why” becomes clear. One doesn’t need distractions on the track. Moreover, not having this information forces one to rely more on the brain and other sensory cues. Deflating the tires to 30lbs also made sense in that doing so increases the tire contact patch, which puts more rubber on the road.

Classroom meetings: Each ride session was approximately 30 minutes followed by a classroom meeting. In class, we listened and learned things about the track, heard strategies for maintaining clean lines, and asked for assistance on specific track challenges. We learned about tricky corners and how to enter and exit them; we even heard a bit of physics on how bikes behave when leaned, when given more or less throttle and how body action works for or against one’s efforts. Bright orange cones, located throughout the track were demystified and explained as more than place holders but as valuable pointers for executing turn-in and noting an apex; we learned to use visual cues as aids in honing our developing cornering skills.

The Track layout: We began by following our instructor, whom we shadowed on the inner line, the outer line, and then the race line of the track. Each line requires an adjustment on how good cornering is accomplished. I found some of my pre-lunch runs better than some of the later ones. Adrenaline might be the reason. I had made goals the night before that this was going to be about my own improvement. Nothing more. Nothing less. I will never be the fastest rider on the road. It’s not a goal I covet. I do, however, want to be highly skilled and competent on the road, to be in control no matter the road challenges I’m likely to encounter. So, I happily settled in or near the back of the queue for my group.

The track is fast—or so it seemed to me. The ground, which I should not have been looking at, whizzed by at shockingly extreme speed, which was mostly mental as I never got out of third gear—but I never ran in third gear THAT fast and THAT hard before! Regardless of the actual gear the bike was in, we were moving FAST!  The speed definitely required one’s full concentration as the track’s challenges were inspiring, surprising (at times) and ongoing. Getting lazy in any one area could lead to trouble down the road, so to speak. Although the 30 minutes time slots on the track always seemed to fly by, being in the zone, in such an intense way demanded huge chunks of physical and mental energy. Remaining focused, hydrated and responsive on such a hot day, added to the TD demands.

On the track, some turns/corners seemed effortless but it was not something one could count on. One easy corner turned out to be a tricky set up for the more challenging ones down the track. I learned early on that the corners could never be taken in isolation. One had to consider the track as a whole. Corners are linked in that how one enters one corner can make or break the next. In other words, it was necessary to set up properly for corner "A", because it could determine how one handled corner "B" and so on. That’s not to say one can't make corrections. But it does say that it’s easier to do the cornering correctly so that the road doesn’t become one big struggle to survive each turn. The only way to deal with this well is to ALWAYS be looking ahead, always be aware of what is coming up on the road so that you can set yourself up properly. For those blind corners, well, if you're in the correct position on the track/road, you can even handle these blind corners well by being in a good lane position to act swiftly when you finally can see around that corner. Constant scanning is exhausting work as is being on high-alert every minute of a ride.

(Some of Motoworks' staff)

One of the biggest lessons I learned was trusting my bike to execute my input. As someone with a huge investment in my brain, I tend to deliberate before I’m willing to commit to an action. Motorcycling often requires quick judgment. Yet, some things seems counterintuitive. Like counter steering. In the early days of learning to ride, counter steering seemed (b)ass (a)ackwards. Now, I can’t imagine why that concept once gave me pause. On TD, I realized that while I have no problems leaning, I was not as quick to roll through all corners—particularly at the more extreme lean angles--I was conservative at best. The thought of giving it more throttle at such times seemed crazy. I learned that this inability almost always meant that I had entered the corner too fast to begin with! The bike behaves better when one can enter the corner a tad slower, start the lean and roll completely through.  On baby, moderate speed corners this was a non-issue. But on faster corners, that came at me in a flash, and required sharper leans even a split second of hesitance is not good. I began trying to decidedly and consistently roll through each corner, more and more, and by the afternoon, I got it. This is huge for me. I thought of my Suzuki SV650 with its light weight and high fun factor and realized that it would be a perfect TD bike. I made a mental note to use it next time. I must admit, I had to shake off thoughts of damaging my ST. Perhaps that’s good for it kept my focus totally on the task a hand, so much so that I think I gave myself a headache by the afternoon.

I marveled at the advanced group. I saw people dragging their knees. I saw people who looked like they were sitting on the side of their bike they were hanging that far off the seat. I’m not sure I ever what to join their ranks but I leaned farther that day than ever before on my bike and I am confident in trusting it to respond to inputs from my throttle, handlebar and body shifts.

Throughout the day, the classroom continued to be a place of wise instruction and check in on the track experience. I asked a question about turning wide in one particular corner. The instructor told me what to do, he stressed being aware of my cornering line. The outside-inside-outside we learn during early motorcycle instruction, works in many circumstances. But one can’t apply that to every corner. I had been using the cone as the point at which I executed my turn in but consistently was going wide in the same corner. He told me to watch my entry. Am I turning in too early or too late? Am I leaning too much? He suggested I follow a delayed apex line, that I should travel a little pass the cone, look well into the corner and quickly execute the turn in. It was the quick, deliberate execution of the turn in that worked. All this while not focusing directly on the cone, of course. Bottom line, slow down the entry, look through the corner, commence the lean and throttle through the corner. It’s what I’ve read from other as: the slow in and fast out method.

(The Suzuki Gladius 650)

This brings up something that is powerfully examined in Ken Condon’s new book and included DVD, Riding in the Zone. In it, Condon emphasizes the importance of visual acuity, that is the ability to read the road, use one’s eyes to make a host of determinations about what is observed on the road, when to initiate one’s plan for safe riding and proper execution and knowing at all times the best lane position for conditions. Condon’s stresses that our eyes are not only for looking but for seeing, which are not necessarily synonymous.

(Holly's too cute trail bike!)

I ended my TD a little early only because I managed to acquire a headache. On my last run I found myself paying more attention to my brain drain than the track. Time to get off. I had a fabulous time, a day full of learning and getting outside my comfort zone. We improve by stretching our limits in a safe and controlled environment. As I packed up for home, I thought, “I’m impressed. I’m getting out of here without anyone asking me anything about my hair or making some ridiculous hair comment. But before I pulled off, four people separately made a hair inquiry. “Yes, it’s my real hair.” “No, it has never gotten caught in the chain--my bike doesn't have one.” “I’ve had locks for more than 10 years.” “No, they don’t take a long time to ‘braid’” 

Still, it was a special day and I’m looking forward to returning next ride season.

(Thoughtful of them to match the tape to my bike) 

I rode home that day with renewed confidence from having participated in my third rider skill building activity in weeks: an advanced street riding course, reading a new skills book, and my first Track Day. It’s all about riding with confidence and competency and an ongoing goal of increasing skills mastery. Do a TD, it stretches your riding muscles.

It doesn't get any better than 3 in 1...

Another canceled weekend trip turned out to be a very good thing. On Saturday, I was able to ride all three bikes. I used the ST to do some general errands. Afterwards, I dropped by Motoworks to retrieve the SV650 to take home to the suburbs. When I arrived, I took Dave's BMW F650GS on a little trip (still helping out to keep the GS running well). This is tough work (hehe).  Riding three bikes in one day is pleasurable beyond description. Each on required a different touch: the throttles had unique personalities. The ST is smooth, even and tame. The SV is twitchy, itching to go and a tad on the wild side. The GS is jeepish, solid and gets the job done without the drama of the SV, for example. Friction zones too have different personalities with the GS being the most forgiving--from a dead stop, it pulls in second gear without hesitation--the ST will too but it doesn't like it. The GS and I headed for Kankakee River State Park in Kankakee, IL.

I avoided the Interstate in favor of back roads and long stretches of emptiness and sweeping curves. Corn and soybean fields lined each side of me much of the way. 

For the most part, the roads were devoid of traffic. At times, the isolation was interrupted with an attractive old farm house or a fancy, modern mansion sitting on vast land. The GS seems made for roads like these. The road shoulders are replete with gravel that I didn't find objectionable. I never hesitated to pull over in because the bike enters and pulls away easily from such shifts in road surface.  I think these roads will make for some nice early morning photos and I made a mental note to return in the near future.

When I arrived at the park, I spent a little time at the river. I parked near another motorcycle because that's where an empty space existed. Had I known what was in store for me, I probably would have parked farther way. As I turned off the bike a couple sitting at a park bench turned. I thought the man was saying something but I couldn't hear him until I removed my helmet. He looked like he belonged to the Harley Davidson I parked next to. 

"Hey, aren't you hot with all that stuff on?" He motioned to his head and body. 

I hate when this happens. I mean, I don't ask folks anything about the gear they wear or don't wear. Why do I seem to always get people who shun gear asking me about mine.  It bugs me.  His voice is not questioning, it's more of an accusing statement. Inside I want to tell him to leave me alone. Instead, I just say, "No, I'm not, I'm fine." Frankly, I am ATGATT (all the gear, all the time). If I were burning up, sweating profusely, ready to drop of heat stroke, I'd never admit it to people who adopt that tone with me. It was a warm day but donning weather appropriate gear is possible. It requires an investment of money to find the right gear and a commitment to wear it. Period.

I reversed my route and headed home. While on one of those lonely roads, I thought about why I love solo riding so much. I am able to ride my own ride. Whenever I've ridden with Dave, for instance, I am paying attention to him and thus slightly distracted. My thoughts are interrupted as I watch him for and ignore the rode. Out there alone, I quickly settle into my own zone; I self talk about the ride and potential hazards; I vary my speed; I stop when I want; I do not need to synchronize my nature calls with anyone else. Solo riding. It's all about me and that's not a bad thing.

Stay tuned to hear me yak about Monday, my first Track Day of fun-filled learning.  

Kettle Moraine Scenic Drive on the BMW F650GS

Sometimes letting go is the only thing to do. I had another 1000 plus miles weekend planned. What I have to show is roughly 320 miles on the GS and less than 50 on the ST. Recall, I'm in the BMW mileage contest--I think, which is another story I'll save for another time.

Saturday I had research on the Underground Railroad planned that would take me to Indiana and OH. Excitement? Anticipation? Anxiety? I don't know. But I didn't sleep Friday and by 4am Saturday morning, just two hours from the time I wanted to depart, I was sleepy, cranky, and bewailing the insomnia that seems to have a stranglehold on me. I canceled the trip and for the rest of the day dragged around, doing an incredible performance of a zombie that was nothing short of academy award winning.

Sunday, I would spend the day with Dave's new BMW F650GS, the twin engine, detuned 800cc. His knee problems have him temporarily sidelined. I am going to hang in there and make this sacrifice to help him out by doing the honorable thing and helping to take care of his bike. It's tough work, but I'm willing to go the distance. Dave, I've got your back--or is that "...your bike."

I was up early preparing the bike--probably should have done that the night before. But we have our rituals. Well, my Cortech tank bag couldn't be attached properly. Neither did a second tank bag I tried. It took close to an hour of frustrating fiddling. Dave's tank bag is a towering top hat sort of bag, which is simply not to my liking. I rigged up my small tank bag, which sat cock-eyed on the tank. I departed almost two hours later than I planned.

Wisconsin's Kettle Moraine Scenic Drive (KMSD) has been calling me for a a long time.

It starts near Whitewater and ends about 115 miles northerly at the Sheboygan Marsh near Elkhart Lake. I'm more than 100 miles away so getting an early start is key. To me, it is never too early to head out. I live for those times, where I can motor along without all my defenses on extreme high alert, a time when the streets are quiet, almost barren. Some are entirely devoid of cars, which can feel like I'm alone in the world. I can settle back a bit and enjoy the hum of the F800ST engine, take in the smells of nature--alive and dead-- and the observe landscape whizzing by. It's a time that also brings out deer in search of breakfast.

I decided to take the back way to WI, avoiding the Interstate and tollway. Any chance I get, I will do the northern portion of the Lake Michigan Circle Tour, which carries me through some of Chicago's finest neighborhoods. It's the route I like most because it winds along Lake Michigan, allowing gorgeous views. On an early Sunday morning this normally congested route has few cars but in place of this are bicyclists--tons of them. They are ubiquitous! They ride solo and in packs--sometimes four abreast, taking up 3/4 of the lane with impunity! As a former bicyclist, I always wave and give them their space. In addition, motorcyclists were out in droves Sunday. Before losing sight of the lake, I saw a beautiful doe in Winnetka, appear instantly on the street. She looked lost and confused as she pranced across Sheridan Road. I wished her safety and kept moving. Probably etched in her DNA is residue memory that what is now Sheridan Road used to be prime foraging ground before the humans came.

It took more than a couple of hours to reach WI but on days like this, when the weather is perfect, time is never really an issue. Still, by the time I located the start to being the Kettle Moraine Scenic Drive, the chances of completing the entire course were fading. In all, I did approximately 1/4 of the KMSD but that was enough to assure my return to do the complete route and the Holy Hill side trip. The KMSD is made up of several units within the Kettle Moraine State Forest, which covers thousands of acres of land. My ride was limited to the Southern Unit. The roads are replete with long sweeping curves and rolling hills. Motoring along quiet county roads like "H" and "ZZ" "VV" are nothing short of amazing. County road C is a favorite. Look for the green and white acorn shape signs and follow along. At times that's challenging but even getting terribly lost on these roads is fun. Just let go.

Let no one say that the Midwest is only flat and straight. The KMSD demonstrates advancing and retreating of the Wisconsin glacier thousands of years ago. The diversity in the landscape is breath-taking. The road curves, sweeps, has rolling hills and beautiful cliffs. Moraines that are hundreds of feet high can still be seen in the area. It is worth a stop at the Kettle Moraine State Park, where the history of the area can be demystified.

Along the route one encounters interesting historical sites and enough quaint stores and shops to help break up the isolation of the county roads. I should have snapped a photo of one obviously popular place where a bunch of bicyclists and motorcyclists co-existed over ice cream or a cold beverage.

Although there are plenty of photo ops on the site, I didn't take many. Pulling over on many of the roads takes considerable care as many of the shoulders are filled with sand and gravel, which makes sense given that moraine are comprised of gravel, rock and sand. Curves can be tricky in spots and stopping requires careful footing. I settled back and just enjoyed the ride. I plan to return soon. I realize now this trip warrants an overnight stay so that I'm ready to roll in WI the day of the ride and devote an entire day to riding all the units. Stay tuned.

I rode enough to do a little review of the F650GS, which I'll post in a few days. I will say, it is a fun bike with great ergos and enough power to hang with the big guys. It has, without question, a tortuous stock seat. More later on the incredible GS twin.

Mileage: 320

Fun factor: 8 out of 10

Letting go: 10/10

Clutchless shifting,downshifting, and trail braking: SRTT, Part 2

Now that I've had some time to consciously apply some of the skills learned and relearned in the SRTT class, I wanted to share a few more things from the SRTT advanced strategies class. Now, these skills may be old hat to the experienced riders-readers of this blog. To me, they were not new skills per se but they were skills I either don't regularly employ or need to improve.

First, is clutchless shifting.To be perfectly honest, I've done such shifting more times than I can count. But until my SRTT class, I had never done it purposefully! No, I clutchless shifted before out of error and it was something I tried to avoid doing. I recall once when doing it badly, it freaked me a tad. Not knowing what I was doing made me think I was screwing up something.

Now, I've learned how to clutchless shift and when it is appropriate to use clutchless shifting. I am now a conscious clutchless shifter. I am judicious in my use. And, before anyone thinks clutchless shifting messes up the transmission, let me tell you, you are wrong! Proper clutchless shifting does not. Improper shifting does. You pre-load the clutch, just as you would do in ordinary shifting. There is a moment, a brief moment when the engine has a space where it is perfect for snapping the shifter up (of course, you're off the throttle for that brief time) and the gear, Voila, changes quickly, smoothly and easily.

Here's when I've used it: I enter lots of fast traveling Interstates where allowing mergers in is like asking a driver to surrender a kidney. Sometimes it takes much time to get up to speed, merge smoothly and watch out for those vehicles resistant to letting you in. Traditional shifting can consume valuable micro seconds. By having one less thing to think about, that is, pulling in the clutch, one can get on with the business of getting quickly on the expressway. I love this new skill, which I've gotten really smooth at executing since the class. I see it as my method for getting on aggressive, fast moving, Interstates.

Second, is downshifting. This is a technique I consciously have always used. I've owned my share of automobiles. I've never owned an automatic transmission. I learned to properly downshift with years of handling a stick shift. I understand this technique. Bottom line, if you simply downshifted without slowing down your engine speed, it can freak out your machine, hurl your body forward, throw the back end out of line--it could upset the bike and cause rider injury. Downshifting badly in a car is no huge deal--you've got four wheels to keep you grounded. Bad downshifting on two wheels can be ugly.

If you're in fourth gear, moving at a fast clip and you need to get to first quickly you listen to your engine revs. You want to match that. You want to give the throttle enough blip--not too much and not too little. This is learned. You will blip the throttle (blipping is by definition a quick jolt to the throttle) and then downshift. You'll know if you've given it just the right amount because the bike will smoothly change to the lower gear without pulling you forward, or yanking your body backward or disturbing the back end of your bike. Just right, means the bike continues in its forward line of travel without showing signs of being disturbed. Here's what the sport riders say about it.

Third, is trail braking. Another one of those skills that I've done because it makes sense. But I didn't remember the theory behind it. Here is the theory. All I know is, it works and it gives the rider a high level of comfort in curves or when the bike is leaned over and you need to use/keep brakes applied. To know this is to increase one's comfort level when the bike is not perfectly upright. I don't ride mountain road enough to have yet feel entirely fluid. I do well, but I don't have the skills yet to blast through. I do the speed limit, perhaps 5-10 over. Now, long sweeping curves, no problem. To me, trail braking adds to the bag of strategies one can used when traveling in less than an upright position.

So, that's it. I've had some time to practice and you know what they say about practice...here's what we should say: Practice makes improvement."

Introducing: The Scorpion EXO-900 Transformer

The BMW rally was a great place to check out vendors and spend a little cash. With a budget firmly in mind, I was receptive to being convinced to acquire a few "must-have" farkles. My own list included a new helmet. My friend, Lucas, wears a full-face Scorpion. He's not the kind to push his favs on others but he'll answer all your questions about a product he's been impressed with. He's likes his Scorpion and says it's quiet. Like me, he does a lot of research before parting with his dollars. So, the Scorpion was on my radar as a possible alternative to buying a fourth Nolan helmet. I've loved my Nolans. Obviously. Although some say, "if it's not broken, don't fix it," I say, change is good sometimes.

My friend, Claye, was also looking for a new helmet--the result of a theft in Johnson City, which I'll talk about in the rally blog that I'm working on. We knew that Nolan was having a big sale. I missed the Nolan vendor booth upon first search. Then Claye and I found the Scorpion booth. The helmets looked sleek and aerodynamic, almost space age to me. We checked out the full face, which I keep saying I'm going to purchase to add to my modular collection (helmets to me are like shoes are to some women--one can't have too many IMHO).

I shared with Claye, my friend's comments about his Scorpion. After much consideration and a return to the Scorpion booth, we both bought the Scorpion EXO-900 Transfomer helmet. It gets its "Transformer" name because the modular system that surrounds the front of the helmet is removable. This removable piece can be replaced with another, similar piece that surrounds the top part of the helmet, making a sort of external top guard. This operation opens the helmet's face and turns it into a 3/4 helmet. I'd never wear such a helmet--now; although I own a Nolan 3/4 helmet that I unfortunately bought in my first year of riding and wore about three times before shelving it in favor of a Nolan modular. Because of this, the helmet is also referred to a 3 in 1 helmet (modular, full face, and 3/4).

Claye and I thought the separate transformer feature so unimpressive that we each gave it back to the vendor for recycling. So, what is it I like about this helmet. Many things. Compared to my beloved Nolan N102, the Scorpion is significantly quieter. Since I didn't have a reference point, I didn't realize that my Nolan was noisy until I heard something different. My HJC Sy-Max seemed quiet until I experienced the Nolan. Wearing ear plugs also makes the noise less of an issue. But with or without ear plugs (I wear the Etymotic er6i noise isolating plugs) the EXO-900 is significantly more quiet.

The helmet has some interesting features. I like its internal visor system. On the left side of the helmet is a glove friendly slider that can be raised to releases a sun visor inside the helmet. It is not a deeply dark visor but it is certainly enough to block the sun from one's eyes. Both the internal and external visors are coated with an anti fog solution, which worked as I went through fog in VA on my way home from the rally. My Nolan's visor is external to the helmet. I've had no problem with this style but others have complained about it being caught in the wind and rattling. My problems started only after dropping the helmet, which I did several times. After that, the visor was randomly loose and occasionally giggled. The internal Scorpion visor can also be lowered fully or part way. It fits nicely over my eyeglasses. Speaking of which, if you wear glasses, to me, the modular is the way to go. Initially, I had trouble getting the new helmet over the glasses and had to remove them to get the helmet on. This didn't make me happy but I correctly attributed it to the helmet being new. After more than 2500 miles, I'm able to get it on and removed without removing my glasses.

The helmet has two top vents and one at chin level. I've not tested the venting system in 90 plus degrees Fahrenheit weather, but the air flow seems adequate. The helmet is a snug fit, which demands that I take care in inserting my ear plugs. If not, any protuberance will hurt, given the helmet's snug fit, after a few miles. On the back, bottom of the helmet is a small rubber bubble that is part of the "Airfit" system. If the bubble is pushed, it adds snuggness to the cheek and lower neck area. The more it's pushed, the more snug the fit and the more air is prevented from getting inside the helmet--pretty cool. This allows one to tweak the helmet for more snuggness around the checks and helps secure the helmet around the neck. I've pressed the bubble and frankly I don't notice much difference as it is already rather snug fitting in those two areas.

On the lower left side of the helmet is a doorway of sorts that looks as if it is the portal to a communication system. The Nolan has one in the same place that allows one to hook up a communication unit. I made one modification on the helmet. I loved the ratchet system on the Nolan for securing the helmet at the neck. It's a cool feature that allows easy opening and closing. The Scorpion has--or had--the old D-ring system, which I don't like. So for $10, Claye made the D-ring superfluous. We had installed a two-part slide and click system. It required minor surgery to remove the snap and replace it with the two part slide and click. Unfortunately, this doesn't remove the D-ring, so I'm left to tuck it away, which isn't a problem. So, I've had to tuck the D-ring behind the strap. This may seem complicated but it isn't and now that I've tucked the D-ring a few times, it sort of stays put.

Overall, an excellent investment. Selecting the new helmet was easy. The hardest part will be keeping the dang helmet from hard drops on hard surfaces!

Webbike World Video Review

Scale: 1 -- 10 (from weakest to strongest)

Performance: 10

Style: 9

Design: 9

Colors (available) 2

Cost: 10

Saturday: Street Riding Technical Training (SRTT) class!

I try not to allow a season to pass without taking an advanced riding class. The only one I've ever taken is the SRTT class offered by Ride Chicago, the private motorcycle school where I re-entered the world of motorcycle riding and to whom I credit my ever-evolving skills. I've written extensively about this class before so I'll be briefer here. I don't know about the ERC given by the MSF team, but this one is superior and one I'll keep taking.

It was a gorgeous day to spend with a small group of motorcyclists. The class was small, six students (I can't remember if that includes me or not). In any case, the first thing I couldn't help notice is that the other bikes looked mean! They were bikes that made asking if they were fast, a ridiculous inquiry. They reeked speed. It showed in their hiked up tail and fierce headlights angles. For the first time, I felt my bike somewhat anemic. Jessie Owens looks downright docile standing next to those sportbikes. The riders of those aggressive looking bikes were all young men (emphasis on "young") dressed in varying styles of street bike riding jackets. One came in full leathers that reminded me of an astronaut ready to take off. One of my first thought was: I'm old enough to be the mother of every single rider here--and that includes the two instructors, Chris and Rocky! That I was the only female added to my initial sense of both bike and personal anemia.

I felt a tiny edge in that I've taken this course before and knew, more or less, what was in store. Everyone else was new to the course. The class was a half day rather than the full day program I've taken before. Still, I knew the course would be challenging, especially at first and would seem manageable at the half way point. I knew the skills that would be introduced and some are now second nature habits of my own. For example, braking. It is taught very differently than one encounters in a basic course. I can't remember the wrong way to brake anymore. In this course, braking is taught by leaving the clutch alone until the last minute. So imagine, you're riding along. You see the need to apply brakes, you do so. You apply the front and back brake in a progressive fashion. You apply pressure and then squeeze on greater presssure. Before you feel the bike chug, you then pull in the clutch. First, with this method, you're thinking of one less thing but more importantly you allow the bike to do its work easiest. It's also how racers brake and I can only say, it makes more sense and feels more logical to me.

The other huge thing one learns in this class has definitely changed my riding since first taking this class. That is, hugging/squeezing the tank as one rides and using the lower body to facilitate steering. The stress is on the lower body while the rider consciously keeps the upper body loose and light.

The course is a vast lot on the grounds of Toyota Park in Bridgeview, IL where the Chicago Fire holds its soccer games. The course is set up with the expected challenges of weaving, emergency braking, curves that stress entry angle that demand you slow down, look where you want to go, lean and roll through. I especially liked working on this skill. There is a rhythmic beauty to these steps. Think about it: Ride at a brisk pace toward a curve. You slow down, which can almost look like stoppingl brake before entering the curve if you must. You turn your head in the direction you want to move in, lean and roll through the curve. It's that rolling through that I enjoy. Some curves were long sweeping, some were tight and sharp. The most challenging were the multiple curves (the back to back ones) that required you to make certain that the first curve you entered you did so with spot on entry angle (the old outside inside). If not, you could (and often did) conceivably throw off all the subsequent entries! This meant making sure that you not only looked at the curve right before you, but that you also were looking way ahead, far beyond curve #1 to make sure that you, your brain and your bike are also preparing for the next curve. It reinforced what we all know or should: don't allow a road situation to surprise you; to ride well requires technical skill; look far ahead too; and, practice makes improvement.

Our first taks is to learn the course. We rode around multiple times and still I would occasional space out. I'd be concentrating so hard on the skill that my brain would suddenly switch back to reality and I'd not know where I was. I counted. This happened four times. Once it happened during the time Rocky was taking pictures/video of the class. Fortunately, I stopped and was called over by the other instructor, with whom I chatted while the gang of guys sped around the course.

The half day flew by. One highlight for me was having both instructors try out my bike. Thumbs up from both of them. I was surprised at how undramatic my bike seem when standing next to a group of overtly fast bikes. I'm not a fast rider but I do believe that in the hands of either of my instructors, Jesse Owens, my bike, could run with the best of them.

Saturday wasn't about what kind of bike one has or how good a rider one already is. It was about taking one's riding to another level--no matter where it was currently. It was about developing mastery over machine and the many road situation that exist. It was about riding efficiently and effectively. It was also about getting a glimpse of two instructors riding with skills and talents most of us can only dream about. It was interesting to see the two instructors ride students' bikes--they could hop on and ride as it they knew the bike. In reality, they know how to ride and the bike doesn't matter in the end.

The class ends with each rider completing the course while riding with one hand. Not only is this possible, it is actually rather enjoyable once you get over the fact that you'll have to make all those curves and complete the weaving with one hand! Like nothing else, one hand riding forces one to use their lower body to steer the bike. If you hadn't gotten it before, you get at this point just how important using your lower body IS--a wonderful test of how much this lesson has been internalized in the class. To manage the curves, to complete the cone weaving, and ride around the course multiple times with only the throttle hand on the bike makes you feel in control of your machine!

(Me and Jesse Owens!)

I don't have a lot of pictures of the day--after all the time was spent riding. It has yet to fail that after this class I always ride home a little differently, more in control, more confident, more straight up in the saddle, so to speak. It was a day well spent--even if I am old enough to be every one's mother!

Images from the BMW MOA Rally, Johnson City, TN

I arrived home Monday night around 11:30pm after riding 680 miles that day from Wytheville, VA. My goal was to get to Indianapolis to have dinner at Shapiro's, which readers here know by now is one of my most favorite places to stop for a meal. I arrived at 6:30pm, plenty of time for dinner--or so I thought. It really was 7:30 EST and I had only 30 minutes before Shapiro's closed. Had I gotten there and found it closed, I would have wailed like a hungry infant! I ordered my usual tuna sandwich, side of vegetables, slice of cake and a tumbler of sweet tea. It's that meal combo that always gets me back to Chicago in a flash.

(Welcome to the 37th Annual BMW MOA Rally!)

I left for Knoxville, TN on Wednesday morning and arrived before dark at my friend's house where I spent the night with her and her husband, cousin and granddaughter. For ten years I've been promising to visit. Well, I did it and my friends laid out a welcome mat I will never forget.

(These bikes were calling my name!)

Early Thursday morning I headed out to the Appalachian Fairground in Johnson City, TN for the 37th annual BMW International Rally. The ride along I-81 is far more scenic than many interstates I've traveled and the beautiful landscape and long sweeping curves on the road kept me entertained. At every gas stop beyond Indianapolis, I spotted one or more Beemers. We didn't speak but shared a dip of the head in recognition of our mission. The rally call had been sounded and heard around the globe and the pilgrimage to Johnson City was on. When I'd see two or more Beemers motoring down interstate I'd feel my heart swell with pride. It felt great to belong to a group that seems to take wearing head to toe gear seriously. The riders looked sharp, focused and determined. I like my people.

(This Frenchman loved his K-bike. He got a ticket in Johnson City. He said the officer

was nice and gave him a "break" on the ticket)

(Tents and shelters of all kinds provided respite for weary bikers)

The rally was spectacular, filled with people passionate about bikes and riding. You could see it in their faces, in the gear they wore and in the ongoing wipe downs of their bikes. I didn't see all the people I needed to see, people I had truly wanted to connect with. But all those I did see, I enjoyed spending time with. I had one ongoing issue that nagged me throughout the rally but I'll write about that later. It was almost enough to make the rally really annoying but I went there mentally prepared to ignore the annoying... Still, it is worth exploring in the next blog. Overall, I had a grand time with friends and appreciated my alone times in the evening. Unlike the majority of folks, I did not camp. After a long ride, I need a bed, a hot shower, and quiet.

(A constant parade of bikes made for interesting bike and people watching)

The rally ended on Saturday evening. Sunday morning, I visited dear friends in Durham, NC. Getting there from Johnson City required travel on some very twisty roads through mountains that dipped, tipped, banked and switched back. In several places roade changes snatched my breath away. I kept within five or six miles above the speed limit, which one car and several motorcycles behind me clearly didn't appreciate. When they all zipped past me I loudly called them "speed demons" inside my new Scorpion helmet I bought at the rally. After that, there was never a two or four wheel vehicle behind me and I could, in peace, allow state highway 321 to swiftly move me into highway 421 with its dips and twists. Without shoulders to pull off the road to catch my breath I could only focus on good riding skills. Even when I think back on it now, I wonder how I managed it all as some of those tight descending curves made my brain vibrate! As I sailed by, I recall only the blurring of trees and rocks as I seemed to float up and down and around bends in the road. I reached Durham in four hours and spend far too little time with friends who don't live in the mountains but still lack level ground. Before leaving, I dropped my bike and again appreciate the pricey frame sliders I have to protect that beautiful blue frame. I have more to say about the rally but it must wait for the next blog.

I've had a challenging day and looking at the photos from the rally rekindled good memories of a few days ago. Until I can steal away some real writing time, I am sharing these photos in hopes that you'll get a feel for the bikes, the event, the weather and the folks who ventured there. One of the highlights for me was learning at the closing ceremony that the oldest BMW rider to Johnson City won not only that age category but also won for the oldest combined age category. He was 92 years old and his wife-passenger, who came along in a sidecar, was 87. Pretty impressive.

Enjoy some photos.

(If you didn't want to walk the vast fair grounds, you could hop a ride on one

of the many omnipresent truck driven carts)

("Teach" does things with a motorcycle that defy gravity and logic)

(This "Mac Pac" photo is proof of my tireless search for Jack of Twisted Roads)

(At the closing ceremony, we all hoped we'd win one of the two GS bikes that were raffled off)

(This little doohickey allows the motorcyclist to see what is behind him.

Power it on and the camera shows you "live" what's behind you)

(Etched on this plate is a USA map with gems adhered to the states that the rider

(young man on the left) has visited. Very cool!)

(The guys above (I hope they don't mind me using the photo) really made me feel welcomed.

I first met the one on the left and right at the BMW Rally in West Bend, WI)

(I'd like a bike with a side car. In it, I'd ride with a highly trained German Sheperd dog).

(Time to head home along the long and winding roads...)

(Homeward Bound!)

Looking forward to Redmond, Oregon, site of the 38th BMW Rally in 2010.