Covering the front brake is a big no-no at most police motor schools across the country. By this, I mean resting any number of your fingers on the front brake lever when not actuating the front brake. Instead, instructors teach riders to keep all fingers on the throttle until you need the brakes, then all fingers on the brake lever. Having been exposed to lots of motorcycle riding disciplines over the last 40 years, I was always curious where this idea originated, as it seems odd not to have all my tools at the ready while riding.

I’ve heard different reasons from motor instructors over the years as to why covering the front brake leads students to eternal damnation. Here are a few:

• Heavy police motorcycles require the strength of all four fingers to effectively slow down during an emergency stop.
• Motor officers will panic and tense up in an emergency, inadvertently jerking the fingers covering the brake lever and causing a crash.
• If you don’t have all four fingers squeezing the brake lever during a collision, the remaining fingers around the throttle could get pinned between the lever and the throttle, causing them to get crushed or severed.

To find a definitive answer, I decided to confer with my old pal Russell Groover out in Florida. A former motor officer and longtime instructor, Russell was instrumental in the creation of the first Basic Motor School used by the Tampa Police Department and later adopted by most agencies in the Southeast in the 1950s. As a youth, Russell grew up racing scrambles and competing in regional hillclimbs, and he was considered a sand specialist in his day, racing enduros down Daytona Beach on his military surplus 1942 Harley-Davidson 45ci. Yep, Russell is a genuine American bad-ass, and if I’m honest, it surprises me that he still takes my calls. But I digress. What did the Oracle tell me? 

“Well, Quinn, keep in mind bikes back then had clutches on the floor, shifters on the tank, and front brakes on the left side of the bars, so we were busy just getting through a work shift. All these bikes had basic cable drum brakes, and at best, they were lousy if you had them set up perfectly and the roads were dry. It wasn’t unusual to snap a brake lever pulling so damn hard trying to get the bike to slow down.” 

When I brought up the idea of covering the front brake with a few fingers in preparation for emergency braking, Russell just laughed and explained that it wasn’t even a consideration in anybody’s mind back then because even four fingers weren’t enough.

My takeaway is this: A poor braking system demanded far more work (and more fingers) from the rider back then, so they instructed motor officers to access every bit of braking power they could muster, and the training manual reflected it. It makes sense given the antiquated systems they had at the time, but that was 1955. Unfortunately, even with the adoption of hydraulic disc brakes and riders no longer experiencing white-knuckle pulls trying to stop, motor programs have yet to update curriculums, as if we’re still living in the past.

Let’s pretend we’re in the future…say, 2023. You have a motorcycle with big brake rotors, powerful hydraulic calipers, and ABS. We’ll call this system “Brembo.” I know it’s crazy, but we’re talking about the future, so just go with me here. Let’s also assume that you always cover the front brake while riding your motorcycle.

Are these futuristic brakes strong enough to stop you with less than four fingers? Check.

By covering the front brake, are you minimizing your reaction time in an emergency due to your finger(s) being staged for rapid deployment? Check.

Will this enable you to perform smooth trail braking, creating a far more stable chassis during cornering? Check.

Will you now be able to smoothly overlap your controls transitioning from throttle to brakes, further stabilizing the motorcycle and generating better overall traction? Again, check.

Wow, I can’t wait for the future! 

Related: Quinn Redeker | Ep. 64 Rider Magazine Insider Podcast

If I haven’t been clear, let me come out and say it: I am a huge proponent of covering the front brake in all riding situations, on pavement and in the dirt. And dammit, if it were up to me, I would allow anybody in your riding group to smack your hand with a heavy ruler every time you failed to do it. 

I cover the front brake with my index finger alone and have all-day comfort, dexterity, leverage, and enough force to handle any situation, from gentle slowing to threshold braking. And if you’re wondering, my one finger provides enough pulling power on the lever to brake hard enough for my BMW 1250 RT-P’s ABS to kick in, rain or shine. 

Here’s the thing: Motorcycle riding takes loads of coordination, skill, concentration, practice, more practice, good judgment, and maybe even a dash of psychic ability. If you think that by covering the front brake, any unexpected event will overwhelm your senses and cause you to go “condition black,” blindly grabbing a handful of brakes and crashing in a panic, I suggest you consider scrapbooking instead of motorcycling. And because I’m supportive, feel free to use the photos we took of you skipping around in the butterfly sanctuary a few weeks back. 

So yes, covering the front brake it is! Great decision. And while this article is more about wrapping your head around the idea of covering the front brake than it is a how-to guide, let’s discuss a few details if you don’t currently employ this technique and want to time warp yourself back to the future.

First, let’s decide what finger(s) we will use. As I mentioned, I use only my index finger and can achieve effective and comfortable braking results on all but my old drum-equipped racebikes, on which I use only two. I recommend you let the overall strength of your braking system be your guide. 

We want to make sure we have constant contact with the lever regardless of throttle position so that at any time during the manipulation of your controls, you can effectively apply the front brake. This means the lever needs to be close enough to reach when you twist the throttle, yet far enough to have adequate travel for maximum braking force. A great way to check if your lever is set in a good spot is to give it a firm squeeze and see if it “cages” the remaining fingers you have wrapped around the throttle. In other words, we don’t want the lever to touch your throttle fingers when you apply the brake. 

Lastly, you need to familiarize your hand with this new way of interacting with your bike. My recommendation is to sit in your garage with your bike shut off and practice keeping your finger rested on the lever while manipulating your throttle throughout its range of travel. You should be comfortable with this in about the same amount of time it would take you to eat two large chimichangas with an ice-cold beverage. Pay attention to ensure you are manipulating your front brake at all throttle positions. If you can’t apply the brake at a moment’s notice, all is lost. 

Once you feel comfortable with this technique in a static setting, ride your bike at slow speeds in your neighborhood or an empty parking lot, working this drill over and over. Keep focus on smooth throttle roll on and smooth front brake application.

Now that you’ve heard my pitch, I’ll make a few assurances should you choose to put on your spacesuit and give this a try. I promise you a greatly increased sense of security, knowing you are ready for an emergency stop at any moment. More critically, your overall braking distances will decrease because your reaction times will improve significantly. And I guarantee you will feel more confident about yourself as a rider the moment you start covering the front brake. Call it Quinn’s win-win-win. 

Find Quinn at Police Motor Training. Send feedback to rider@ridermagazine.com.

See all of Quinn Redeker’s “Motor School” articles here.

The post Motor School With Quinn Redeker: Cover Me, I’m on the Move appeared first on Rider Magazine.

I’ll assume that most of you have quite a bit of motorcycle riding experience under your belt, and I bet you’ve logged some heavy miles and had a few near misses over the years. Given your vast experience, you’ve probably learned a few things along the way. Over the years of riding as a motor officer, I have managed to learn some habits that maybe you haven’t heard about and could benefit from.

This first one came to me via a salty old motor cop addressing a room full of other salty old motor cops, and it absolutely woke up the room. He asked, “What does a green light mean?” And while your brain, like mine, probably thought it means you have legal right-of-way to go through the intersection, this guy dropped a bomb and answered, “A green light means the bulb is working.”

Think about that for a minute: The bulb is working. That’s all it means. He went on to demand that we trust no traffic signal and remain colorblind, making damn sure to clear every intersection lane-by-lane before entering it. In the end, he made believers out of every one of us old motor cops: A light bulb has no mystical power to keep you safe. 

From that day forward, I never went through an intersection without diligently assessing the cross-traffic during my approach. Had I not, on three separate occasions I would have been seriously injured or worse due to oblivious drivers blowing stale red lights. And if you are wondering, no, I didn’t let them off with warnings.

Related: Quinn Redeker | Ep. 64 Rider Magazine Insider Podcast

Other Motor School Intersection Tips

In addition to assessing each intersection before going into it, it’s also good practice to avoid being the first vehicle into the intersection. Think about it: How many times have you watched vehicles run the red trying to “make the light”? You don’t want to rip out there as soon as your light turns green, only to come face-to-face with Bruce The Crossfit King, hopped up on pre-workout caffeine on his way to The Box to smash some PRs. Better to slow your roll, assess, and then proceed. Let everybody else risk the wrath of Bruce.

Another habit? When approaching a green light, I speed up or slow down a little bit to pace next to vehicles headed in the same direction as me until I clear the intersection. It just takes a few seconds, and by having a nice big car or truck on my side, I have a “blocker” to protect me. Once out of the intersection, I go on about my business until the next one presents itself.

Although this next tip is not related to intersections, it has saved my skin more times than I can count. I worked traffic in the hilly beach town of Ventura, California, which means I made lots of stops on steep slopes. I was not interested in having my bike run away without me or roll off the kickstand during a traffic stop, so I always kept my bike in 1st gear as an improvised motorcycle emergency brake. My ritual consisted of clicking down to 1st, shutting the bike off, letting the clutch out, allowing the bike to roll forward and settle, then putting the kickstand down and stepping off into the great unknown. The settle part is key because the bike typically rolls a few inches after you let the clutch out, which can be just far enough to roll it off the stand and hit the ground. Ask me how I know this… 

These are just a few ideas that might benefit you from time to time. For those of you who already know these things, thanks for listening politely as I preached to the choir. Most importantly, for all the elder statesmen out there who have, in one form or another, helped save my life, I leave you with this:

“When I was a boy of 14, my father was so ignorant I could hardly stand to have the old man around. But when I got to be 21, I was astonished at how much the old man had learned in seven years.” –Mark Twain

Find Quinn at Police Motor Training. Send feedback to rider@ridermagazine.com.

See all of Quinn Redeker’s “Motor School” articles here.

The post Motor School With Quinn Redeker: What Does a Green Light Mean? appeared first on Rider Magazine.

Welcome to the first day of school! If you’re like me, you probably dreaded going to school, but I plan to make this column something you’ll look forward to. The only subject on the agenda is riding motorcycles, so how bad can it be?

In the months ahead, I will bring you stories and concepts that will improve your mental and physical state while riding a motorcycle. I’m confident we can move the needle in a positive direction no matter how long you’ve been riding. Before we get into the nitty gritty, I want to share some of my background so you know where I’m coming from.

Related: Profile: Quinn Redeker, Ventura Police’s ‘Top Gun’ Rider

My motorcycle riding and competition background started on a Honda XR80 when I was 9. I won’t bore you with the long and winding road that led me from then to now, but suffice it to say, I’ve had quite a bit of seat time, from motocross to desert racing, street to track, trials to dirt track. I grew up riding every day in the mountains near Granada Hills, California, and racing on weekends. As a result, I’ve not only burned a lot of gas but can also describe, with exceedingly painful detail, the view from the bay door of a rescue helicopter headed to the ER.

In 2009, I became a police motor officer at the dangerously young age of 39 years. That move led me into the world of police motor competitions, an arena of motorcycling that takes big, heavy bikes and twists them into tight 1st-gear patterns while under the watchful eyes of judges and the countdown of a stopwatch. I loved it, and I placed on the podium in my first competition. From that point forward, I was hooked. I trained during the workweek, competed on weekends, and shoved my head deep into the rabbit hole, becoming a certified police motor instructor in the process.

Thanks to the support of the Ventura Police Department, where I was employed, I participated in well over 100 police competitions around the country, taking top honors in all but a few. What are police competitions like, you ask? Well, imagine your motorcycle is extremely angry at you for no good reason at all, and no matter how hard you wrestle with the controls and how much you sweet-talk it, you get tossed around in 1st gear, with the bike twisting itself into tighter and tighter circles until hard parts scrape, and if you don’t get it right, you get spit off and your ride comes to an end, maybe with some embarrassment and bodily injury for good measure. Woohoo!

Read Quinn Redeker’s next column: What Does a Green Light Mean?

In the following series of photos, Quinn demonstrates what it looks like when everything falls into place: full lock, full lean, careful clutch and throttle, and extreme counterbalancing.

These days, I’m the North American brand ambassador for BMW Motorrad Authority Sales, having recently transitioned out of nearly 20 years in law enforcement. Now I travel around the country participating in police competitions, working with police agencies on bike setup and training questions, and facilitating test rides for agencies looking at BMW as a potential enforcement platform. It’s a great gig, and the R 1250 RT-P is tough as nails. Zero complaints there.

I’m also a certified instructor with Total Control Training and teach the Advanced Riding Clinic, Advanced Motor School, and Adventure Bike Clinic. I own PoliceMotorTraining.com, where I provide in-person training and Zoom instruction to motor officers and civilians alike. And I’ve been a guest instructor for countless advanced rider programs throughout the years and volunteered in the training of hundreds of instructors responsible for providing basic rider training throughout the state of California.

Outside of law enforcement training, I’ve absorbed lessons from many well-known books, schools, and racers, including those written or taught by Lee Parks, Gary Semics, Keith Code, Gary LaPlante, Dougie Lampkin, Danny Walker, and others.

Related: Quinn Redeker | Ep. 64 Rider Magazine Insider Podcast

This brings me to an important point: The road never ends. There is no magical skill level you will reach that provides rainbows of pure joy, ensures safe passage, or helps those riding pants fit any better. Conversely, more training can have the negative effect of making us suffer over all the things we come to realize we don’t know. Yes, I advocate rider training, but I believe that the benefit of exposure to new things is as much about the journey as it is the resultant riding ability we might acquire. The joy is in the process, not the trophy.

With that in mind, I believe we benefit by cutting ourselves some slack and recognizing that all this stuff is optional. Should we put in maximum effort? Absolutely. But you shouldn’t come home from your “Killer Street Skillz” class so dejected that you feel the need to either quit riding altogether or dedicate 19 months of intensive one-on-one training in the Arizona desert with Russian strongman Alexander Klyushev.

In fact, right now I want you to look in the mirror and say it with me: “I am okay, and people like me.” Perfect.

Of course, I want to help you become a better, safer rider. But I also want to impact the way you think about your riding. Drawing on my racing, training, instruction, and law enforcement experience, I will give you tips, suggestions, and examples of things that you can apply immediately after you set this magazine down. Some are practical, some are tactical. For example, some of the trials-riding drills I’ve learned might help with your coordination. As a police motor instructor, I might have some on-bike risk assessment insights you haven’t thought about. And if we can get you thinking about new ideas, that’s a win for both of us.

With a vast rider and instructor network to pull from, we can kick some far-reaching concepts around the room and see what sticks. Here’s the thing: It’s not about me, it’s about us. Think of this as an opportunity to share insights, experiences, and ideas to further our ability and enjoy the journey. How does that sound? I’ll make you a deal: If you read next month’s story and can’t stand it, I’ll buy your coffee next time we meet up to ride.

I welcome feedback, suggestions, and questions. Submit them here.

Quinn Redeker’s Qualifications:

• Competed in 100+ police motorcycle competitions throughout the U.S., taking top honors in most
• POST (Commission on Peace Officer Standards and Training) certified Police Motor Instructor
• POST certified EVOC (Emergency Vehicle Operation Course) Instructor
• POST certified Firearms Instructor, Range Master
• SWAT sniper (10 years), Ventura Police Department
• Lead investigator on numerous fatal traffic collision investigations
• BMW Motorrad Authority Sales Brand Ambassador
• Total Control Advanced Motor School Instructor
• Total Control Advanced Riding Clinic Instructor
• Total Control Adventure Bike Clinic Instructor

The post Motor School With Quinn Redeker: Hi, My Name is Quinn appeared first on Rider Magazine.

When I accepted the assistant editor position at Rider, I expected to ride motorcycles outside of what I was used to. That was one of the many exciting things about the job. This past January, I got what I was looking for – and then some. At the BMW U.S. Rider Academy two-day Street Survival On-Road course at the BMW Performance Center in Greer, South Carolina, I went from riding my usual Honda Rebel 250 the week before to a BMW R 1250 GS. I can handle some easy math, and that’s about five times the displacement of my personal bike. And at 5-foot-1 and 110 lb, I was feeling like I had bitten off a little more than I could chew. By the end of the weekend, however, I didn’t want to get off the big GS.

This was the first class I’d taken since the Harley-Davidson Riding Academy at my local dealership seven years ago. That course had been great fun, puttering around the parking lot on Harley Street 500s and taking each step nice and slow. While my riding has improved since then just by putting in the miles, I knew some real training with coaches would be beneficial. So off I went to the BMW Performance Center.

When the Student is Ready…

Upon arriving that first day, I chatted with some of the instructors while waiting for the class to start. When one of them asked me what bike I had reserved for the class, I told him I’d picked the G 310 R, thinking the smallest one would be the most comfortable for me. However, he said I should try the R 1250 GS instead.

I laughed, assuming he was joking. It wouldn’t be the last time I would be wrong over the course of the weekend.

“No, really,” he said. “A lot of people think that the smaller one will be easier, but the 1250 is so well balanced. Once you get used to the size, it’s the better bike for the exercises we’ll be doing.”

At that point, I shrugged my shoulders. I told him maybe I’d give the big bike a go later, with no real confidence that I’d feel up to it that weekend. Little did I know that I’d soon be riding side-saddle around the track on the R 1250 GS, asking myself what I had gotten myself into and thinking my momma’s going to kill me when she sees these photos.

The morning began in the cafeteria drinking free coffee and chatting. At 8:30, we moved to the classroom, where we introduced ourselves and went through a slideshow about the types of exercises we’d be doing that day. There were five instructors and 10 students, so we’d get plenty of help and feedback. We spent less time in the classroom than I expected – only about 30 minutes – then we were off to meet our bikes and get started.

Related: 2018 BMW G 310 R | First Ride Review

That’s when I ended up on the 1250. When we walked out, I spotted the 310 right away and walked toward it. For the first exercise, the instructors told us we needed to use a bike with a centerstand, so I moved over to a 1250. I never did get it up on the stand by myself, but the instructors were happy to help me out by steadying the beast while I tried. I did manage to get it off the centerstand by myself once – my first victory of the day.

After getting to know the bikes, we were ready to ride down to the track, so I once again walked to the 310. This time, a different instructor asked me if I was sure I wouldn’t rather use the 1250 since, again, it would be the best option for the upcoming exercise. At that point, I figured the instructors knew what they were talking about, so I trusted the process. I was there to learn and break out of my comfort zone anyway, right? I slung a leg over the 1250, struggled to reach the kickstand for a solid minute before finally catching it with my boot, and fired it up. Then we were off.

Related: 2021 BMW R 1250 GS | Road Test Review

The first few laps went better than expected. We did some acrobatics that felt nuts to me at first but were actually easy and fun, like riding while standing on the pegs followed by a lap with our right knee on the seat. On the next lap, we put our right leg behind our left and sat side-saddle, and then we rode standing with the right foot on the left peg and the left foot dangling out to the side. Then we did the same thing with the other leg. During that exercise, I thought to myself, This isn’t so bad. I might not drop the bike after all. Wrong again.

Then we got into the slow maneuvers, such as in-line weaving, riding tight circles in a box, and figure-eights. I dropped that big GS over and over and over. I must thank my instructors here for their resilient patience. They never complained or even looked slightly annoyed by having to continually pick my bike up for me. They offered words of encouragement and plenty of feedback and advice, so I always knew what to work on the next go-round. In fact, after every single attempt at an exercise, there was an instructor or two there to provide helpful feedback and cheer us on.

I looked forward to the breaks throughout the day, not only because sitting in a chair resulted in fewer bruises than dropping the motorcycle, but also because it gave us a chance to talk. We got to know each other and learned that, even if we came from different backgrounds – or different continents – we all had a lot more in common than we realized. 

The only other woman in the class was Christine, and she is as badass as they come. She’s done other classes and trackdays and has four motorcycles at home, the most recent addition being a Ducati Multistrada. I also met Dave, who lives up near the Blue Ridge Parkway and met our EIC Greg and his wife, Carrie, at an Edelweiss Greece tour last year. There was also John, Terry, Yasser, William, Fernando, George, and Sam, all of whom were lovely to talk to and had plenty of their own experiences to share. The instructors sat with us too, joking and telling stories. Even Neale, the fantastic photographer for this story, found some time between taking photos to sit and chat with us. It was truly wonderful to feel that connection and friendship with a group of people I’d never met before.

At the end of the first day, they brought out a fleet of models for us to ride around the track for what they called the “ultimate test ride.” We’d hop on one bike, ride a couple laps, park it, and switch to something else. I tried out an F 900 XR, a gigantic R 18 cruiser, and other bikes. It was a fun way to end the first day, and it allowed me to make some headway toward my goal of trying out different motorcycles. After that, we were all ready for a beer and some food.

Related: 2021 BMW R 18 Classic | Tour Test Review

…Makes You Stronger

Waking up the second day in the hotel room, I was so sore from being tense while I rode the day before and from dropping the bike that the last thing my body wanted to do was get out of bed. But I rolled out, geared up, and met Neale and Dave in the lobby for breakfast. I’m glad I made the effort and that I chose the two-day course instead of the one-day course because the second day was pure fun.

Don’t get me wrong, there were still exercises that challenged me and taught me to ride in ways I hadn’t before, but the nerves had vanished. I was able to relax and have fun. The other students were no longer strangers but rather new friends, and I knew I could ride that monster of a motorcycle this time because, although it hadn’t been pretty, I’d ridden it before. On the second day, I only dropped it three times! Quite an improvement on the previous day.

The exercises we did on Sunday consisted of putting together the individual techniques we’d learned on Saturday. We worked on emergency stops, cornering, emergency stopping in a corner, and other valuable skills. Halfway through the second day, my bike started leaking fluid (no doubt from the countless times I’d dropped it the day before), so they brought me out a new one. Christine offered to swap with me for the 1250 GS with low suspension that she was riding, and that was much better. 

We finished up in the classroom, and the instructors gave us some homework exercises, a goodie bag, and their cards. They encouraged us to reach out to them at any time with pictures of new motorcycles we get or whatever other moto-related activities we’re up to.

By the end of the weekend, I felt much more confident, although plenty sore, and was excited to practice what I’d learned and try out more new motorcycles. As I continue my own moto journey, I hope to see all my new friends from the BMW Street Survival class out on the roads, enjoying their new skills and the motorcycles that brought us all together.

SIDEBAR: BMW U.S. Rider Academy

The BMW Performance Center in Greer, South Carolina, offers several types of motorcycle courses. I took the two-day Street Survival On-Road course, but there’s also a one-day and three-day versions of the course, as well as a ladies-only version.

Other training options include a two-day MSF Basic Rider course; a two-day USRA Authority School (for police-style training); one-day, two-day, and three-day versions of the Adventure Off-Road course; and a ladies-only Adventure Off-Road course. The instructors told us the off-road courses are the most popular (and most fun). They also said all BMW U.S. Rider Academy courses book up fast. The only reason I was able to find an open spot on short notice for the two-day Street Survival course is because someone else had canceled. Usually, they fill up several months in advance.

Pricing varies based on the length of the class. One-day classes are $900, two-day classes are $1,800, and three-day classes are $2,700. When I took the class, BMW offered the option of either using one of their motorcycles or bringing a personal motorcycle to use. I chose to rent, as most others in the class did, and I’m glad I did. Although I dropped my bike more than anyone else in the class, I was far from the only student to drop one. Now, BMW requires students to use one of BMW’s motorcycles, which removes any anxiety a student might have about damaging their personal ride. Each course comes with a chef-prepared lunch each day, which was delicious and included several dietary options. BMW also offers 20%-off coupons at rallies and events.

A full list of courses, prices, and availability can be found here.

The post Street Survival at the BMW U.S. Rider Academy appeared first on Rider Magazine.

Not much about me screams either “sportbike” or “trackday.” With a shaved head and beard nearly as long as my face is tall, to look at me, you’d probably guess I ride a Harley. And you wouldn’t be wrong. My main bike currently is a 2004 Heritage Softail Classic. I’m a cruiser guy. But the length of my beard might belie the length of time I’ve been riding – at least this most recent stint. According to a website I found with a glossary of both common and obscure motorcycling terms, I’m a “BAB,” or Born Again Biker, which is “someone who has recently returned to riding after a period of absence…and really ought to get some advanced training.” 

I’ve taken a couple MSF parking-lot classes that were informative, but when the opportunity arose to pick up a Yamaha MT-09 SP test bike in Southern California and take it to the Yamaha Champions Riding School’s two-day ChampSchool in Las Vegas, I jumped at it. I may be a cruiser guy about to turn 50, but I still have a pulse, and the idea of learning from some of the best racers in the country got that pulse, well, racing.

Related: Yamaha Announces 2023 Updated and Returning Models

Preparing to ‘Ride Like a Champion’ 

Prior to the school, I was sent the online Champ U “Champion’s Habits: Core Curriculum.” I talk more about this in the sidebar below, but in the immediate, it was very helpful to watch the courses before attending the class. Much of the information was repeated within the first couple hours at the Las Vegas Motor Speedway, but this method of instruction made perfect sense to me. It’s the same reason I usually have my 10-year-old son read through all the instructions before jumping into a project. That way, once you actually get down to business, you understand the big picture – where you’re going and how you’re going to get there. I was pleased that most things the instructors at ChampSchool said in those first hours were lessons I remembered from Champ U.    

That’s not to say that I wasn’t still nervous. After all, even if you’ve read the instructions, sometimes you break the little pieces when you’re building a model. I wasn’t particularly interested in breaking the $12,000 motorcycle that didn’t belong to me…or the little pieces that make up my body.  

Related: 2023 Yamaha MT-10 SP | First Ride Review

But my mind was put to ease by one of the first things ChampSchool Chief Instructor and CEO Nick Ienatsch instructed us to do: Turn to the person standing next to us and say, “I don’t care what you think about my riding.” I’m guessing that even after that, most attendees at the class probably actually did care, myself included, but that was just me dealing with my own insecurities, and starting the two days with that directive was a good reminder. More importantly, even though I was one of the slower riders, I was never made to feel that way by the instructors. 

It also helped that the approximately 25 students were divided into two groups depending on track and general riding experience (and then further divided into an approximate 4:1 student-instructor ratio). The two groups would alternate sessions on the track and sessions in the classroom reviewing the time they had just spent on the track and reinforcing other concepts. The only time all of us were on the track together was toward the end of the second day – at which point it wasn’t so nerve wracking being passed by the more advanced students, and I was able to keep my focus on my riding.    

Strength Through Struggles 

In between each track session, students were asked to rank themselves from 1-10 on a scorecard of “CHAMPS” categories (Comfort/fun, Have brakes past tip-in/efficiency, Apexes/direction, My plan/eyes, Position/timing of body, Smooth initial/final 5%). My three lowest scores were consistently related to braking, scanning forward, and my body position.  

While “eyes” was obviously tied to “My plan” (scan ahead on the track and make a plan), the benefit of the CHAMPS scorecard during the classroom sessions was that it gave riders another kind of plan: the things they needed to work on when they went back on the track. 

Another great feature of the school is the filming and reviewing of student riding, which happened twice, once toward the end of the first day and then again before lunch on the second day, with the review of the footage happening at the meal after the filming. 

In order to move the process along, students were either taken out two at a time to watch their riding with an instructor on a laptop or their riding was reviewed on a larger projector screen with the whole group. For the review of my first ride, I was one of the smaller two-at-a-time groups. I’m not sure if this was by design, but I was glad I didn’t have to watch my puttering along in front of the whole group. And after getting almost a blow-by-blow analysis of the entire ride by my instructor, I was pleased to see improvement in the second-day video (thankfully, since this one was viewed in front of the main group). And like with the CHAMPS scorecard, watching the videos gave me a plan for when I returned to the track.       

ChampSchool ‘Roller Coaster Moments’ and Other Surprises 

The cost of attending the two-day school at the Las Vegas Speedway was $2,495 (prices vary depending on the track), not counting travel or rental costs for a bike if you don’t bring your own or the required “standard track gear” – in my case, track leathers and boots. This is a little higher than some fees I’ve seen, but considering the bona fides of the instructors, the quality of instruction, the amount of track time, and the online curriculum sent in advance of the class, I think it’s a solid value.  

However, there were a couple experiences where it felt like the organizers and instructors thought, Let’s give them an even bigger bang for their buck. I called these the “Roller Coaster Moments.” There were lessons to be gleaned from each one, but mostly I just walked away glad to be alive.  

The first one was shown in the online curriculum…kind of. At several points in the videos, instructors hop in a minivan to illustrate how riding can be similar to driving. Makes sense. And so it also made sense when, after some introductory instruction at the speedway, they said, “Okay, let’s get in the minivans, and we’ll illustrate some of these things we’ve been talking about.” Sure, I thought. I remember seeing them doing this in the videos. 

What they didn’t show in the videos is the extreme version of illustrating the points. 

Did you know a minivan can take corners at 80-plus mph? I didn’t. Nor did I necessarily think it should. My instructor for the two days (and minivan driver that first day) was Cody Wyman. In addition to all of Cody’s racing accolades, he is also a professional driving instructor. Again, did you know a minivan can take corners at 80-plus mph? Apparently it can, although my death grip on the underside of my seat (you can probably still see my claw marks) was because I was convinced we were going to go ass-over-teakettle. 

Cody was sure to check in on all his passengers as we careened around the track, and I think I mumbled something like “I’m good,” and I think he said some other things we were supposed to be learning, but it wasn’t until they repeated the exercise the next day that I was able to breathe and pick up some of the finer nuances of braking and finding the straightest lines to the next apex.    

The second “Roller Coaster Moment” was riding two-up with an instructor. I’m not sure what else to say besides it was like being on the back of a rocket. I don’t remember much beyond trying not to collapse Cody’s lungs or fracture his ribs with my arms as I clutched the grab bar that had been affixed to the Yamaha MT-10 tank in front of him while he took corners at speeds that I’m pretty sure were faster than the minivan. At least the van had seatbelts.      

While I joke about this being a “Roller Coaster Moment,” the lesson was indeed solid, and it segues into my biggest surprise – or perhaps realization – of exactly how amazing motorcycles are when it comes to moving through space and time, especially sportbikes – even with my 200-lb butt on the pillion.  

Several times over the course of the two days, we were told to trust the bike. We all hear about “lean angle” and “rider triangle” and “geometry,” but it was fascinating (and reassuring) to hear from professionals exactly how much these machines have been designed to take your physical inputs and convert them using math and science into results that allow the bike to cling to the earth in seeming defiance of natural laws. But I learned that they’re actually pushing those very laws. 

Common ChampSchool expressions like “Load the tire before you work the tire” revolve around math and science. Adding 5% of brakes starts to compress the fork, which changes the geometry of the bike and widens the tire’s contact patch, and suddenly (well, similar to his dislike of words like “flick” or “grab,” Nick would probably scold me for such an “abrupt” word choice as “suddenly”) you can add more brakes or lean angle to make a tight corner. It’s more than “man and machine”; it’s an amazing symbiosis. We are riding the motorcycles, and they are listening to what our bodies are saying.  

It’s also worth noting I was a little surprised about the caliber of the instructors, not only in their accomplishments but also – and maybe more importantly – their behavior. Nick may have started the class by saying that they would be hard on us, but what I found from all the instructors was positive correction and consistent support and encouragement. And Cody was about the nicest guy you could imagine. Someone could say, “Well, sure, because you were paying them,” but a few weeks after ChampSchool at the AIMExpo show, with hundreds of attendees, I was wandering around trying to take it all in when I heard, “Hey Paul!” It was Cody. I hadn’t even noticed him, and he could’ve just let me pass, but instead he stopped me and took a minute to talk. He didn’t have to do that, but the fact that he did spoke volumes to me.

Related: 2023 AIMExpo Highlights

ChampSchool Final Takeaways 

I attended ChampSchool for two reasons: to become a better at my job with Rider, especially when I need to attend a bike launch at a track, and to become a better rider. I’m sure you want to feel like I’m a competent associate editor, but you’re probably reading this to know whether you will become a better rider if you attend ChampSchool. For me, it was mission(s) accomplished. 

Between Las Vegas and my hometown in southern Utah, there’s a great 12-mile stretch of interstate (yes, interstate) through the Virgin River Gorge, with tall canyon walls and lots of curves. Riding home after ChampSchool, I trusted my bike and I trusted myself. I centered myself and repeated my mantra as I rode toward the slice in the mountains where the interstate cut into the towering walls, and I opened it up a little more through the gorge, as traffic was relatively thin that day.

Still cautious but more confident, I pushed myself. The catchphrases that were repeated in both the online curriculum and at the class echoed in my head – load the tire before you work the tire, brake until you’re happy with speed and direction, and a host of others – and a stretch of road that had been a little more intimidating than enjoyable just a few days earlier was now more fun and exciting. 

So thank you to Nick, Cody, and everyone else involved with ChampSchool for taking this cruiser guy and making me a better rider…and making the ride more enjoyable.  

For more information, including upcoming ChampSchool classes, as well as other course offerings, such as the one-day ChampStreet program, which is geared more toward street riding, visit the Yamaha Champions Riding School website. 

SIDERBAR: Champ U 

While the Champ U online Core Curriculum is available for free as part of ChampSchool, for those who are unable to attend one of the ChampSchool events, purchasing the Core Curriculum independently is an excellent alternative, especially considering it’s on sale for only $49.95 as of publication.  

For that cost, you get 12 modules comprising a total of 43 video lessons (most ranging from 3-7 minutes long) and corresponding quizzes. The 12 subjects run the gamut – from front and rear braking, downshifting, and body position to mental approach, the 100 points of grip, and a concept they call “radius=mph” – and there are more than 30 drills to reinforce these lessons.  

If it seems like there is some overlap, you’re right, and as a former teacher, I can tell you that learning comes from repetition, a tactic Champ U employs very effectively when topics intersect one another. In fact, a decent amount of the information was familiar to me already, but much like I still regularly ride the test course at my local DMV, I also think it’s valuable to hear the same information from a different perspective. And along those lines, the Champ U content creators know how to turn a phrase. Nearly two months after the class, many of the pithy catchphrases from the Core Curriculum still roll around my head as I roll around on my bike.  

They also effectively use humor, which keeps the content from feeling like you’re back to studying up for your motorcycle endorsement. Video production value is good, and most of the instructors look very comfortable on the other side of the camera.    

The information is largely geared toward track riding and sport bikes, but they drew several parallels to street riding. Even where they didn’t, as primarily a street rider, I made several connections between the lessons and my own experiences. And once you buy it, it’s yours to revisit as often as you’d like. 

And if you know someone who is considering taking up riding or if you are new or recently returning to riding, Champ U is now offering a “New Rider” class with 35 lessons, 28 quizzes, and drills designed to prepare students for life as a motorcyclist at an introductory price of $19.95. 

More information at the Champions University Champ U courses webpage.

The post A Cruiser Guy Goes to Yamaha ChampSchool appeared first on Rider Magazine.

A dozen women from all over the U.S. geared up and threw a leg over their dirtbikes for the Babes in the Dirt weekend in Anza, California, last October. 

“Today, we’re at MotoVentures doing some hands-on training with some gals that want to become better motorcyclists,” said Ashmore Ellis, co-founder of Babes Ride Out and Babes in the Dirt. Ellis added that the goal is for riders to end each day feeling “really comfortable on the bike, knowing how it handles, and everything in between.” 

Related: Coverage of Babes Ride Out 7 in 2019

The first day began bright and early under a gray sky, and as women arrived or emerged from their campsites at the MotoVentures facility, there was a buzz of excitement, nerves, and camaraderie. Ladies from all walks of life introduced themselves and shared where they were from, including places like Temecula, California’s High Desert areas, Las Vegas, and Oregon. The group collectively gasped “Wow!” when one rider said she traveled from Alaska.

Geared up and ready to go, Andre LaPlante, owner of MotoVentures and a USMCA-certified instructor, called everyone together for the riders meeting. LaPlante detailed the weekend’s activities, telling the group they’d become proficient in sit-down turns, braking exercises, and stand-up riding. Other exercises included hill riding and turning, slalom exercises, a beam ride (to represent a rut or single track), and finally, the dreaded sand wash. 

Related: Andre LaPlante | Ep. 42 Rider Magazine Insider Podcast

Groans were heard in the group. One woman said, “I’m terrible in sand,” and many heads nodded in agreement. LaPlante smiled and confidently said, “You won’t be by the end of Sunday.”

After an hour explaining what was to come, with some storytelling in between, there was a mix of hesitation and excitement on the faces of the riders. Recognizing this, Ellis stood up and asked the group, “Is anyone nervous?” A bunch of hands shot straight up. “You have nothing to worry about,” she said, “so everyone stand up!”

A natural leader with a joyous presence, Ellis had everyone shake out their arms and jump around, wiggling the jitters out. Feeling better and with the adrenaline urging them forward, the ladies mounted their bikes and roared away in a single file line for the first group ride.

After the ride, LaPlante collected the riders together, had them shut off their engines, and explained the first lesson of the day. He was supported by two of MotoVentures’ instructors, Matt Kelly and Kylee Nordby, who are also USMCA certified. Keeping a sharp eye on all the students, the three worked seamlessly together while encouraging proper techniques and cheering everyone on.

When body positioning needed to be corrected, LaPlante provided honest feedback and adjusted the riders so that they could try the exercise again in the correct position. Seemingly tireless, LaPlante clicked through the drills with the riders until he was satisfied that everyone had completed the task correctly. He explained that riders become better and more confident once they master a solid foundation of technical skills and fundamentals like stand-up riding, counterbalancing, braking, and hill-riding techniques – “the fun stuff,” he exclaimed with a big smile. 

Read all of Rider‘s Tips & Tricks articles here.

As the good times continued, it was easy to see why Babes in the Dirt and MotoVentures are a natural fit. These two organizations came together out of a shared need to get out of the house. As Ellis explained: “We canceled all our events for 2020 due to the pandemic but found that [MotoVentures] was a safe place where riders could come to receive training and social distance in those dark days.”

At the time, Ashmore reached out to lifelong rider and trials champion Gary LaPlante. A longtime veteran of the motorcycle industry, Gary founded MotoVentures more than 20 years ago with a “dirt first” philosophy. As summarized on the company’s website, “dirt bike riding is the best way to first learn how to ride a motorcycle, and it’s also great for improving the motorcycle riding skills of any rider.”

Sadly, Gary passed away last August after a long battle with brain cancer. His son, Andre, continues to run MotoVentures, which is based at a private 350-acre riding facility in Anza, a remote area of Southern California between Escondido and Palm Springs. There’s an expansive flat area for riders to feel comfortable and confident when practicing their exercises, as well as a variety of terrain to hone more advanced techniques.

Ellis said Babes in the Dirt was created as an alternative to their larger Babes Ride Out events, providing a “more intimate setting where we can get to know some gals.”

“Even today with 12 riders, it offers real face-to-face time, getting to know them and their stories,” she said. “They want to become better, more confident, and more skilled so that they have more fun on the trails.” 

Krissy Fritz came to do exactly that, traveling nearly 4,000 miles from Girdwood, Alaska, to Anza so she could improve her overall riding.

“We don’t have any training schools for girls anywhere in Alaska,” said Fritz, who has a lofty goal. Next July, she and several friends and family members will participate in Romaniacs, the hard enduro event in Romania sponsored by Red Bull. She wanted more practice time riding terrain different than what she’s used to at home.

Personal goals can range from big dreams to small aspirations. Babes in the Dirt and MotoVentures help riders achieve those missions by cultivating an air of inclusion for everyone. As Ellis noted, “Out here this weekend, we have riders that range from anywhere in their 20s to 60 years old, which is like the range of all our events.”

The weekend began with some unknowns for the participants, but you could quickly see riders overcoming fear and growing in confidence and ability. Babes in the Dirt stays true to its mission of “enhancing each rider’s skill set while connecting other off-road enthusiasts who share the same passion.” Parallel to that, it’s clear that LaPlante takes a lot of pride in both his coaching and continuing his dad’s legacy. We think Gary would be proud.

For more information, visit Babes In The Dirt or MotoVentures.

The post Babes in the Dirt at MotoVentures appeared first on Rider Magazine.

Yamaha Champions Riding School, the premier motorcycle riding school in North America, is proud to announce a new Champions University digital curriculum: New Rider.

Champ U: New Rider is over three hours of digital content with 35 lessons, 28 quizzes, and drills designed to prepare students for life as a motorcyclist. This interactive course follows the ChampSchool tradition of truly explaining the “why” of everything a new rider must know, from how a clutch engages to proper and safe emergency-braking practice.

“New-rider parking-lot schools are the gateway to our sport and they have done the job of getting hundreds of thousands of riders licensed to ride on the road,” said ChampSchool founder Nick Ienatsch.

Related: Partial 2023 ChampSchool Schedule Announced

Why Take ‘Champ U: New Rider’?

Ienatsch said the goal with New Rider is two-fold:

One: Use the reach of the internet to deliver motorcycle riding’s best practices to any person interested in becoming a life-long motorcycle rider, or any current rider intent on improvement.

“These best practices are data driven and focused on drastically reducing risk while greatly increasing riding enjoyment,” Ienatsch said. “Champ U: New Rider students can expect to become excellent riders very quickly.”

Two: Bolster the current license-waiver classes with context and proven foundational truths to not just earn a license but to be truly ready for the road.

“A license doesn’t make you a safe rider! Understanding how a motorcycle works best and what inputs bring those best results is vital; New Rider goes above and beyond to teach how to practice and refine these inputs for a lifetime of riding success.”

Champ U: New Rider is designed for non-riders, new riders, and returning riders. This digital curriculum is accessible from anywhere in the world with connection to the internet and is affordable for almost any budget with an introductory price of $19.95. More information is available at the Champions University Champ U courses webpage.

Champ U: New Rider is part of the growing Champions University ecosystem of digital motorcycle training tools that include Champ U: Core Curriculum with more than 15,000 users and hundreds of five-star reviews. Champ U also has several rider education support tools like a members-only forum and new for 2023, Video Coaching: stay tuned for our Video Coaching program to be announced very soon.

“We know that riders who are properly educated and wear appropriate gear will have more fun, ride longer, and encourage more people to become involved in motorcycling,” Ienatsch said. “Our mission is to make quality motorcycle education available to all riders and grow the sport of motorcycling. Champ U: New Rider will be a powerful tool in reaching our goal.”

About Yamaha Champions Riding School:

Yamaha Champions Riding School (ChampSchool) is the nation’s premier motorcycle training program. ChampSchool is the evolution of the Freddie Spencer High-Performance Riding School and is led by racer, author, and former right-hand man of Spencer, Nick Ienatsch. ChampSchool uses “Champions Habits” to teach all riders the skills and techniques used by the top riders in the world to go faster safer, while concentrating on the way in which modern motorcycles are designed to be ridden. ChampSchool is dedicated to making all motorcycle riders safer and more in control of their riding, no matter what type of riding they do.

The post Yamaha Champions Riding School Announces ‘Champ U: New Rider’ Digital Course appeared first on Rider Magazine.

The following motorcycle tips article was the Exhaust Note feature in Rider‘s adventure-themed November 2022 issue, which also included stories on the TransAmerica Trail, Trans Canada Adventure Trail, and the Trans Euro Trail.

Call me crazy, but in the past decade I’ve ridden solo for half of the TransAmerica Trail, three Backcountry Discover Routes (Colorado, Idaho, and New Mexico), the Oklahoma Adventure Trail, and the Lone Star Loop.

Motorcycle forums often have threads debating the pros and cons of riding solo off-road. Some think it’s foolish; others think it’s the only way to ride. When you’re on your own in the backcountry, help may not be readily available if you need it. But there are also benefits to solo adventures – as long as you use some common sense.

Riding with like-minded friends is great, but the more riders, the more logistical complexity due to different schedules and preferences for meals, lodging, etc. Then there’s the ride itself – when to get started each day, how far to ride, and where and when to stop. One of the key advantages of a solo ride is its simplicity. You’re the boss. You’re the only one who makes decisions (and has to live with them). Take breaks, take more photos, stop and smell the roses – it’s up to you.

Another advantage for us older guys is that it beats not riding. For me, I either ride solo or I don’t ride at all. I’m 75, and most of my friends have quit riding off-road for various reasons. And younger guys with jobs and families often don’t have the flexibility to go for a ride on a Tuesday or to take a couple weeks off for a long trip.

Some would argue that you can’t share the adventure with anyone if you ride alone. My solution is to take lots of photos and record descriptive audio notes on my smartphone throughout the day. Once back home, I convert these into a printed ride report to share with family and friends.

Motorcycle Tips for Off-Road Riding Alone

Communicate: You should always let people know where you will be riding, but that’s not enough. You should also carry a Garmin inReach or SPOT satellite tracker/communicator that includes two-way text messaging. Carry it on your person at all times since it won’t do you any good if it’s on your bike 50 feet down a ravine. Establish a periodic check-in routine via your mobile phone or tracker with those aware of your ride. Ask someone to periodically check your tracker “share page” with the understanding that if your last track point hasn’t moved in a few hours and you haven’t messaged, you probably need help. In addition, they should have the appropriate number to reach search and rescue.

Plan Your Route: Choose routes that are within your skill set. GPS tracks are great, but paper maps are good as a backup and to familiarize yourself with “bail out” routes. In case of an urgent situation, such routes provide the shortest path to pavement or nearby towns. Paper maps also give you the big picture, so during your ride, stop occasionally and figure out exactly where you are.

Ride the Right Bike: When riding solo off-road, it’s critical that you’re able to pick your bike up by yourself when (not if) you drop it. Most of us have seen demonstrations of 100-lb riders picking up 800-lb motorcycles by crouching down with their lower back against the seat, holding the handlebar and the rear fender, and “walking” the bike upright. It’s a valuable technique to know and practice. In off-road situations, you may be in sand, gravel, or some other challenging situation, so I also carry a strap that I can hook under the bike to adjust my lifting position. When you’re off-road, a lighter motorcycle is always better in terms of maneuverability and the ability to pick it up, which you may have to do multiple times.

Your bike should also be well-maintained in terms of tires, chain, brakes, bolt tightness, lights, battery, fuel, cables, etc. Know your bike and how to troubleshoot common problems. Carry a comprehensive toolkit and be able to fix a flat. Even if you have a range of 200 miles, carry a RotoPax or other auxiliary fuel container.

Protect Yourself: Riding solo means ATGATT (All The Gear, All The Time). If you fall when you’re alone, quality safety gear may determine whether you ride the bike out or are flown out in a helicopter (with a costly bike recovery). A good helmet, armored apparel, durable gloves, and adventure/off-road boots are necessities. Carry a hydration pack, extra snacks, sunscreen, a first-aid kit, and basic emergency supplies.

Ride Smart: Everyone’s instinct for self-preservation has a different calibration, but when riding solo off-road it’s better to err on the side of caution. If you come to a section and hear a warning bell in your head, consider turning around for an alternate track. Get a “Ride Right” sticker from RideBDR.com and make it standard practice. Riding far right on dirt roads, over hills, and around blind curves has saved me many times. Cover the front brake lever with at least one finger and practice emergency stops. Keep your mind focused on your ride and your speed appropriate for visibility. Obey rules and laws, stay off private roads, and slow down around houses and livestock.

Stuff Happens: What should you do if you get hurt or stranded? Don’t panic! Assess and evaluate. Check for injuries, check the bike for rideability, consult your map, and weigh your options. Carefully consider: “Do I ride, do I walk, or do I wait?”

If you hanker for adventure and long to see what’s over the next hill, a solo off-road ride may be just what you need.

The post Motorcycle Tips: Riding Alone Off-Road appeared first on Rider Magazine.

At the end of November, Greenger Powersports announced its new Saddleback electric balance bike for kids.

Greenger says the Saddleback is inspired by the mountains of Southern California and blends electronics, easy-to-use features, and proven engineering to create “a fun training tool for young kids looking to explore the outdoors.”

Related Story: 2022 Greenger x Honda CRF-E2 | First Ride Review

Greenger continued to say that motocross enthusiasts remember the Saddleback area, a natural landmark formed by the two highest peaks of the Santa Ana Mountains, as a “riding mecca back in the day.”

“Riders would drive for hours to get a chance to turn the dirt of these pine lined mountains. Today, Saddleback is a destination for families and outdoor enthusiast of all kinds.”

With the base of the mountains now dotted with suburban neighborhoods and a new generation of children, Greenger was looking for a way for those children to be able to explore in a quiet and friendly way. Thus was born the Saddleback electric balance bike.

Offering either a 12-inch or 16-inch model, the Saddleback is driven by a 22V 150W hub motor, a disc brake, a push mode for younger riders or three adjustable speed modes. On the 12-inch model, the Level I top speed is 5 mph, Level II is 7 mph, and Level III is 9 mph; top speeds on the 16-inch model are 6.5 mph, 9.5 mph, and 12.5 mph.

Both models have aluminum rims. The 12-inch Saddleback weighs 20.9 lb, and the 16-inch weighs 26.5 lb. The LG battery uses a toolless bracket to make it quick and easy to swap if needed and provides a claimed 50-70 minutes of riding time based on mixed riding conditions.

The Saddleback is now available in Black or White for $749 for the 12-inch and $949 for the 16-inch (plus a $40 destination and freight charge). Both bikes come with a standard charger.

“With the success of the CRF-E2, it was a clear indicator kids of all ages want to ride.” said Brad Chapman, Greenger Sales & Marketing manager. “We want everyone to experience life on two-wheels powered by Greenger.”

Along these lines, in addition to the Saddleback, Greenger will be releasing a family of e-bike models in the first quarter of 2023 to “get the masses outdoors,” including the Telluride city bike, the Ozark folding recreational bike, and the Shasta and Shasta ST adventure bikes, as well as two Portable Power Stations: 1200w and 2000w.

For more information, visit the Greenger Powersports website.

The post Greenger Saddleback Electric Balance Bike | First Look Review appeared first on Rider Magazine.

Rear brakes aren’t a hot topic in today’s motoverse, nor are they necessarily among the most sought-after motorcycle tips. In fact, they’re kind of boring when the front binders on modern bikes provide so much stopping power, often with a single finger on the lever, but they’re still important. 

According to the Motorcycle Safety Foundation, front brakes provide approximately 70% of a motorcycle’s maximal stopping power, leaving around 30% to the single rear brake. But many factors affect this ratio, such as speed, tire grip, road surface, road gradient, and type of motorcycle. Cruisers and touring bikes with long wheelbases benefit from rear braking to a greater degree than short-wheelbase motorcycles like sportbikes. 

Hard braking at the front can lighten the rear end so much that it can be hard to take advantage of whatever percentage of braking is available back there. That’s a lesson I hadn’t learned yet when my ’83 Suzuki GS750ES, which had some serious stoppers, was new.

When used correctly, the rear brake improves control and stopping distance and also helps negotiate U-turns quickly and safely.

See all of Rider’s Motorcycle Tips & Tricks here.

Settling Down

My enlightenment came later with my ’87 Kawasaki KLR650, a venerable dual-sport notable for its large gas tank and weak single-disc stoppers at both ends. Having to use both binders to effect a short stop was a (not quite) crash course in rear brake use. Only then did I realize that doing so also attenuated dive and recoil from the KLR’s long-travel front suspension, keeping the bike closer to level throughout the stop.

This “Aha!” moment was a breakthrough in both stopping and overall control. Riding my Honda VFR750F at CLASS, Reg Pridmore’s track-based safety course, only reinforced that lesson. I wasn’t the fastest or the smoothest student rider, but when it came to the braking exercise – which required using both brakes – 19 years aboard KLRs had me stopping like a pro.

To prove the value of the rear brake to yourself, practice emergency stops (full braking power but without locking either wheel or engaging the ABS) with only the front brake, and then with both. When both brakes are applied, the bike should squat, pitching less at the front. The longer your front suspension travel, the bigger difference it makes. (On Telelever-equipped BMWs and other motorcycles with suspension systems that minimize front-end dive, the change in chassis pitch will be less noticeable.) The same technique but with a lighter touch on both brakes will give you more secure stops on loose or slippery surfaces. 

Turn It Around

We’ve all missed a turnoff, forcing us to make a U-turn to get back on course. Performing one without putting a foot down – or worse, having to stop, back up, and take another stab at it – is a skill we should all master. I learned better technique doing test bike photoshoots for Rider, which require numerous U-turns, often on narrow roads, to get the right shot.

The key is to apply light pressure to the rear brake through the turn. The benefits are two-fold: shortening your bike’s turning radius and damping any unintended throttle inputs. 

Practice in a parking lot, gradually reducing the number of parking spaces it takes to turn around. Just remember that it’s a light touch on the rear stopper; too much and you risk a fall. Keep your eyes up and look where you want to go, and keep the clutch in the friction zone for delicate power control. Also, keeping your feet on the pegs and weighting the outside peg yields the best results.

With practice, using the rear brake at slow speeds makes your U-turns steadier, faster, and safer.

Driveway Moments

You’re pulling out of a driveway, front wheel cocked, when a car appears from behind parked vehicles. While still on the driveway apron, you tap the front brake, which immediately pitches the bike in the direction of the turn. Quick thinking and a strong leg may keep it upright.

Next time, try using the rear brake as you reach the driveway apron. If you have to stop, use only the rear brake, which won’t make the bike pitch sideways since the rear wheel doesn’t affect steering or balance. The safest way to prove this to yourself is on a bicycle, where mistakes have milder consequences. Move up to a motorcycle when you’re confident with the technique.

By using these tips, the back brake may become your new best friend.

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