The Cloverleaf Conundrum Flat-Land Problem: Freeway On- And Off-Ramps

THE CLOVERLEAF CONUNDRUM FLAT-LAND PROBLEM: FREEWAY ON-AND OFF-RAMPS

IGNITION

RIDE CRAFT

No canyons in sight but plenty of fun corners

Nick Ienatsch

While most motorcycle riding technique pieces focus on the never-ending puzzle of maximizing the enjoyment on canyon roads, the reality is that not everyone has the benefit of riding tight, twisting roads day in and day out. Such a case was recently presented to me by an

Army Safety Division officer, who surprised me with his number-one motorcycle safety problem: freeway onand off-ramps.

“We’re in Florida and the best corners are freeway onand off-ramps,” he related. “That’s where all our accidents occur... well, other than intersections. I could really use a plan to help my riders with onand off-ramps.”

'INCREASING SPEED OPENS THE BIKE’S CORNERING RADIUS AND FORCES IT TO RUN WIDER WHILE DECREASING SPEED TIGHTENS THE RADIUS.

Here are some tips for those riders:

1) Understand the radius equals mph equation: This over-simplified equation is demonstrated in the first 20 minutes of Yamaha Champions Riding School—it’s that important and misunderstood. What it aims to teach riders is that, all other things the same, increasing speed opens the bike’s cornering radius and forces it to run wider while decreasing speed tightens the radius. Meanwhile, holding the speed holds the radius.

Some advice out there tells riders to accelerate through a corner—that the swingarm angle of an accelerating bike changes and then the bike steers better or that accelerating “balances” the weight of the bike between the front and rear tires. Even if part of those claims has a shred of validity, the advice is a distant second priority to how speed affects your radius.

2) Ride the bike: Many riders have been taught that the brakes can’t be used at lean angle, so they enter the on-/off-ramp by closing the throttle and hope

to slow down enough. Instead, try “trading” brake-pressure percentages as you add leanangle percentages, trailing off the brakes as you turn the bike into the corner. Brake-assisted steering helps to load the contact patch during turn-in and gives the bike a slightly more aggressive steering-head angle during direction changes.

This need to “ride the bike” comes into play twice during those long 320-degree on-/off-

ramps: once at the turn-in as the bike needs to slow and turn and again somewhere about 80 percent of the way through as the radius of the pavement tightens again. Rolling the throttle closed and squeezing on a little bit of brakes makes that second direction change easy and repeatable. Yes, closing the throttle is a form of slowing, but it’s not repeatable or adjustable. A little bit of brake is repeatable and adjustable.

3) Understand tire loading: Closing the throttle for the on-/ off-ramp direction change will work most of the time, but if the rider can adjust his speed in less time and distance by using a little bit of brakes, that would be safer. It’s about understanding the principles of smooth tire loading—how the initial squeeze of brakes serves to transfer weight forward, load the fork springs, and then squish the tire into the pavement. Same

thing with throttle—same initial smoothness to load shock springs and rear tire.

4) Look ahead: A huge part of long-radius corners is getting your eyes and brain further into them, sooner. You’re looking at the entrance as you approach but try to scan further in and then scan back to your entrance. As the bike settles into the corner, jump your eyes again and see if you can jump them all the way to the exit. Now scan back to whatever grabs your attention, such as tar strips or curbings.

5) Recognize limits: All riders need to know that freeway on-/ off-ramps are terrible places to push the limits and often punish crashes harshly. Many are lined with Armco or cement barriers, have had oils and coolant spilled on them, or have drop-offs on one side. A good reminder is Kenny Roberts Sr. discussing

IT’S ABOUT UNDERSTANDING THE PRINCIPLES OF SMOOTH TIRE LOADING-HOW THE INITIAL SQUEEZE OF BRAKES SERVES TO TRANSFER WEIGHT FORWARD, LOAD THE FORK SPRINGS, AND THEN SQUISH THE TIRE INTO THE PAVEMENT.

certain corners where he never pushed to the limits because of the consequences of a mistake.

Army riders, specifically, can think of a trackday in the same way they think about the rifle range: a safe place to practice and push your personal limits. A freeway on-/off-ramp is like walking through Fallujah at night because you use caution and leave a margin of safety. A margin of safety on the street means you use 30-percent less throttle than maximum, 30-percent less lean angle than maximum, and run speeds that match the hazardous surroundings.

Final thoughts: Freeway onramps are fun once you master the ability to incrementally adjust your speed, and thus your radius, with the lightest touches of throttle and brakes. This fun comes with the realization of real-world hazards that underline a racetrack’s safety.