The Pace

[raz]

Some 15 years ago I owned a Kawasaki GPz 550. It was my first bike apart from a Yamaha RD 125 cc. I don't even remember what model year it (the Kawa) was, probably 1982. I just got the idea to google on "gpz 550" and see what comes out, and as expected, something unexpected and good came out.

 

Some guy named Nick Ienatsch wrote an article in Motorcyclist Magazine, November 1991. Googling that name (which I reckon is pretty unique) gives some 13,000 hits ("Pete Roper" produces some 2,900 hits as a curious comparison) and he seems to be the author of some books.

 

This text is well spread across the Internet and I expect lots of you to have read it. For the ones that did not, here it is. It's very good and not too long. Since it's spread all over the 'net I guess I can just paste it in here. If that turns out to not be OK we'll replace it with a link. Here goes. Think of it as "May the Pace be with you, Luke"

 

The street is not the track - It's a place to Pace

 

Two weeks ago a rider died when he and his bike tumbled off a cliff paralleling our favorite road. No gravel in the lane, no oncoming car pushing him wide, no ice. The guy screwed up. Rider error. Too much enthusiasm with too little skill, and this fatality wasn't the first on this road this year. As with most single-bike accidents, the rider entered the corner at a speed his brain told him was too fast, stood the bike up and nailed the rear brake. Goodbye.

 

On the racetrack the rider would have tumbled into the hay bales, visited the ambulance for a strip of gauze and headed back to the pits to straighten his handlebars and think about his mistake. But let's get one thing perfectly clear: the street is not the racetrack. Using it as such will shorten your riding career and keep you from discovering the Pace. The Pace is far from street racing - and a lot more fun.

 

The Pace places the motorcycle in its proper role as the controlled vehicle, not the controlling vehicle. Too many riders of sport bikes become baggage when the throttle gets twisted - the ensuing speed is so overwhelming they are carried along in the rush. The Pace ignores outright speed and can be as much fun on a Ninja 250 as on a ZX-11, emphasizing rider skill over right-wrist bravado. A fool can twist the grip, but a fool has no idea how to stop or turn. Learning to stop will save your life; learning to turn will enrich it. What feels better than banking a motorcycle over into a corner?

 

The mechanics of turning a motorcycle involve pushing and/or pulling on the handlebars; while this isn't new information for most sport riders, realize that the force at the handlebar affects the motorcycle's rate of turn-in. Shove hard on the bars, and the bike snaps over; gently push the bars, and the bike lazily banks in. Different corners require different techniques, but as you begin to think about lines, late entrances and late apexes, turning your bike at the exact moment and reaching he precise lean angle will require firm, forceful inputs ant the handlebars. If you take less time to turn your motorcycle, you can use that time to brake more effectively or run deeper into the corner, affording yourself more time to judge the corner and a better look at any hidden surprises. It's important to look as far into the corner as possible and remember the adage, "You go where you look."

 

DON'T RUSH

 

The number-one survival skill, after mastering emergency braking, is setting your corner-entrance speed early, or as Kenny Roberts says, "Slow in, fast out." Street riders may get away with rushing into 99 out of 100 corners, but that last one will have gravel, mud or a trespassing car. Setting entrance speed early will allow you to adjust your speed and cornering line, giving you every opportunity to handle the surprise.

 

We've all rushed into a corner too fast and experienced not just the terror but the lack of control when trying to herd the bike into the bend. If you're fighting the brakes and trying to turn the bike, any surprise will be impossible to deal with. Setting your entrance speed early and looking into the corner allows you to determine what type of corner you're facing. Does the radius decrease? Is the turn off-camber? Is there an embankment that may have contributed some dirt to the corner?

 

Racers talk constantly about late braking, yet that technique is used only to pass for position during a race, not to turn a quicker lap time. Hard braking blurs the ability to judge cornering speed accurately, and most racers who rely too heavily on the brakes find themselves passed at the corner exits because they scrubbed off too much cornering speed. Additionally, braking late often forces you to trail the brakes or turn the motorcycle while still braking. While light trail braking is an excellent and useful technique to master, understand that your front tire has only a certain amount of traction to give.

 

If you use a majority of the front tire's traction for braking and then ask it to provide maximum cornering traction as well, a typical low-side crash will result. Also consider that your motorcycle won't steer as well with the fork fully compressed under braking. If you're constantly fighting the motorcycle while turning, it may be because you're braking too far into the corner. All these problems can be eliminated by setting your entrance speed early, an important component of running the Pace.

 

Since you aren't hammering the brakes at every corner entrance, your enjoyment of pure cornering will increase tremendously. You'll relish the feeling of snapping your bike into the corner and opening the throttle as early as possible. Racers talk about getting the drive started, and that's just as important on the street. Notice how the motorcycle settles down and simply works better when the throttle is open? Use a smooth, light touch on the throttle and try to get the bike driving as soon as possible in the corner, even before the apex, the tightest point of the corner. If you find yourself on the throttle ridiculously early, it's an indication you can increase your entrance speed slightly be releasing the brakes earlier. As you sweep past the apex, you can begin to stand the bike up out of the corner. This is best done by smoothly accelerating, which will help stand the bike up. As the rear tire comes off full lean, it puts more rubber on the road, and the forces previously used for cornering traction can be converted to acceleration traction. The throttle can be rolled open as the bike stands up. This magazine won't tell you how fast is safe; we will tell you how to go fast safely. How fast you go is your decision, but it's one that requires reflection and commitment. High speed on an empty four-lane freeway is against the law, but it's fairly safe. Fifty-five miles per hour in a canyon may be legal, but it may also be dangerous. Get together with your friends and talk about speed. Set a reasonable maximum and stick to it. Done right, the Pace is addicting without high straightaway speeds. The group I ride with couldn't care less about outright speed between corners; any gomer can twist a throttle. If you routinely go 100 mph, we hope you routinely practice emergency stops from that speed. Keep in mind outright speed will earn a ticket that is tough to fight and painful to pay; cruising the easy straight stuff doesn't attract as much attention from the authorities and sets your speed perfectly for the next sweeper.

 

GROUP MENTALITY

 

Straights are the time to reset the ranks. The leader needs to set a pace that won't bunch up the followers, especially while leaving a stop sign or passing a car on a two-lane road. The leader must use the throttle hard to get around the car and give the rest of the group room to make the pass, yet he or she can't speed blindly along and earn a ticket for the whole group. With sane speeds on the straights, the gaps can be adjusted easily; the bikes should be spaced about two seconds apart for maximum visibility of surface hazards. It's the group aspect of the Pace I enjoy most, watching the bikes in front of me click into a corner like a row of dominoes, or looking in my mirror as my friends slip through the same set of corners I just emerged from. Because there's a leader and a set of rules to follow, the competitive aspect of sport riding is eliminated and that removes a tremendous amount of pressure from a young rider's ego - or even an old rider's ego. We've all felt the tug of racing while riding with friends or strangers, but the Pace takes that away and saves it for where it belongs: the racetrack. The racetrack is where you prove your speed and take chances to best your friends and rivals. I've spend a considerable amount of time writing about the Pace (see Motorcyclist, Nov. '91) for several reasons, not the least of which being the fun I've had researching it (continuous and ongoing). But I have motivations that aren't so fun. I got scared a few years ago when Senator Danforth decided to save us from ourselves by trying to ban superbikes, soon followed by insurance companies blacklisting a variety of sport bikes. I've seen Mulholland Highway shut down because riders insisted on racing (and crashing) over a short section of it. I've seen heavy police patrols on roads that riders insist on throwing themselves off of. I've heard the term "murder-cycles" a dozen times too many. When we consider the abilities of a modern sport bike, it becomes clear that rider techniques is sorely lacking. The Pace emphasizes intelligent, rational riding techniques that ignore racetrack heroics without sacrificing fun. The skills needed to excel on the racetrack make up the basic precepts of the Pace, excluding the mind-numbing speeds and leaving the substantially larger

margin for error needed to allow for unknowns and immovable objects. Our sport faces unwanted legislation from outsiders, but a bit of throttle management from within will guarantee our future.

 

THE PACE PRINCIPLES

 

Set cornering speed early.

Blow the entrance and you'll never recover.

 

Look down the road

Maintaining a high visual horizon will reduce perceived speed and help you avoid panic situations.

 

Steer the bike quickly.

There's a reason Wayne Rainey works out - turning a fast-moving motorcycle takes muscle.

 

Use your brakes smoothly but firmly

Get on and then off the brakes; don't drag 'em.

 

Get the throttle on early

Starting the drive settles the chassis, especially through a bumpy corner.

 

Never cross the centerline except to pass

Crossing the centerline in a corner is an instant ticket and an admittance that you can't really steer your bike. In racing terms, your lane is your course; staying right of the line adds a significant challenge to most roads and is mandatory for sport riding's future.

 

Don't crowd the centerline

Always expect an oncoming car with two wheels in your lane.

 

Don't hang off in the corners or tuck in on the straights

Sitting sedately on the bike looks safer and reduces unwanted attention. It also provides a built-in safety margin.

 

When leading, ride for the group

Good verbal communication is augmented with hand signals and turn signals; change direction and speed smoothly.

 

When following, ride with the group

If you can't follow a leader, don't expect anyone to follow you when you're setting the pace.

 

Nick Ienatsch

http://www.micapeak.com/info/thepace.html

[Alex-Corsa]

 

Some guy named Nick Ienatsch wrote an article in Motorcyclist Magazine, November 1991. Googling that name (which I reckon is pretty unique) gives some 13,000 hits ("Pete Roper" produces some 2,900 hits as a curious comparison) and he seems to be the author of some books.

 

This text is well spread across the Internet and I expect lots of you to have read it. For the ones that did not, here it is. It's very good and not too long. Since it's spread all over the 'net I guess I can just paste it in here. If that turns out to not be OK we'll replace it with a link. Here goes. Think of it as "May the Pace be with you, Luke"

 

I agree 100% ith Nick , he has a great book written "Sport Riding techniques" ISBN 1-893618-07-02 , if you don't have it buy it. Lots of usefull infos which help understand the bike and ride safer ,as well as also that there is a difference between track and road. nice illustrations and examples well given also a V11 pic (or two!) inside.

The basic principle is to be smooth (regardless the speed or pace),I choose slower paces when I ride where everything is much easier for me to control. Well what is slower or safer , that depends on the street -enviroment conditions , motrocycle and rider skils , so for everyone that can vary

[helicopterjim R.I.P.]

Jaap gives 8,120,000 hits so just remember who God is on this forum.

[raz]

Jaap gives 8,120,000 hits so just remember who God is on this forum.

Pete gives 69,200,000 hits. Nick gives 150,000,000. Bill gives 360,000,000. He wins

[mike wilson]

".....staying right of the line adds a significant challenge to most roads...."

 

More so in the UK, Australia, Japan, etc.

[jrt]

Nicely written article.

With all due respect, like all searches on the web, porn wins.

 

http://www.google.com/trends?q=Jaap%2C+Bill%2C+Nick%2C+Porn

 

(link is SFW)

[raz]

".....staying right of the line adds a significant challenge to most roads...."

 

More so in the UK, Australia, Japan, etc.

 

That's a good point. Significant challenge.

[dlaing]

Set cornering speed early.

Blow the entrance and you'll never recover.

IMHO Set cornering speed so if you blow the entrance you will recover.

 

Steer the bike quickly.

There's a reason Wayne Rainey works out - turning a fast-moving motorcycle takes muscle.

Great tip, I have to work on that. I keep trying to finesse the bike and I keep reaching a point where I feel I can't turn any further, even when I am inches from scraping.

 

Don't crowd the centerline

Always expect an oncoming car with two wheels in your lane.

I see too many people do that, and once in a while catch myself too close to the double yellow.

 

Don't hang off in the corners or tuck in on the straights

Sitting sedately on the bike looks safer and reduces unwanted attention. It also provides a built-in safety margin.

What safety margin?

Tucking saves fuel and can be more comfortable.

A little tuck when passing a truck can be safer, in my less than humble opinion.

I don't exactly hang off, but a shift of the butt in the sadle accompanied by a good lean, helps keep the ground clearance, and reduces the required muscle to make the turn.

[earemike]

...not the right thread to say I thought I needed to hang off more since I'm sometimes grinding my right pipe

 

even commuting to work there's a couple of bends I like to "twist" myself off the saddle

 

 

I agree the article makes sense though (I know when I'm riding like a *@#$!)

 

 

PS during my brief attempt at racing I found it easy to find time under brakes as I was braking too early, so practicing braking later did help my lap times. I reckon you're pretty bloody quick if braking later can't help you.

 

Then again I'm obviously immature and have much to learn from you guys

[Guest oldtoolie]

I've read and re-read this article since it first appeared. It sums up street riding at its best.

This smooth fast style is particularly applicable to the V11.

 

Not hanging off means that you are not upsetting the balance of the bike by moving around abruptly. But you can still use some body english by sticking your head into the turn toward the mirror. It puts more weight on the front wheel and feels good.

 

I wish I knew some people who tried to ride like this so I could ride with them. Everyone I try to ride with either pottles along as if the were on a Harley or tears off like a maniac.

 

boo hoo jonny no mates

 

[Ouiji Veck]

I've been riding with the same great guys for over 30 yrs.

We started riding the PACE almost 20 yrs ago after we realized

our new GSXRs and Ninjas and FZRs were just too much.

We found the PACE by ourselves and I first read it about 6 yrs. ago.

It pretty much sums it up. Ride within your ability..leave plenty of room

between bikes..keep a big safety margin...don't speed up so much on the straights that

you have to break for the corners... Designate a good leader...someone that knows the

way and looks in the mirrors once in a while. Then go find a twisty road and use some of

those sidewalls you paid so much for.

[Guest Barnapkin]

A 1982 Gpz550 was my first street bike. Still one of the best looking streetbikes ever made. no - I don't consider todays racetrack refugees as true streetbikes.

 

I always tell anyone at work who is getting a bike to search the "pace by nick Isomethingoranother", and try it. Then I cross my fingers that youthful enthusiasm doesn't do them in before they learn to ride responsibly.

[Guest oldtoolie]

I haven't seen this yet but it is on my Amazon wish list. This is from the Haynes catalogue

 

Sport Riding Techniques

How to develop real world skills for speed, safety and confidence on the street and track

By: Nick Ienatsch

 

Winning racer, motojournalist, and lead instructor at former world champion Freddie Spencer's riding school, Nick Ienatsch is uniquely qualified to write a book specifically for sporting street bike riders. His tips and exercises will help you ride quickly and safely on the street, or race that much faster on the track. He covers a wide range of techniques, from fundamentals to sophisticated, race-proven skills for advanced riding and track days. Whether you're a novice or a veteran, Nick provides you with the tools to analyse and improve your performance.

Paperback, 279 x 229mm, 128 pages, 176 colour and black & white illustrations

 

ISBN: 9781893618077

Web price: £17.99

[Guest Barnapkin]

I've re read it twice.

 

I've loaned it to a few new riders as well.

The story he tells about the pack of touring bikes with following too close in groups is an eye opener for many new riders that all seem to have a squid or two in the group.

 

Braking isthe best part of the book.

[Dan M]

Sport Riding Techniques

How to develop real world skills for speed, safety and confidence on the street and track

By: Nick Ienatsch

 

 

ISBN: 9781893618077

Web price: £17.99

 

I have 5 or 6 riding skill / strategy / technique / safety books and Ienatsch's is my favorite.