MotoBrief

Jay Leno’s Garage is one of the best sites in the world. Leno’s collection of cars and motorcycles is legendary. And he’s a true enthusiast, who loves these vehicles and enjoys getting them out and on the road. I think he’s awesome.

Here’s a recent segment where he talks helmet sizing and construction with Arai’s Bruce Porter. Leno has had his share of crashes, so he speaks from experience when he promotes helmet use here.

The Think! Take Longer to Look for Bikes campaign from the UK has landed in the US with an Americanized version of the public service announcement.

You can see the original UK version here. Be forewarned, the UK version is a bit more graphic.

UK site DO THE TEST has a short video that will test your visual perception. It’s a must for every motorcyclist who wants to understand more about how the mind processes what we see.

I believe that video is derived from some of the excellent work done at the University of Illinois Visual Cognition Lab. You’ll find a lot more examples of similar work there. (And a surprisingly stern and crappy copyright notice on that page; so much for the spirit of collaboration and knowledge sharing in academic research.)

WFTV 9 in Florida is reporting that Bike Week has already racked up two fatal motorcycle accidents.

Bike Week is a massive event. It gets a lot of attention. And it’s a shame that attention always includes articles focusing on Bike Week fatalities. Even this article closes by noting the eight deaths last year.

The two accidents cited here aren’t attributable to wild Bike Week partying. One rider lost control in a corner and the other had a vehicle pull out and collide with him — the most common cause of single vehicle and multiple vehicle motorcycle crashes, respectively. These accidents could have happened anywhere. They do happen anywhere, every single day.

Still, I wish someone at Bike Week would take a more active interest in motorcycle safety. The annual BMW MOA Rally, which draws a fraction of the Bike Week attendees, often has motorcycle rider training available. (In fact, the BMW MOA home page is currently asking for MSF-certified RiderCoaches to facilitate some ERC classes.)

I couldn’t find a single event listed on the Bike Week site that was focused on improving rider skills. Why not? I can’t believe that they wouldn’t fill up some ERCs in a heartbeat, given the number of people at Bike Week. Come on, Bike Week organizers, it wouldn’t be the end of the world is some of your guests spent a few hours at a motorcycle class instead of a bar, right?

(And if there is some kind of rider training available, then you need a serious redesign of your website. Actually, a redesign wouldn’t hurt either way.)

Teaching motorcycle safety classes, I’ve come across many people who think they understand how a motorcycle turns and are completely wrong.

Some people think that it’s about throwing or shifting one’s body weight into the corner to lean the motorcycle over. In fact, pressing forward on the handgrip in the direction you are turning — in other words, pressing in a way that causes your tire to begin to turn away from direction you want to go — triggers a complex mess o’ physics that’s way over my head because I copied Joe Smith’s answers in my high school Physics class.

The act of turning the tire away from the turn is known as countersteering. I suspect those people who argue that they lean with their body end up putting pressure on the inside handgrip and countersteering without realizing that it happens.

That was certainly the case with me. I’ve ridden from a very young age and was a reasonably competent rider. I didn’t have any problem leaning into a turn and holding my line. But I had a number of close calls where, at very low speeds, I needed to avoid clipping a vehicle or some other object and found myself squirming and moving my butt to the side. I’d squeak past, but just barely. And I couldn’t understand why I didn’t have better directional control in those situations.

It was only after I’d become an instructor — my first exposure to formal riding education — that I understood that in those panicked moments I was trying to turn my front tire away from the obstacle and that countersteering was sending me closer to it. What came naturally in a long, sweeping curve went out the window when I was thinking desperately about it.

This YouTube video does a fantastic job of showing how countersteering works and explains it in a way that even Mr. Cantwell’s worst “C” student can understand.

For many years, BMW has offered training at the Enduro Park in Hechlingen for those willing to make the pilgrimage to Germany. I’ve never had the opportunity to go. But it looks like it’s gotten a bit easier for those of us in the U.S. They’re now conducting on-road and off-road classes at the BMW Performance Center in South Carolina, where they’ve done automobile driving courses since 1999.

Courses start at $480 if you’re bringing your own BMW motorcycle, or BMW will provide an F650GS ($550), a G650 Xchallenge ($600) or an R1200GS ($650). Interestingly enough, BMW uses the F650GS and R1200GS in the on-road classes, too — you can’t choose from any of BMW’s street-oriented motorcycles. That’s disappointing. As big a fan as I am of the GS line, if I was going to take the on-road class I’d want to be using the new F800S.

There’s no mention of the courses on the Performance Center website, so you’ll need to call them to get more information. It looks like there are at least two of each course scheduled every month through the end of the year.

Last week KTM and the Consumer Product Safety Commission announced a voluntary recall of certain models in the 2005 to 2007 model years. The recall says there have been over 5,000 incidents of a seal failing and allowing fuel to leak from the fuel tank.

If you’re off-roading on a KTM, it’s time to call your dealer.

I saw an article the other day from a Washington newspaper about a guy who crashed on his way home after purchasing a new motorcycle. The article is short on details but immediately conjures visions of a familiar tale — the young, unlicensed, presumably untrained motorcyclist who purchases a high-performance sportbike (in this case, a 2004 Yamaha YZF600) and promptly crashes.

I don’t want to focus on the details of this incident. The rider was apparently pretty seriously hurt and probably doesn’t need any more grief. Instead I’d like to ask what a new rider should be considering when looking for their first bike. I have my own thoughts on what a new motorcyclist’s strategy should be; we’ll see if anyone agrees with me.

Get Prepared

To state the obvious, motorcycling is a serious activity that entails significant risks. Preparing yourself is a big part of becoming a motorcyclist. Some basic steps you should consider before buying your first motorcycle:

1. Plan to ride legally. Every state requires a separate motorcycle endorsement to operate a motorcycle. And most states have some kind of learner permit system. At the very least, you need to plan to get a learner permit; you’ll generally need to pass a written test for this. Studying for the permit will familiarize you with the motorcycle controls and some basic motorcycling concepts. The Motorcycle Safety Foundation has a summary of state licensing requirements, although it appears to be a bit out of date.
2. Read more! It won’t hurt to study more than the DMV handbook. I (and many others) highly recommend David Hough’s Proficient Motorcycling and More Proficient Motorcycling.
3. Take a class! Your learners permit exam may give you some basics and Hough’s books are filled with useful knowledge, but nothing is going to beat a class where you can learn the principles of motorcycle operation, practice in a controlled environment and get coaching and feedback from professional instructors.

   Contact your state DMV or visit their website and see what kind of motorcycle training is available. Motorcycles are provided in beginner’s classes, so this is a great way to try out motorcycling before you invest in a bike. Cost varies greatly from state to state, ranging from free (go Illinois!) to several hundred dollars.

   It’s really worth it to take a course. You’ll find that the classes fill up very fast — ask about waitlists and walk-ins. Because the classes fill up so far in advance, people often have unexpected conflicts and some classes end up with empty seats. Find out what the procedures are in your state and do what you can to get in. In many states, successful completion of the class also earns you a motorcycle endorsement. Pass the class and it’s official — you’re a motorcyclist!

Decide What You’re Actually Going To Do

Motorcycles come in all shapes and sizes. Many new riders are instantly drawn to sportbikes. Ask yourself why you’re looking at a particular type. Do you really intend to take your motorcycle to some track days and open it up? Or are you planning on wreaking havoc on city streets? The former is a blast; the latter, not such a good idea.

If you really think you just want to tool around town, maybe a simple standard is what you should be considering. Or maybe you want to get out of town and take some weekend trips with friends — a sport tourer or touring bike might be just the ticket. You may have a hard time carrying an overnight bag and some camping gear on a standard or a sportbike.

Personally, I like to take long trips and check out some isolated back roads, which can be pretty poorly maintained in lots of places. For this reason, I’m hooked on big BMW dual sport motorcycles that have the size and power for long days riding two-up and the flexibility to accommodate rough or unpaved roads. It’s important to know what you like to do and buy accordingly.

Pick Your Motorcycle

OK, so you’re all trained up and licensed. You’ve just returned from 15 days in a monastery under a vow of silence, where you did nothing but meditate on how you would use this new motorcycle. So now how do you actually pick one?

Once you know what style of bike you’ll want, you’ll need to start narrowing it down. But I’ll tell you up front — I’m not going to suggest you buy a new motorcycle. Instead, I’m going to encourage you to get a used bike.

Frame Size. The first thing you’ll want to take into account is the motorcycle’s seat height and weight. If you have a short inseam you’ll probably want to seek out a bike with a lower seat height. Some people may be tempted to get a taller, heavier motorcycle right away, assuming they’ll grow into it. And I’ve definitely seen short riders handle some very large motorcycles.

Unfortunately, as a new rider you’re going to want all the stability you can manage in slow speed situations. I’ve watched people try to learn on bikes that were too tall for them, performing well while in motion only to topple over while coming to a stop. Try sitting on the bike. Can you place your feet flat on the ground? Can you straighten the motorcycle off the side stand without straining? If the answer to either question is no, take a look at some smaller bikes and see how they feel.

Engine Size. Now we’re talking. How big an engine can I get? I want to go fast, right? Well, maybe not. The fact is that for new riders, it’s not going to be the engine size holding you back — it’s going to be your skill level. Most single-vehicle motorcycle accidents result from the motorcycle running wide in a corner. In other words, the motorcycle’s performance exceeded the rider’s abilities.

Take a look at smaller displacement motorcycles. Seriously consider starting out on something with less horsepower. My first street bike was a Kawasaki KZ440LTD that was over ten years old. I still have this motorcycle and it’s still a great little machine.

“But won’t it be underpowered? Won’t I outgrow it?” you might ask. This is one of the advantages of buying a used motorcycle — much like a car, motorcycles lose a lot of their value very quickly. If you’re looking at something that’s five or ten years old, you’ll be able to recover most of the cost when you’re ready to sell it and move up.

Price. So how much should you expect to spend? My general guideline is $1,500 to $3,000. You can certainly find cheaper bikes, but I’ve always found that they needed some work and weren’t the bargains I expected. If you’re a competent mechanic, definitely be on the lookout for a deal. But if you’re not, expect to pay around $2,000 and be sure to have the bike looked over by a mechanic. Adam Glass has produced an excellent guide for the used bike buyer.

You’re Not Ready Yet!

Before you ride off into the sunset, be sure you pick up some gear to go with it. Your gear is just as important — it’s your last line of defense in case of mishap. Buy a good helmet, some gloves, and motorcycle jacket, pants and boots. Expect to spend some money here. Protection doesn’t come cheap.

So there you have it — my advice for the novice in search of a first bike. I strongly believe smaller, used bikes are the way to go for the beginner. Don’t finance a new motorcycle right away and cringe every time you bang it up.

Instead, take some time and develop your skills. Put 5,000 to 10,000 miles on your starter bike and then start evaluating new motorcycles. You’ll have more experience, you’ll have a better idea of what you really want, and you’ll have ridden enough that you’ll feel confident asking for a test drive. And you’ll be able to pick out something you really love.

Oh, and if it turns out that you fall in love with those old motorcycles and become a vintage junkie? Not my fault.

Does anyone agree or disagree? Feel free to leave the story of your first bike in the comments.

I often see articles written by non-riders ranting about some aspect of motorcycling. Today there’s a commentary in the Chicago Tribune called Highly stupid at high speeds. (I can’t say how long the link will be valid; I think the Tribune walls off its archives in an effort to speed its rush toward obsolescence.)

Emily Hauser complains about motorcyclists who don’t wear helmets. I don’t have a big problem with that — I think its a pretty unwise choice myself. But Emily quickly spins up to serious anger about how much of an impact a helmetless rider’s death would have on…well, Emily.

She writes,

…you’re not just choosing your own messy, God-awful death (or catastrophic brain injury) — you are consigning me to a life of misery.

If my car and your bike meet — even if it’s your fault, even if it’s no one’s fault — I will never sleep again. I will see your blood, your broken face, your weeping children, your shattered parents every day and every night for the rest of my life. Because I was behind the wheel, because my car happened to get all messed up in your search for some kind of freedom in which the needs of no one else (least of all your parents or children) were a factor.

Emily probably thinks she has something unique to say but it’s surprising how many articles like hers demonstrate bewilderment, no, outright resentment, over why someone would ride a motorcycle. They just can’t seem to grok why so many of us revel in it. They don’t understand and that makes them angry.

It’s not something you can explain to most of them. It’s so far removed from their typical view of motorized transportation, where you get from point A to point B while juggling cell phone calls, your lunch, your screaming children and the radio. To get on a motorcycle for fun, maybe even with nowhere in particular to go, just to experience something that requires all of your attention, all of your focus, all of your skills?

It’s the same old story — if I have to explain it to you, you’re probably never going to get it. Are the stakes high? Absolutely. Are the stakes worth it? Unquestionably.

For what it’s worth, I sent a response to Ms. Hauser’s observations to the Tribune.

I wanted to respond to Emily Hauser’s recent commentary “Highly stupid at high speeds.” Emily, I sincerely hope that a helmetless motorcyclist never has the impertinence to die and intrude on your peace of mind. It would be a tragedy if you had to endure some sleepless nights.

I’ll admit that I’m not one for helmet debates. I wear a helmet every time I get on one of my motorcycles. (I’ll also admit that was not always the case in my nearly 30 years of motorcycling.) So I can’t get too fired up to fight helmet laws and defend the rights of the helmetless, despite the fact that I recognize the slippery slope that exists when we allow others to define the risks we may take. Personally, I sometimes choose to just wear jeans instead of proper motorcycle pants. I’m sure there’s someone in the world who feels that I shouldn’t be allowed to do that. In fact, I’m sure there’s someone in the world who feels I shouldn’t be allowed to ride a motorcycle at all.

No, I take offense at self-involved commentaries like yours because, while up on the soapbox, you and others fail to point out the most important component of these crashes. Statistically, if a motorcycle collides with a car it was the auto driver’s fault. I can’t believe you were ignorant of that fact given the stats you cite on lower fatalities when helmets are worn. So why not mention it?

Every year a few hysterical articles like yours show up decrying deadly motorcycles and their crazy riders. They point out some dangerous antics, or lack of helmets, or recent deaths. And they never, ever seem to take a moment to point the finger at themselves.

They don’t ask why an automobile driver can blow through a stop sign, kill a motorcyclist and only receive a traffic ticket, as happened more than once in the Chicago area in recent years. Or why former South Dakota congressman Bill Janklow can be found guilty of second-degree manslaughter for running down a motorcyclist and be sentenced to only 100 days. The examples of how little value is placed on the lives of motorcyclists are legion. And you and your kind never take a moment to say, “Put down your coffee! Hang up your stupid cellphone! Pay attention! Watch out for others!” Instead you go and buy a bigger SUV, so that motorcycle guy won’t do too much damage when he runs into you.

So let me at least relieve you of one concern. You said you in your article “even if it’s [the biker's] fault.” Don’t worry — odds are that it won’t be. It will be your fault. Helmetless or not, dead or not, if I (or one of my friends) get in a crash with you it will be because you turned left in front of me, or changed lanes into me, or just ran me over as you pass through an intersection. And helmetless or not, dead or not, I hope it haunts you until the day you die.

The state of Washington has rolled out a campaign to increase the number of properly licensed motorcyclists. Unendorsed motorcyclists are overrepresented in motorcycle fatalities so I think it’s great whenever a state spends money to encourage training and licensing.

I’m more excited about their public service announcement that will begin airing soon.

Endorse Your Sport

While it’s focused on convincing riders to get trained, I’m hoping its depiction of a near miss with a cell phone idiot will also remind car drivers to look out for us.