UNDERSTANDING YOUR BIKE'S REAR TIRE GRIP TO AVOID CRASHING

Moto Gear Racing Leather

What are the two components of rear-tire grip on corner exits? 

1. Throttle
2. Lean Angle

We learn to not “grab a handful of throttle” on corner exits. Some riders learn it on a dirt bike, some riders learn it while lying in the dirt with their street bike. 

BikeMinds readers and graduates of YCRS have it explained in such a way that we can add a third way of learning this lesson: 

3. The rear tire has 100 points (100 percent) of grip and can take a tremendous load… but not an abrupt load.

Okay, so we’re always linear with the throttle and that means we’ll never crash from a loss of rear-tire grip on corner exits, right? 

No, wrong. It’s not just too much throttle on corner exits that causes the problem. Let’s examine the second component of rear grip on exits: Lean Angle.

On a recent day at the track, a very good and high-mileage rider crashed from a loss of rear-tire grip on a third-gear corner exit. The day before, we noticed his habit of quickly adding lean angle with bar pressure if he was a bit wide of his apex and had to tighten his exit line. We talked about slowing his bike better. We talked about using more body off the bike to tighten the radius at the same lean angle, and we talked about giving away a bit of throttle if he needed to add lean angle after the apex. 

He understood. Made sense. He earnestly worked on these three things and made huge strides. But they were new concepts, and the next day he was caught out by his habit of whipping a bit more lean angle after the apex. The rear end came around and he spun harmlessly into the grass, with almost no damage to bike and rider, fortunate to not be high-sided. 

The two reasons it caught him out that time and not the first day must be understood: First, he was lapping faster, using more lean angle and throttle, consistently closer to the tire’s 100-point maximum. Second, his rear tire was another day older. The tire’s 100-point scale was lower due to wear and heat cycles. Everything YCRS teaches matters when the pace is up or the grip is down. 

Whipping the bike on corner exits is done with handlebar pressure—a quick jab on the inside bar to redirect the exit line slightly.  

Did you spot “quick jab” in the preceding sentence? Tires don’t like abruptness.

There are several solutions to the problem of your bike running wide off the apex:

1. Allow the bike to turn longer off-throttle because Radius Equals Miles-per-Hour
2. Use the brakes slightly longer, see above equation
3. Pick up initial throttle more gently so the bike doesn’t increase speed so early, same equation
4. Reduce throttle slightly if you must add lean angle on the exit; if you’re adding lean angle points, reduce throttle points
5. Move your shoulders and head off the inside of the bike more, allowing you to tighten your radius at the same lean angle

For those coming into the two-wheeled world from cars: I’ve been around car instructors who use the term “Go to Power” as if it’s a switch that the driver throws. In fact, it’s the driver’s foot mashing down on the throttle as if it’s a switch. Please remove that term from your motorcycling vocabulary, because the rider that “switches” on the throttle will always have grip issues if he/she must hold or add lean angle on the exit. 

And a little hint for the car lovers: “Go to Power” works with slow cars driven slowly or with the traction control (TC) in full-on mode. Fast cars or less electronics will punish this practice. Oh, and every time your car or bike is in TC, it’s cutting horsepower, that’s why the MotoGP boys hang off so far and point the bike so well: Get it out of TC and into full-power mode ASAP.

Final Thought: As you pick-up (initiate) the throttle to exit the corner, all that matters is your line and rear grip. Focus relentlessly on your right hand and the rear tire, that’s what counts. If your radius is opening, you can increase throttle. Radius staying the same you must hold throttle. Radius needs to tighten? You must reduce throttle.  

Below, friend-of-BikeMinds, Trever kindly demonstrates what loss of rear grip looks like – and how it can quickly get expensive.

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Nick Ienatsch (@NickIenatsch) is chief instructor at Yamaha Champions Riding School, For more than 18 years, he has provided motorcycle instruction rooted in his own successful professional racing career, which includes two AMA SuperTeams national championships, four top-three annual finishes in AMA 250 GP competition, two #1 plates from Willow Springs, three WERA Grand National Championships, and top-three finishes in AMA 600 SuperSport. Author of “Sport Riding Techniques,”  Ienatsch has been a motojournalist since 1984 and currently writes for Cycle World.

Cover photo courtesy of 4theriders.com

WHAT CAN YOU LEARN AT A RIDING SCHOOL THAT YOU CAN’T LEARN ON THE ROAD?

I’m the guy who sits on a stool in his garage most weeknights thumbing a T-handle as I stare at my bike wondering what settings I can adjust or what other parts I could possibly add to help me go a little faster, lean a little farther, brake a little later. In the canyons, that is. I’m the guy who gets up at 5:30 A.M. every Saturday and Sunday to go out and do battle with the other local canyon racers and relishes in being one of the faster guys out there.

Having gotten a master’s degree and a “real job” only within the last year, I never made it out to the track because I “never had the money” or “never had the time.” I always just stuck to the local canyons and the crews of racers that migrate through from week to week, even though I always wanted to get out on the track. I thought I could get good sticking to the canyons. Like some kind of school of hard knocks, I romanticized. 

A good friend of mine—who is very, very fast, very, very technically skilled, and a track-only rider—told me about the California Superbike School, and said that a little schooling would go a long way. It would even probably prevent a few crashes, he claimed. I shrugged it off and said I would improve by combing through the forums, analyzing MotoGP clips, and training with my riding buddies. Then, one fateful Sunday morning canyon ride, I low-sided when I went a little wide coming out of a turn and hit some gravel.

Standing on the side of the road after the crash, I called my friend. He brought his truck an hour out to where I was, rolled my bike up into the flatbed, and drove it home for me. He then told me he wanted me to attend a riding school before he saw me get back on a bike. With a deep sense of shame, I nodded and said I’d look into it.

I started researching the different programs, and after much deliberation decided to attend Keith Code’s California Superbike School. So I reached out to them, got a slot reserved in one of their two-day camps at the Streets of Willow Raceway, and started preparing to make myself a truly better rider.

But what makes someone a better rider? At the time, I probably would have said a rider who can go faster while maintaining control. Now, after attending levels one and two of the California Superbike School program, I can tell you that there is a lot more to it than that.

Previously, I thought I knew something about riding. But reading Keith Code’s books and watching his DVD in preparation for the school taught me that no, in fact, I didn’t. They answered questions I didn’t even know I had. What’s the best line to take when faced with a negatively cambered decreasing radius turn that leads into a chicane? What’s even the best line to take on a positively cambered turn that terminates into a flat straightaway? How much does the way you use your eyes affect your riding? The answers to these questions may surprise you. They certainly surprised me.

I quickly learned that Keith Code primarily seeks to understand “the technology” of riding motorcycles in order to improve one’s riding, which he defines in A Twist Of The Wrist II as “the application of knowledge for practical ends.” He further defines knowledge as “acquaintance with facts, truths, or principles, as from study or investigation.” It turns out that Keith Code was among the first people to truly research road racing and the science behind it, from the physics of motorcycles interacting with environmental forces to the neurological processes involved in riding a motorcycle, and put his findings into writing. This knowledge has the power to give motorcyclists the tools and understanding necessary to improve their riding regardless of what they ride or where they ride.

Late the night before the first day of the camp, I lay in a hotel bed staring up at the ceiling repeating the sequence of turns on the track map. Right, late apex right, double apex left, right into a chicane… I felt anxious. Was I good enough? Would the other riders there be hardened track veterans, and would I just hold them back? Would I crash? I really hoped I wouldn’t crash; that most of all. Eventually I drifted to sleep, anticipating my 5:30 A.M. alarm that would wake me up that Monday morning not for work, not even for the canyon, but for an experience of personal growth unlike any I had ever before undergone.

At 7 A.M. all the students reported to the track to check in, get their gear on, and meet their coaches. The first thing I noticed was the spectrum of people attending the school: there were people in their twenties up through their fifties, male and female, of a multitude of races, from around the world, possessing a wide range of skill levels, and coming from many different walks of life, all seeking the same thing: to learn to become better riders. As part of the two-day camp, I got to ride one of the school's BMW S1000RRs, which, with the full load out of options installed, was incredible to ride. Having owned a ZX6-R, an R1, and now an R6, I was completely blown away by how simply rideable the bike was: the throttle control was buttery smooth, the suspension impeccable, the brakes ideal, and the entire machine notably ergonomically-minded.

The format of the school was 20 minutes of instruction, 20 minutes on the track, and then a debriefing with your coach, with a 30-minute break for lunch. For the two-day camp, there are seven track sessions, during which you practice doing drills for a few laps, are followed by your coach to see what you need demonstrated or need to be reminded of, follow your coach to get some on-track instruction, and then finish the session practicing what your coach signaled for you to focus on. The school is clearly designed to be student-oriented, with the goal being to help each student improve by giving them personalized instruction and feedback throughout each step of the way.

What I quickly found as soon as we got on the track was that I was good enough; and so was everyone else. We were all there to learn and improve, not compete, and as long as you knew how to ride a motorcycle, you were the perfect candidate to attend the program. One thing the school taught me that not many other things in my adult life have truly been able to emphasize is the value of a growth mindset. With hard work and dedication, you can and will tangibly improve.

The first few laps around the track were extremely discouraging: I was unsure how to deal with the highly technical nature of the track, despite having nearly a decade of riding experience under my helmet. And when we started doing drills to replace old habits with new ones, it was always challenging to do them correctly, let alone do them smoothly. It felt like I was plateauing, which, in my opinion, is one of the most frustrating feelings you can experience. But with the combined instruction from the classes, feedback from my coaches, and setting aside my preconceived ideas about how to ride in order to trust what I was being taught, my average lap time was reduced by nearly 20 seconds over the course of the program.

The school not only redefined the way that I ride, but also the way that I think. It equipped me with a pragmatic mentality for overcoming any situation. The school gave me a new understanding of the meaning of confidence and the value of technology.

It also helped me understand something that Keith Code himself told me when I sat and talked with him between sessions during the second day. He told me that 40 years ago when he founded the California Superbike School, he thought he knew a thing or two about riding motorcycles. Now, he said, he feels like he spends every day trying to learn how to ride motorcycles. At the time, I laughed. Now, I realize the profundity of that humble insight: every day is an opportunity for improvement and growth if you decide to make it one.

---

David Bumpus (@davidexmachina) is a motorcycle writer and rider based out of Southern California. He holds an MFA in Creative Writing and his motorcycle-related content has appeared in GQ, MAXIM, Hypebeast, Uncrate, Cycle World, Motorcycle Cruiser, Street Chopper, Cycle News, META, Silodrome, BikeEXIF, Motorcycle.com, Women Riders Now, The Boston Globe, The Miami Herald and elsewhere.  Follow his Instagram adventures @davidexmachina

Photos courtesy of EtechPhoto.com

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Motorcycle Leather Racing Suit a fully protected, high performance leather suit for Street and Tracks. For delivering maximum abrasion and tear resistance, at Moto Gear we uses top quality high grade leather and advance protection materials. Specially design with pre-curve sleeve and other race geometer ensure you a great comfortable riding experience. High standard construction suit with multi row nylon stitch, CE approved armor on shoulder, forearms & knees, TPU moulds on shoulder & knee, Kevlar stretch, Racing speeds hump and leather stretch panels.

Outer Core:
1.2-1.3mm Thick Top-grain Cowhide Genuine Leather for excellent abrasion resistance. Pre-curved sleeves for smooth and comfortable riding position. Genuine durable YKK zipper on Front, Cuffs and Trouser Ankle to Shin. External CE approved knee Sliders. Stretch Material used in crotch, behind Calf and under sleeves for maximum stretch. Velcro for attaching Knee Slider are sewn. Dual stitched main seams for Excellent tear resistance.

Inner Core:
100% Polyester mesh lining. CE approved removable protections on Shoulder, Elbow, Back, Hip and Knee. Internal Velcro pockets for removable Interior Armour. 2 Inside pockets for mobile and other accessories(design dependent). CE approved removable Hump(design dependent). 9 piece removable armor: 2 shoulders, 2 elbows, 1 back, 2 hips pads and 2 knees. Hidden layer stitched at main points.


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Top quality top-grain cowhide soft Leather Dual Nylon stitching and body contoured tailor cut snug fittings. Leather stretch panels at elbows, lower back, above the knees, and back pit area. Hidden layer stitched at main points.


Material Composition:
Leather = 80% ,

 Polyester Lining = 10%

 Foam Padding = 2% , 

Rubber Padding =3% 

Zipper = 2% , 

Thread = 3%

Customization & Personalization :
Schoeller-Keprotec® is optional for stretch material. Tailor Made Custom designing Facility Available for Men or Women fittings 1 Pcs and 2 Pcs suit conversions available. Full or Partial suit Perforations as per requirements. Ventilation Zipper as per requirements. Removable inside mesh lining. Leather Patching, Logo Printing and Embroideries. Comfort Collar , Cuffs / wrist. Rubber padding for extra protection and robotic stylish leather garments look.

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We'll help you look your best in a suit , jacket or pant thats fits. Let us know what you would like in options, colors , styles and accessories ,Select your product type from custom leathers , custom jackets or Motorcycle Gloves. Made as your measurements choice of colors choice of designs choice of Protection choice of Embroidery Ventilation Zippers.

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Motorcycle Leather Racing Suit a fully protected, high performance leather suit for Street and Tracks. For delivering maximum abrasion and tear resistance, at Moto Gear we uses top quality high grade leather and advance protection materials. Specially design with pre-curve sleeve and other race geometer ensure you a great comfortable riding experience. High standard construction suit with multi row nylon stitch, CE approved armor on shoulder, forearms & knees, TPU moulds on shoulder & knee, Kevlar stretch, Racing speeds hump and leather stretch panels.

Outer Core:
1.2-1.3mm Thick Top-grain Cowhide Genuine Leather for excellent abrasion resistance. Pre-curved sleeves for smooth and comfortable riding position. Genuine durable YKK zipper on Front, Cuffs and Trouser Ankle to Shin. External CE approved knee Sliders. Stretch Material used in crotch, behind Calf and under sleeves for maximum stretch. Velcro for attaching Knee Slider are sewn. Dual stitched main seams for Excellent tear resistance.

Inner Core:
100% Polyester mesh lining. CE approved removable protections on Shoulder, Elbow, Back, Hip and Knee. Internal Velcro pockets for removable Interior Armour. 2 Inside pockets for mobile and other accessories(design dependent). CE approved removable Hump(design dependent). 9 piece removable armor: 2 shoulders, 2 elbows, 1 back, 2 hips pads and 2 knees. Hidden layer stitched at main points.

Construction & Composition:Top quality top-grain cowhide soft Leather Dual Nylon stitching and body contoured tailor cut snug fittings. Leather stretch panels at elbows, lower back, above the knees, and back pit area. Hidden layer stitched at main points.

Material Composition:Leather = 80% ,

Polyester Lining = 10% 

Foam Padding = 2% , 

Rubber Padding =3% 

Zipper = 2% , 

Thread = 3%

Customization & Personalization :Schoeller-Keprotec® is optional for stretch material. Tailor Made Custom designing Facility Available for Men or Women fittings 1 Pcs and 2 Pcs suit conversions available. Full or Partial suit Perforations as per requirements. Ventilation Zipper as per requirements. Removable inside mesh lining. Leather Patching, Logo Printing and Embroideries. Comfort Collar , Cuffs / wrist. Rubber padding for extra protection and robotic stylish leather garments look.

Customization Features:
We'll help you look your best in a suit , jacket or pant thats fits. Let us know what you would like in options, colors , styles and accessories ,Select your product type from custom leathers , custom jackets or Motorcycle Gloves. Made as your measurements choice of colors choice of designs choice of Protection choice of Embroidery Ventilation Zippers.

  Please Visit  www.moto-gear.us or Email us for any other information.

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Motorcycle Leather Racing Suit a fully protected, high performance leather suit for Street and Tracks. For delivering maximum abrasion and tear resistance, at Moto Gear we uses top quality high grade leather and advance protection materials. Specially design with pre-curve sleeve and other race geometer ensure you a great comfortable riding experience. High standard construction suit with multi row nylon stitch, CE approved armor on shoulder, forearms & knees, TPU moulds on shoulder & knee, Kevlar stretch, Racing speeds hump and leather stretch panels.

Outer Core:

  1.2-1.3mm Thick Top-grain Cowhide Genuine Leather for excellent abrasion resistance. Pre-curved sleeves for smooth and comfortable riding position. Genuine durable YKK zipper on Front, Cuffs and Trouser Ankle to Shin. External CE approved knee Sliders. Stretch Material used in crotch, behind Calf and under sleeves for maximum stretch. Velcro for attaching Knee Slider are sewn. Dual stitched main seams for Excellent tear resistance.

 Inner Core:
 100% Polyester mesh lining. CE approved removable protections on Shoulder, Elbow, Back, Hip and Knee. Internal Velcro pockets for removable Interior Armour. 2 Inside pockets for mobile and other accessories(design dependent). CE approved removable Hump(design dependent). 9 piece removable armor: 2 shoulders, 2 elbows, 1 back, 2 hips pads and 2 knees. Hidden layer stitched at main points.

Construction & Composition:

      Top quality top-grain cowhide soft Leather Dual Nylon stitching and body contoured tailor cut snug fittings. Leather stretch panels at elbows, lower back, above the knees, and back pit area. Hidden layer stitched at main points.

Material Composition:
Leather = 80% , Polyester Lining = 10% Foam Padding = 2% , Rubber Padding =3% Zipper = 2% , Thread = 3%

Customization & Personalization :

Schoeller-Keprotec® is optional for stretch material. Tailor Made Custom designing Facility Available for Men or Women fittings 1 Pcs and 2 Pcs suit conversions available. Full or Partial suit Perforations as per requirements. Ventilation Zipper as per requirements. Removable inside mesh lining. Leather Patching, Logo Printing and Embroideries. Comfort Collar , Cuffs / wrist. Rubber padding for extra protection and robotic stylish leather garments look.

Customization Features:

We'll help you look your best in a suit , jacket or pant thats fits. Let us know what you would like in options, colors , styles and accessories ,Select your product type from custom leathers , custom jackets or Motorcycle Gloves. Made as your measurements choice of colors choice of designs choice of Protection choice of Embroidery Ventilation Zippers.

  Please Visit  www.moto-gear.us or Email us for any other information.

Rossi Grabs Gutsy Second Place in Powerful Phillip Island Performance

Movistar Yamaha MotoGP’s Valentino Rossi took the Michelin Australian Motorcycle Grand Prix to another level today, with a charge through the field from 15th on the grid to a stunning second place. Teammate Jorge Lorenzo overcame the challenges thrown at him this weekend by pushing hard from 12th on the grid and brought his YZR-M1 over the line in sixth place.

Rossi made a good start to the race at Phillip Island Grand Prix Circuit as he jumped two places to 13th on the opening lap. Overtaking Scott Redding and Maverick Viñales, the Doctor fought his way past Nicky Hayden as he continued to battle his way to the front of the field. Having climbed up to eighth, he was trailing teammate Jorge Lorenzo, who he quickly overtook on lap three and then the pair smoothly pulled ahead of Danilo Petrucci.

Rossi gradually closed down the 0.4s margin to tack onto the back of Andrea Dovizioso and Pol Espargaró’s bikes. He then put the hammer down and set a provisional fastest lap of 1’29.795s, leaving behind his two rivals a lap later. He kept pushing in fourth place, trying to bridge the 0.4s gap to Aleix Espargarò and a podium finish.

As Rossi wrestled his way past Aleix Espargaró, drama struck as Marc Marquez crashed out of the lead on lap nine, handing the Italian second place.

The fight for the win was now between the nine-time World Champion and Cal Crutchlow, who was a little more than two seconds ahead of him. The Doctor was eager to hunt down the Briton, but the chase to the front of the field in the early stages of the race had taken its toll on his soft front tyre. Rossi decided to focus on maintaining his position after a small mistake on the brakes and cruised to a stunning second place, +4.218s from the front.

Lorenzo had a superb start from twelfth on the grid and quickly stormed to ninth in the opening laps. The Mallorcan was fully aware that his teammate and Viñales would be soon joining him at the front of the pack and hurried to deal with Stefan Bradl and Jack Miller two laps into the race for seventh place. A lap later Lorenzo was forced to let Rossi and Viñales through and followed them past Petrucci, but was unable to keep up with their pace.

With Marquez crashing at the front, the remaining second half of the race was a lonely ride for Lorenzo in sixth place, with a significant gap to both the bike in front and the back of him. Lorenzo focused on keeping the heat in his tyres to bring home some solid points and crossed the line +20.125s from the front.

Thanks to his stunning ride today, Rossi stays in second place in the championship with 216 points. He thereby increases the advantage over his teammate Lorenzo to 24 points, whose sixth place sees his points total raised to 192.

Massimo Meregalli – Movistar Yamaha MotoGP Team Director

“Following this morning’s warm up we understood there were good premises for a positive race. Since the beginning of the session this morning, Valentino had a really good feeling and that’s why we kept the bike as it was before the race. The two remaining variables were the tyres and the start from the fifth row, but Vale did great to manage both! Valentino’s second place is a great relief after a very difficult and challenging weekend. Jorge did his best to recover from 12th on the grid and, although I am sure he’s not happy with his sixth place, he did a very good job to ride around the difficulties he experienced throughout the whole weekend. I really want to congratulate with and thank all team members, who worked hard all weekend to provide Valentino and Jorge the best weapons for today’s race. Their work has been crucial to recover from a bad Saturday!”

Valentino Rossi
2nd / +4.218 / 27 laps

“This morning we discovered that we had a good pace in good conditions and step by step I came back. At the beginning of the race, the first lap was very funny and I tried and hoped to go to Cal, but he was too fast and too strong. The first ten laps I enjoyed a lot. Cal was also my target and I thought that I could beat him because this morning I was a bit stronger. When I saw Marquez crash I thought I might be able to win and tried but unfortunately Cal was too fast. He is always very fast in Phillip Island and interprets this track in the maximum way. For me the second half of the race was more difficult and I couldn’t make a move, but this race is what we needed after the mistake in Motegi and the bad day we had yesterday, which I think was the most frustrating day of the season. It was a very positive day for the team and Yamaha and it’s been a positive race. Congratulations to Cal and thank you to all my team, to all the guys who did a great job.”

Jorge Lorenzo
6th / +20.125 / 27 laps

“The temperatures were the same as during the warm-up and we gave more or less the same performance and I made the same lap times, a 1’30.4s. The grip level drop on the rear has been huge, from the beginning I didn’t have grip, but that’s the way it is. As soon as the track has less grip, we struggle more and the problems we have with the bike double or triple. In Malaysia we shouldn’t have a problem with the cold, or grip as the track is new. It should have more grip than last year so I really look forward to a better result.”

Espargaro storms to 5th in Australia – Smith superbly battles to 8th

Monster Yamaha Tech3 Team rider Pol Espargaro clinched a strong 5th place finish at the Michelin Australian Motorcycle Grand Prix aboard the Yamaha YZR-M1 today. The young Spaniard launched off the front row of the grid and shot to the head of the field when the race started. Espargaro completed the first lap in 2nd and remained in this position until the 5th lap as he challenged Marc Marquez for the lead of the race. He was then shuffled back two places but the 25-year-old stayed firm as he carried on his formidable pace at the high-speed circuit. He eventually slipped back another position on the 12th lap, but he powered onwards and opened a comfortable gap to the 2015 World Champion Jorge Lorenzo who pursued him. From here, Espargaro lapped consistently before powering across the finish line in 5th, which marks a highly positive end to the weekend for the former Moto2 World Champion. He now sets his sights on closing the triple flyaway events with another top tier result at the Malaysian Grand Prix next week.

On the other side of the Monster Yamaha Tech3 team pit box, Bradley Smith produced a courageous ride to complete his 100th Grand Prix with the Tech3 team in 8th, despite not racing at full fitness due to a complicated knee injury. The young British rider kicked off the Australian GP from 14th on the grid and got straight to work when the sprint began. After carefully navigating his way through the first lap, he crossed the line in 18th but he then confidently stuck into a solid rhythm as he looked to progress. His pace allowed him to glide past four riders and move into 14th after one third of the distance. Smith continued to push and his hard work and faultless riding lap after lap paid off and he joined a pack of seven riders all fighting for 7th as the GP entered the final stage. After a frantic dash to the chequered flag, Smith defied all expectations by finishing in 8th, having impressively jumped up two positions on the last lap. The positive conclusion in Australia leaves the British rider fired up for the forthcoming Malaysian round as he continues his recovery process.

Pol Espargaro
5th / +14.299 / 27 laps

“Today I played all my cards and we have to leave Phillip Island feeling pleased about our performance over the weekend. The start itself was good and I put myself at the front of the field, plus I didn’t make any mistakes. In addition, I tried to brake smoothly and not take unnecessary risks throughout the GP. However, I can’t help but feel a bit frustrated when I think about how the factory riders passed me, whilst I was trying to fight with them, but I guess that’s how things go. Yet, I know that we gave our all and I have to say that the team is continuing to work in the same way that they did on our first day together, even if there are only a couple more races left together, and I appreciate that a lot. I think we were probably a bit lucky that there was limited dry track time this weekend because I believe this is why we were in front of a few factory guys today. However, looking at the results we have to be happy with what we are taking away from this GP and we will keep fighting for another strong result next week in Malaysia.”

Bradley Smith
8th / +28.781 / 27 laps

“First of all, I have to say that the result is very positive. It was definitely a lot of hard work and in the last few laps, I was fortunate enough to find some opening gaps which allowed me to finish in 8th. Initially, I was a bit disappointed with myself because I wasn’t aggressive enough at the start. This may have been because of my injury and perhaps I was over thinking a bit about what to do, plus I was very careful with warming up the tyres. However, once I found my rhythm, I was able to catch the group, even if it was a challenge to do this, and when I got onto the back of them, I just tried to be smart and save the tyres, because I knew that the rubber was going to be vital for the last three laps. I made a few passes in the closing stages of the race and then finally in the last corner, I just went full attack mode on the outside and I got some good grip which allowed me to beat Petrucci and Miller to the line. Once again, I have to say big thanks to the Tech3 team because they did a super job, especially after yesterday’s crash. Also, with the limited track time that we had in the dry, the guys were fantastic and gave me a solid setting. For the moment everything is going according to plan. We came back in Japan, then here, we went a little better, so now let’s see what Sepang brings.”

RACE TRACK RACING MOTORCYCLE 1 ONE PIECE UNDER SUIT

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Motorcycle Leather Racing Suit a fully protected, high performance leather suit for Street and Tracks. For delivering maximum abrasion and tear resistance, at Moto Gear we uses top quality high grade leather and advance protection materials. Specially design with pre-curve sleeve and other race geometer ensure you a great comfortable riding experience. High standard construction suit with multi row nylon stitch, CE approved armor on shoulder, forearms & knees, TPU moulds on shoulder & knee, Kevlar stretch, Racing speeds hump and leather stretch panels.

Outer Core:

          1.2-1.3mm Thick Top-grain Cowhide Genuine Leather for excellent abrasion resistance. Pre-curved sleeves for smooth and comfortable riding position. Genuine durable YKK zipper on Front, Cuffs and Trouser Ankle to Shin. External CE approved knee Sliders. Stretch Material used in crotch, behind Calf and under sleeves for maximum stretch. Velcro for attaching Knee Slider are sewn. Dual stitched main seams for Excellent tear resistance.

 Inner Core:

       100% Polyester mesh lining. CE approved removable protections on Shoulder, Elbow, Back, Hip and Knee. Internal Velcro pockets for removable Interior Armour. 2 Inside pockets for mobile and other accessories(design dependent). CE approved removable Hump(design dependent). 9 piece removable armor: 2 shoulders, 2 elbows, 1 back, 2 hips pads and 2 knees. Hidden layer stitched at main points.

Construction & Composition:

      Top quality top-grain cowhide soft Leather Dual Nylon stitching and body contoured tailor cut snug fittings. Leather stretch panels at elbows, lower back, above the knees, and back pit area. Hidden layer stitched at main points.

Material Composition:

       Leather = 80% , Polyester Lining = 10% Foam Padding = 2% , Rubber Padding =3% Zipper = 2% , Thread = 3%

 Customization & Personalization :

    

        Schoeller-Keprotec® is optional for stretch material. Tailor Made Custom designing Facility Available for Men or Women fittings 1 Pcs and 2 Pcs suit conversions available. Full or Partial suit Perforations as per requirements. Ventilation Zipper as per requirements. Removable inside mesh lining. Leather Patching, Logo Printing and Embroideries. Comfort Collar , Cuffs / wrist. Rubber padding for extra protection and robotic stylish leather garments look.

 Customization Features:

        We'll help you look your best in a suit , jacket or pant thats fits. Let us know what you would like in options, colors , styles and accessories ,Select your product type from custom leathers , custom jackets or Motorcycle Gloves. Made as your measurements choice of colors choice of designs choice of Protection choice of Embroidery Ventilation Zippers.

  Please Visit  www.moto-gear.us or Email us for any other information.

2016 BMW R nineT: MD Ride Review

The latest wave to catch in the motorcycle industry looks a lot like one that rolled in decades ago. Once again, it’s seemingly less about the motorcycle, and more about the “lifestyle”. This time, indicia include beards, flannel shirts and sunglasses tucked inside open-face helmets (? this time?).

Another difference is that there is more than one central player, unlike the Harley-Davidson “lifestyle” that brought out competition never genuinely legitimized by the Sturgis Rally crowd. The new movement has many players claiming the mantle of authenticity and legitimacy and no real leader.

For the time being, let’s call this the “Heritage Custom” genre. Other players would have to include the Ducati Scrambler (starting at under $9,000) and the Yamaha SCR950 (priced at $8,699). Oh, and we shouldn’t forget perhaps the most “authentic” players of all … older, used motorcycles (starting at $250 for an old, air-cooled wreck) that are simply fixed-up or customized.

Into this mix BMW introduced the R nineT back in 2014. Initially priced at $14,999, (currently $15,095 for the 2016 model we tested), BMW has clearly counted on a much more affluent customer than the grounded garage mechanics who certainly started this “movement” by acquiring used motorcycles from Craigslist before turning them into Café Racers and Scramblers crafted from spare parts. If there was any disconnect between the target customer (hipsters?) and their real-world budget, on the one hand, and BMW’s marketing campaign for a $15,000 bike (see photo), on the other, it apparently went unnoticed at the German firm. At least, for a while.

BMW marketing pic.

Most recently, a less expensive sibling to the R nineT has been introduced, i.e., the R nineT Scrambler priced at $13,000. This is simply a de-contented model. It is an R nineT sans aluminum fuel tank (the Scrambler’s is steel), wire-spoked wheels (the Scrambler’s are cast), radial-mount brake calipers and higher-end suspension components.

We aren’t here to evaluate lifestyle choices, of course, but we thought the context was important. The R nineT, and its growing list of family members, was not intended by BMW to push the performance envelope. The heart of the bike gives this fact away. Rather than the latest boxer, BMW installed the final air-cooled version of the 1170 cc opposed-twin engine. The claimed 110 horsepower gives away 15 horsepower, or so, to the latest liquid-cooled boxer unit found in other BMW models.

Together with the air-cooled heart, the R nineT receives a Paralever shaft-drive rear suspension unit, and inverted telescopic fork (not the Telelever, which BMW thought counter to the traditional look of this machine). The rear shock is adjustable for spring preload and rebound damping, while the fork is non-adjustable.

The R nineT is a beautifully crafted machine. It does not resemble anything made in a garage by anyone we are familiar with. That aluminum gas tank we mentioned has a brushed finish at the knees, and is part of a theme that includes several forged aluminum pieces, including fender mounts, triple clamps and an air scoop. It is not easy to find a plastic part on this bike, and the overall look, including the gold fork legs and wire wheels (17″ front and rear) round out a package both elegant and purposeful (and expensive). The brakes include quality, radial-mount Brembo calipers in front.

We understand the R nineT gets a lower final drive ratio, which improves acceleration delivered through the six-speed box. This bike is certainly quick with that big torquey lump moving just 490 pounds of curb weight.

As you might expect, the power comes on long and smooth. Throttle response is near seamless, and you can twist your right wrist at very low rpms without serious juttering and continue to wring the motor all the way to redline. The word “flexibility” comes to mind, making the six-speeds available often superfluous.

The ergonomics are reasonably comfortable, although perhaps a bit cramped for taller riders. The seat is firm and should provide decent support on longer rides, although without a windscreen, highway travel can be tiresome on more than short bursts (fear not, you can put a windscreen on the bike if you so choose).

This is a big bike, and handling is more than competent, but you can feel its mass. You don’t flick the R nineT into corners so much as bend it. At lower speeds, you can even feel slightly different levels of effort rolling through left-handers and right-handers thanks to the longitudinal crank.

Suspension action seems dialed by BMW just about right for the intended purpose of this bike. The fork is on the soft side, but still reasonably balanced with the rear shock. The brakes are powerful, with good feel, but not much initial bite. The clutch and brake levers are comfortable on the hands, and clutch pull is reasonably light for a large displacement twin.

The exhaust note is tuned by BMW To give a pleasant rip as you approach the redline at close to 8,000 rpm. This bike is so smooth, the “character” of an older boxer might be missing, for some. It feels thoroughly refined, just as it should be given the generational advances to this design begun many decades ago.

In short, the R nineT works very well as a refined German product. It is fast, smooth, predictable in its handling, and very attractive in its fit and finish. The ergonomics are not bolt upright like several competitors in the Heritage Classic category, but they are not uncomfortable, either, and provide a slight lean forward into the stiff headwind this powerful naked can so easily generate.

Of course, the R nineT, for many buyers, will be just a starting point for customization. In this regard, between official BMW accessories and the aftermarket (and your own imagination, if you have the skill for fabrication) you can turn the R nineT into something entirely unique. Whether you want to start that process with a bike this expensive, powerful and refined, is up to you.

The 2016 BMW R nineT starts at a U.S. MSRP of $15,095 (including ABS). Take a look at BMW’s web site for additional details and specifications.

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 Motorcycle Leather Racing Suit a fully protected, high performance leather suit for Street and Tracks. For delivering maximum abrasion and tear resistance, at Moto Gear we uses top quality high grade leather and advance protection materials. Specially design with pre-curve sleeve and other race geometer ensure you a great comfortable riding experience. High standard construction suit with multi row nylon stitch, CE approved armor on shoulder, forearms & knees, TPU moulds on shoulder & knee, Kevlar stretch, Racing speeds hump and leather stretch panels.

Outer Core:

          1.2-1.3mm Thick Top-grain Cowhide Genuine Leather for excellent abrasion resistance. Pre-curved sleeves for smooth and comfortable riding position. Genuine durable YKK zipper on Front, Cuffs and Trouser Ankle to Shin. External CE approved knee Sliders. Stretch Material used in crotch, behind Calf and under sleeves for maximum stretch. Velcro for attaching Knee Slider are sewn. Dual stitched main seams for Excellent tear resistance.

 Inner Core:

       100% Polyester mesh lining. CE approved removable protections on Shoulder, Elbow, Back, Hip and Knee. Internal Velcro pockets for removable Interior Armour. 2 Inside pockets for mobile and other accessories(design dependent). CE approved removable Hump(design dependent). 9 piece removable armor: 2 shoulders, 2 elbows, 1 back, 2 hips pads and 2 knees. Hidden layer stitched at main points.

Construction & Composition:

      Top quality top-grain cowhide soft Leather Dual Nylon stitching and body contoured tailor cut snug fittings. Leather stretch panels at elbows, lower back, above the knees, and back pit area. Hidden layer stitched at main points.

Material Composition:

       Leather = 80% , Polyester Lining = 10% Foam Padding = 2% , Rubber Padding =3% Zipper = 2% , Thread = 3%

 Customization & Personalization :

    

        Schoeller-Keprotec® is optional for stretch material. Tailor Made Custom designing Facility Available for Men or Women fittings 1 Pcs and 2 Pcs suit conversions available. Full or Partial suit Perforations as per requirements. Ventilation Zipper as per requirements. Removable inside mesh lining. Leather Patching, Logo Printing and Embroideries. Comfort Collar , Cuffs / wrist. Rubber padding for extra protection and robotic stylish leather garments look.

 Customization Features:

        We'll help you look your best in a suit , jacket or pant thats fits. Let us know what you would like in options, colors , styles and accessories ,Select your product type from custom leathers , custom jackets or Motorcycle Gloves. Made as your measurements choice of colors choice of designs choice of Protection choice of Embroidery Ventilation Zippers.

  Please Visit  www.moto-gear.us or Email us for any other information.

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 Motorcycle Leather Racing Suit a fully protected, high performance leather suit for Street and Tracks. For delivering maximum abrasion and tear resistance, at Moto Gear we uses top quality high grade leather and advance protection materials. Specially design with pre-curve sleeve and other race geometer ensure you a great comfortable riding experience. High standard construction suit with multi row nylon stitch, CE approved armor on shoulder, forearms & knees, TPU moulds on shoulder & knee, Kevlar stretch, Racing speeds hump and leather stretch panels.

Outer Core:

          1.2-1.3mm Thick Top-grain Cowhide Genuine Leather for excellent abrasion resistance. Pre-curved sleeves for smooth and comfortable riding position. Genuine durable YKK zipper on Front, Cuffs and Trouser Ankle to Shin. External CE approved knee Sliders. Stretch Material used in crotch, behind Calf and under sleeves for maximum stretch. Velcro for attaching Knee Slider are sewn. Dual stitched main seams for Excellent tear resistance.

 Inner Core:

       100% Polyester mesh lining. CE approved removable protections on Shoulder, Elbow, Back, Hip and Knee. Internal Velcro pockets for removable Interior Armour. 2 Inside pockets for mobile and other accessories(design dependent). CE approved removable Hump(design dependent). 9 piece removable armor: 2 shoulders, 2 elbows, 1 back, 2 hips pads and 2 knees. Hidden layer stitched at main points.

Construction & Composition:

      Top quality top-grain cowhide soft Leather Dual Nylon stitching and body contoured tailor cut snug fittings. Leather stretch panels at elbows, lower back, above the knees, and back pit area. Hidden layer stitched at main points.

Material Composition:

       Leather = 80% , Polyester Lining = 10% Foam Padding = 2% , Rubber Padding =3% Zipper = 2% , Thread = 3%

 Customization & Personalization :

    

        Schoeller-Keprotec® is optional for stretch material. Tailor Made Custom designing Facility Available for Men or Women fittings 1 Pcs and 2 Pcs suit conversions available. Full or Partial suit Perforations as per requirements. Ventilation Zipper as per requirements. Removable inside mesh lining. Leather Patching, Logo Printing and Embroideries. Comfort Collar , Cuffs / wrist. Rubber padding for extra protection and robotic stylish leather garments look.

 Customization Features:

        We'll help you look your best in a suit , jacket or pant thats fits. Let us know what you would like in options, colors , styles and accessories ,Select your product type from custom leathers , custom jackets or Motorcycle Gloves. Made as your measurements choice of colors choice of designs choice of Protection choice of Embroidery Ventilation Zippers.

  Please Visit  www.moto-gear.us or Email us for any other information.

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Motorcycle Leather Racing Suit a fully protected, high performance leather suit for Street and Tracks. For delivering maximum abrasion and tear resistance, at Moto Gear we uses top quality high grade leather and advance protection materials. Specially design with pre-curve sleeve and other race geometer ensure you a great comfortable riding experience. High standard construction suit with multi row nylon stitch, CE approved armor on shoulder, forearms & knees, TPU moulds on shoulder & knee, Kevlar stretch, Racing speeds hump and leather stretch panels.

Outer Core:

          1.2-1.3mm Thick Top-grain Cowhide Genuine Leather for excellent abrasion resistance. Pre-curved sleeves for smooth and comfortable riding position. Genuine durable YKK zipper on Front, Cuffs and Trouser Ankle to Shin. External CE approved knee Sliders. Stretch Material used in crotch, behind Calf and under sleeves for maximum stretch. Velcro for attaching Knee Slider are sewn. Dual stitched main seams for Excellent tear resistance.

 Inner Core:

       100% Polyester mesh lining. CE approved removable protections on Shoulder, Elbow, Back, Hip and Knee. Internal Velcro pockets for removable Interior Armour. 2 Inside pockets for mobile and other accessories(design dependent). CE approved removable Hump(design dependent). 9 piece removable armor: 2 shoulders, 2 elbows, 1 back, 2 hips pads and 2 knees. Hidden layer stitched at main points.

Construction & Composition:

      Top quality top-grain cowhide soft Leather Dual Nylon stitching and body contoured tailor cut snug fittings. Leather stretch panels at elbows, lower back, above the knees, and back pit area. Hidden layer stitched at main points.

Material Composition:

       Leather = 80% , Polyester Lining = 10% Foam Padding = 2% , Rubber Padding =3% Zipper = 2% , Thread = 3%

 Customization & Personalization :

    

        Schoeller-Keprotec® is optional for stretch material. Tailor Made Custom designing Facility Available for Men or Women fittings 1 Pcs and 2 Pcs suit conversions available. Full or Partial suit Perforations as per requirements. Ventilation Zipper as per requirements. Removable inside mesh lining. Leather Patching, Logo Printing and Embroideries. Comfort Collar , Cuffs / wrist. Rubber padding for extra protection and robotic stylish leather garments look.

 Customization Features:

        We'll help you look your best in a suit , jacket or pant thats fits. Let us know what you would like in options, colors , styles and accessories ,Select your product type from custom leathers , custom jackets or Motorcycle Gloves. Made as your measurements choice of colors choice of designs choice of Protection choice of Embroidery Ventilation Zippers.

  Please Visit  www.moto-gear.us or Email us for any other information.