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Discussion Starter · #1 ·
jp182 sent me a link to one of the cali boards. I immediately recognized the user name, he's one of the best resources for info on the rc51 boards, and he used to own the epitome of rc51's. Add to that he coaches/rides very, very fast.

He sold his rc for a goldwing a little bit ago, and he caught a lot of flack for it:

sp2pilot said:
I am asked frequently why I do not ride a sport bike on the street anymore. Why I stalk the canyons and back roads on a behemoth and seem so happy doing it. It is a complicated story and it has all the makings of a made for TV movie starring washed up actors from the 70's and 80's.

Yesterday I was watching a video put up by Joe and it came to me that I was offering him advice on how he should conduct himself on the street when I had a major case of flash back-itus.

Not so long ago my street bike was a fully built RC 51. It had most of the big dollar upgrades Ohlins superbike kitted forks, and shock. Aftermarket wheels Brakes etc. Roughly a small fortune tied up in it, and I rode the crap out of it everywhere. I had a small click of friends of equal talent as myself.(Well probably more talent then me but my ego would never admit that) We rode every dry weekend that we could. Highway 25 and 198 were our personal racetracks and we "Owned" them. I found myself coming home after a spirited ride with scuffed knee pucs and shagged tires that both were new that very morning. There were so many exciting moments in each day(Translation; near death experiences) that I could not easily remember all of them. The only constant was the desire to go back out as soon as possible and ride with my friends. Not to go faster or ride harder. Just to get back out and rip around with my buddies.

The thing is, what I failed to recognize was the pure terror my wife went through every time I put on my leathers and headed out the door. I knew she worried about me, hell I almost killed myself a few years earlier hitting a car head-on on Carmel valley road. But she would kiss me good bye and stand at the door as we rumbled away watching as we disappeared down the street. It was hell for her. The thing is at trackdays she would be happy as hell watching me push it to the very limit of my skill envelope and even offer encouragement and suggestions to help me with lines and such. However the street was not her friend. She was afraid of it. Afraid of what it could do to me, to us.

It all came to a head one fine fall morning when my friends and I headed out for another spirited assault on Highway 25. I always found myself leading these guys for the majority of the ride as I set a manageable pace.(Later I was told that the truth was If they passed me I would immediately re-pass them and scare the hell out of them doing it,...Hmmmm) On this fine day I was in great spirits and riding great. I was ripping wheelies off every corner I could and just riding like a,well, ..a tool. The straw that broke the camels back so to speak was the merge onto Highway 101 north of Prunedale where I shot out into traffic and did a 4 gear wheelie between cars passing both of my buddies in the process. It did not even phase me. We had a great day as usual. Returned to my house. Had a wonderful Barbeque and that was it.

The next day the conspiracy fell into place. An intervention was planned. My friends independently called my wife and ratted me out. They told her that I was taking chances out in the world. One of these guys saved my life back on Carmel valley. He was the one person that knew all about what Lisa had gone through. She was shattered. I had promised her that my risk taking days were over and I would concentrate on track riding to get my kicks. Now she knew I was breaking that promise.

My friends kinda mentioned to me that they were getting nervous riding with me. Then one fateful evening a day later, after dinner Lisa sat down next to me on the couch. She picked up the TV remote and turned the TV off. I knew something was up, this was serious. Hell I was watching something.

"I want you to sell the RC 51" she had those tear filled eyes that meant that all hell was about to break loose.

I did not even understand where this was coming from, I mean I had no idea what she was talking about. However looking into that face, realizing she was so emotional I knew, I really knew this was a turning point in my life. I also knew that she was on to something. I was out of control on that thing. It was ten times the bike any sane person would call a street bike. Hell it did not even work right unless I had the throttle open and that equated to 3 digits on the speedo. The little voice I had heard talking inside my helmet on these weekend rides, I now realized it had my wife's voice. It always said the same thing. "Please be careful, come back home safe, come back home to me" Now my eyes were getting blurry as they filled like hers. All the tortuous Sunday afternoons she spent waiting to hear the rumble of our bikes returning to our home, I now felt her anguish.

"Okay, I will sell it. I don't want to own a sport bike for the street. It is as good as sold" as the words left my mouth I was spiraling into a huge vacuum of guilt. I was guilty of endangering myself, my friends, and all the innocent civilians that chose to use my "racetrack" when I was out riding. Mostly I was guilty of hurting the only real thing that actually mattered. I never spiraled to the bottom however. As it soaked in, I started to feel the weight of this self imposed guilt lift off my drooping shoulders. This was a good thing. It was a great thing. I still had my GSXR for trackdays, I still could ride, I would re-focus my recreational riding into something that was leisurely and enjoyable for both of us. In the next few weeks the RC sold, I ordered a new Goldwing and the rest is history.

Today, I thank my friends for being the "Rat Bastards" and the intervention probably saved my life. I know it saved my marriage.
 

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trunk monkey
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Here's his 49th post in that thread:

I am hoping this was not coming off as some kind of blueprint I was laying out for other people. It most definitely is not. Take my posts as nothing more then a illumination of my own experiences. My life has left me battered and scarred with all the tells of a life of pain and mistakes. I have been on life support in an I.C.U. ward more then once in my life. It was no picnic. However I put myself there. Not looking for pity, I sure don't deserve it. As all my injuries were basically self inflicted. Any person that is as lucky as I have been would recognize that the luckiest thing that has ever happened to me is that I was able to meet my wife.

I mentioned hitting a car on Carmel Valley road, it is a big black mark in my assessment of my life. I made a huge mistake and entered a corner too hot, I was on a bike not really designed for all out performance riding and I knew it. The bike grounded, I was all ready off the inside, knee down and it was over. If the car was not there I would have just run wide, maybe 3 feet. Think about that. A 3 foot mistake, we all have made that small of a mistake right? This time that 3 feet was occupied by a car.

I was wearing the best gear money can buy, Dainese best MotoGP suit, Carbon Kevlar back protector. Sidi Vertabrea Carbon Race boots, Alpinestar GP Pro Gloves. My custom Painted Arai RX7rr Helmet. All of this equipment performed flawlessly, it was just taxed beyond its design. I was seriously damaged. The real stuff, not superficial. My ribs basically exploded sending parts into my lungs, and other less vital areas. I received some serious head trauma that to this day still give me massive headaches. I was alive, and conscious. I was laying on the side of the road less then 8 feet from the impact point, I basically just slammed into the car and all the energy of this impact was dissipated by my crumbling body. I could not get my breath, I knew it was bad. I was aware of everything. I remember the look on my friends face as he stood over me, how scared he was. My other friend, Greg Beebe was leading us and he had a feeling that something was wrong almost exactly at the same moment I crashed. He had returned to the scene in under a minute from my impact. Greg is an R. N. I was very relieved to see him as I was having some serious issues breathing. Greg took charge of the situation and dropped to the ground next to me, he evaluated my condition and after asking me a half a dozen questions he carefully pulled me into a semi seated position, I had allready sat up trying desperately to breath not realizing I was drowning on my own blood as my Lungs filled from the trauma. My friend Greg pulled me back into his arms and supported my upper body in a manner that allowed me to breath. We must have looked pretty funny to anyone coming on to this scene, two grown men in full racing leathers, one appearing to be sitting in the others laps, both still wearing helmets. Greg kept me alive long enough for the paramedics to get there, no mean feat as we were 10 miles from anywhere. My friend saved my life and the only thing I said during the whole time he held me was to tell Lisa I love her, I was really going to miss her, and I was so sorry. I just kept saying that for what must have felt like hours. Tell Lisa I am sorry.

I still can not fathom how much pain I was in. They say that your body eventually starts blocking out severe pain but mine never did. It only took the paramedics 10 minutes to get me to the point that the Helicopter could land and take me to the trauma center up in San Jose, however I was fading pretty damn fast by now and the chopper pilots were still 15 minutes out. The Paramedics knew they could get me to C.H.O.M.P (Community Hospital of Monterey Peninsula) in 15 minutes and that was going to be pushing it so they called off the Helicopter and with Sirens blazing we were heading for Monterey. It sucked. I was in massive pain yet the paramedics could not give me anything for it due to my head injury so I had to tough it out. About half way to the hospital I had started to just give up, I was starting to feel very cold and the siren was getting real quiet. The paramedic was trying to get me to talk but all I could do was mumble I was sorry. I went to sleep about then.

They got me into the hospital and had me back to a semi conscious state again asking me questions but the only thing they got out of me was my spastic apologies. I have no Idea why but it was all I said to them. I am sure it was pissing them off. Sometime during the night my wife was able to come be with me, I remember seeing her, how scared she was. That is really all I remember from the first 4 days I was in the critical care ward. I was eventually transferred into the ICU ward, then into a telemetry ward then a regular Hospital room then home. Lisa spent every single night with me. She would sleep in a cot or just lay on the floor. She held my hand and talked to me, I don't remember anything else except her being with me.

Sorry for going on and on with this but I wanted to explain the gravity of the promise I broke. After the above incident I promised to take it easy and Lisa believed me.

What a jerk I am. She could do so much better
 
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that was a pretty good read. I've been thinking like that a lot the past several months. Is it really worth risking my life when I go riding? What will happen if I crash? What if I become paralyzed or lose a limb? What if I die? How will my friends and family react to it? Who will take care of my parents when they get older?

All it takes is just one little slip and I can slide right off the road and down a cliff. I can slide into a guardrail or even worse, a car heading the other way. Is there dirt or debris on the other side of this blind turn that I'm taking at 60mph? Does this cager know I'm about to pass him? Did he even see me or will he change lanes right into me? Will the guy behind me stop in time if I go down or will I get ran over? I've been reading about an accident or fatality almost everyday the past week or two. Will it be me one day?
 

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Discussion Starter · #4 ·
that was a pretty good read. I've been thinking like that a lot the past several months. Is it really worth risking my life when I go riding? What will happen if I crash? What if I become paralyzed or lose a limb? What if I die? How will my friends and family react to it? Who will take care of my parents when they get older?

All it takes is just one little slip and I can slide right off the road and down a cliff. I can slide into a guardrail or even worse, a car heading the other way. Is there dirt or debris on the other side of this blind turn that I'm taking at 60mph? Does this cager know I'm about to pass him? Did he even see me or will he change lanes right into me? Will the guy behind me stop in time if I go down or will I get ran over? I've been reading about an accident or fatality almost everyday the past week or two. Will it be me one day?
Telling you man, track time, track time, track time.

My bikes are off insurance, and i've used that money for track time instead. it's almost 2grand to insure my rc. That's tires and track fees!!
 
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Telling you man, track time, track time, track time.

My bikes are off insurance, and i've used that money for track time instead. it's almost 2grand to insure my rc. That's tires and track fees!!

I want to go to the track but money is an issue right now since I'm trying to get my mortgage situation straightened out. My bike will be paid off later this year so I can probably use that money for track time...Until then :(
 

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Acura 3.2TL
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I won't be going past a 600CC and it won't be a SS. Touring bike for sure.
My best freind asked me never to ride dangerously. I swore to I will never do it and I and keeping my word.
 
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I just read it again. I like the way he writes. Its very easy to go from one sentence to the next and the words he chooses. I feel for his wife. Makes me wish I had a girlfriend right now. lol
 
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Not to go to a different topic but here are some other good reads
http://www.ridehsta.com/html/safety.htm

Read it, Learn it, Live it!

THE PACE
BY NICK IENATSCH

.... Racing involves speed, concentration and commitment; the results of a mistake are usually catastrophic because there's little room for error riding at 100 percent. Performance street riding is less intense and further from the absolute limit, but because circumstances are less controlled, mistakes and over aggressiveness can be equally catastrophic. Plenty of roadracers have sworn off street riding. "Too dangerous, too many variables and too easy to get carried away with too much speed," track specialists claim. Adrenaline-addled racers find themselves treating the street like the track, and not surprisingly, they get burned by the police, the laws of physics and the cold, harsh realities of an environment not groomed for ten-tenths riding.


.... But as many of us know, a swift ride down a favorite road may be the finest way to spend a few free hours with a bike we love. And these few hours are best enjoyed riding at The Pace.

.... A year after I joined Motorcyclist staff in 1984, Mitch Boehm was hired. Six months later, The Pace came into being, and we perfected it during the next few months of road testing and weekend fun rides. Now The Pace is part of my life - and a part of the Sunday morning riding group I frequent. The Pace is a street riding technique that not only keeps street riders alive, but thoroughly entertained as well.

THE PACE

.... The Pace focuses on bike control and de-emphasizes outright speed. Full-throttle acceleration and last minute braking aren't part of the program, effectively eliminating the two most common single-bike accident scenarios in sport riding. Cornering momentum is the name of the game, stressing strong, forceful inputs at the handlebar to place the bike correctly at the entrance of the turn and get it flicked in with little wasted time and distance. Since the throttle wasn't slammed open at the exit of the last corner, the next corner doesn't require much, if any, braking. It isn't uncommon to ride with our group and not see a brake light flash all morning.

.... If the brakes are required, the front lever gets squeezed smoothly, quickly and with a good deal of force to set entrance speed in minimum time. Running in on the brakes is tantamount to running off the road, a confession that you're pushing too hard and not getting your entrance speed set early enough because you stayed on the gas too long. Running The Pace decreases your reliance on the throttle and brakes, the two easiest controls to abuse, and hones your ability to judge cornering speed, which is the most thrilling aspect of performance street riding.

YOUR LANE IS YOUR LIMIT

.... Crossing the centerline at any time except during a passing maneuver is intolerable, another sign that you're pushing too hard to keep up. Even when you have a clean line of sight through a left-hand kink, stay to the right of the centerline. Staying on the right side of the centerline is much more challenging than simply straightening every slight corner, and when the whole group is committed to this intelligent practice, the temptation to cheat is eliminated through peer pressure and logic. Though street riding shouldn't be described in racing terms, you can think of your lane as the race track. Leaving your lane is tantamount to a crash.

.... Exact bike control has you using every inch of your lane if the circumstances permit it. In corners with a clear line of sight and no oncoming traffic, enter at the far outside of the corner, turn the bike relatively late in the corner to get a late apex at the far inside of your lane and accelerate out, just brushing the far outside of your lane as your bike stands up. Steer your bike forcefully but smoothly to minimize the transition time. Don't hammer it down because the chassis will bobble slightly as it settles, possibly carrying you off line. Since you haven't charged in on the brakes, you can get the throttle on early, before the apex, which balances and settles your bike for the drive out.

.... More often than not, circumstances do not permit the full use of your lane from yellow line to white line and back again. Blind corners, oncoming traffic and gravel on the road are a few criteria that dictate a more conservative approach, so leave yourself a three or four foot margin for error, especially at the left side of the lane where errant oncoming traffic could prove fatal. Simply narrow your entrance on a blind right-harder and move your apex into your lane three feet on blind left turns in order to stay free of unseen oncoming traffic hogging the centerline. Because you're running at The Pace and not flat out, your controlled entrances offer additional time to deal with unexpected gravel or other debris in your lane; the outside wheel track is usually the cleanest through a dirty corner since a car weights its outside tires most, scrubbing more dirt off the pavement in the process, so aim for that line.

A GOOD LEADER, WILLING FOLLOWERS

.... The street is not a racing environment, and it takes humility, self assurance and self control to keep it that way. The leader sets the pace and monitors his mirrors for signs of raggedness in the ranks that follow, such as tucking in on straights, crossing over the yellow line and hanging off the motorcycle in the corners, If the leader pulls away, he simply slows his straight way speed slightly but continues to enjoy the corners, thus closing the ranks but missing none of the fun. The small group of three or four riders I ride with is so harmonious that the pace is identical no matter who's leading. The lead shifts occasionally with a quick hand sign, but there's never a pass for the lead with an ego on the sleeve. Make no mistake, the riding is spirited and quick in the corners. Anyone with a right arm can hammer down the straights; it's proficiency in the corners that makes The Pace come alive.

.... Following distances are relatively lengthy, with the straightaways taken at more moderate speeds, providing the perfect opportunity to adjust the gaps. Keeping a good distance serves several purposes, besides being safer. Rock chips are minimized, and the police or highway patrol won't suspect a race is in progress. The Pace's style of not hanging off in corners also reduces the appearance of pushing too hard and adds a degree of maturity and sensibility in the eyes of the public and the law. There's a definite challenge to cornering quickly while sitting sedately on your bike.

.... New rider indoctrination takes some time because The Pace develops very high cornering speeds and newcomers want to hammer the throttle on the exits to make up for what they lose at the entrances. Our group slows drastically when a new rider joins the ranks because our technique of moderate straightaway speed and no brakes can suck the unaware into a corner too fast, creating the most common single bike accident. With a new rider learning The Pace behind you, tap your brake lightly well before the turn to alert him and make sure he understands there's no pressure to stay with the group.

.... There's plenty of ongoing communication during The Pace. A foot off the peg indicates debris in the road, and all slowing or turning intentions are signaled in advance with the left hand and arm. Turn signals are used for direction changes and passing, with a wave of the left hand to thank the cars that move right and make it easy for motorcyclists to get past. Since you don't have a death grip on the handlebar, your left hand is also free to wave to oncoming riders, a fading courtesy that we'd like to see return. If you're getting the idea The Pace is a relaxing, noncompetitive way to ride with a group, you are right.

RELAX AND FLICK IT

.... I'd rather spend a Sunday in the mountains riding at The Pace than a Sunday at the racetrack, it's that enjoyable. Countersteering is the name of the game; smooth, forceful steering input at the handlebar relayed to the tires' contact patches through a rigid sport bike frame. Riding at The Pace is certainly what bike manufacturers had in mind when sport bikes evolved to the street.

.... But the machine isn't the most important aspect of running The Pace because you can do it on anything capable of getting through a corner. Attitude is The Pace's most important aspect: realizing the friend ahead of you isn't a competitor, respecting his right to lead the group occasionally and giving him credit for his riding skills. You must have the maturity to limit your straightaway speeds to allow the group to stay in touch and the sense to realize that racetrack tactics such as late braking and full throttle runs to redline will alienate the public and police and possibly introduce you to the unforgiving laws of gravity. When the group arrives at the destination after running The Pace, no one feels outgunned or is left with the feeling he must prove himself on the return run. If you've got some thing to prove, get on a racetrack.

.... The racetrack measures your speed with a stop watch and direct competition, welcoming your aggression and gritty resolve to be the best. Performance street riding's only yardstick is the amount of enjoyment gained, not lap times, finishing position or competitors beaten. The differences are huge but not always remembered by riders who haven't discovered The Pace's cornering pureness and group involvement. Hammer on the racetrack. Pace yourself on the street.

© Copyright MOTORCYCLIST Magazine
November 1991 issue
 
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and one more
http://www.ridehsta.com/html/paceyourself.htm

Read it, Learn it, Live it!
PACE YOURSELF
BY NICK IENATSCH

.... Two weeks ago a rider died when he and his bike tumbled off a cliff paralleling our favorite road. No gravel in the road, 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. Good-bye.

.... On the racetrack this 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 race track. 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 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, [the rider should] 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 on 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 the precise lean angle will require firm, forceful inputs at 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 at 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 snap ping your bike into a 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 by 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 might 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 straight-away 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 race track. The race track is where you prove your speed and take chances to best your friends and rivals.

.... I've spent 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 technique is sorely lacking.

.... The Pace emphasizes intelligent, rational riding techniques that ignore race track heroics without sacrificing fun. The skills needed to excel on the race track 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.

© Copyright MOTORCYCLIST Magazine
June 1993 issue
 

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Halolcat Crew
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10,906 Posts
Riding on the street has its limitations and dangers. What one has to understand is that you can drastically INCREASE your safety by, well, not riding like a dick and riding smart. Do you really need to drag knee when you go out to safeway? Pop wheelies? Cross the double yellow?

Whem I'm out in the hills, I relax and enjoy the scenery, and let any dick rider pass me if they want. I've been in an accident myself due to pushing to hard and target fixation and very lucky I am still riding today.
 

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good read, thanks for sharing it here. Its sobering to think how much consequense there is for being stupid just go get a "rush."

I wonder how the driver of the car he hit was?
 

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Ride safe out there guys... even us Crusier dudes get stupid sometimes (especially the Harley riders...)
 
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