The StreetMasters Method

[James Burleigh]

Last weekend a number of us took the StreetMasters Cornering Workshop down in Lancaster. Let me begin here by saying two thumbs way up for StreetMasters! :clapping: They combine top-notch professionalism and a solid method with plenty of hands-on track time.

One thing not available with the StreetMasters course is any written material that summarizes what we learned, similar to, say, Keith Code’s Twist of the Wrist books that describe in detail the method he teaches at his cornering school.

So in this thread I want to archive the lessons in order to refer back to them and continue to practice and apply them, and to share with fellow forum members. I invite others who have taken the course to help clarify and amplify the method.

Definitions:

Turn-in point: Entrance to the curve, going as wide as the road and safety permit. I take this also to mean the point by which you’ve slowed the bike, dropped into the gear that will take you through the turn, and are now turning.

Tip-in (is that what they called it?): Point where, once into the curve and hugging wide, you give the bike an additional turn input to take you to the apex.

Apex: point where you ride closest to the inside of the turn.

Exit: They didn’t define this, but talked about it a lot. I take it to be just after the apex when you stand the bike up.

Tenets:

So in summary, they recommend...

• As you approach the curve, stay wide till you can see through the turn to the apex and, ideally, the entry to the next corner. They call this late-apexing. It’s the cornerstone of their method. The reason is that they want you to have an out in the event the turn decreases or there is something in your path. The out is in the form of additional traction, available additional lean angle, and additional sight lines and braking.
  
• Brake and do any necessary shifting before you begin your turn (before you enter the turn or begin to lean your bike).
  
• Also begin to roll on some throttle before leaning, giving the suspension a chance to stabilize.
  
• Look through the turn, pointing with your nose where you want to go. Use your peripheral vision as necessary for closer-in stuff, while keeping that nose pointed through the turn. (After watching a segment about CHP training on Speed Channel Sportbikes, where they emphasize keeping your head up and looking waaaaay through a turn, I like to even point with my chin as an exaggerated way of ensuring I keep my head up).
  
• The line between two sequential curves is the one that connects the exit and the entry point for the next curve.

I think that's the core of it. MadMike, Old Michael, Sacramento Mike, et al., got anything to add or correct?

Jb

 

[Silver Penguin]

And that was a pretty good summary JB. Streetmasters in a nutshell. It's a bit like those classic movies done in thirty seconds, by rabbits with irritating voices.

Another point that I remembered, particularly from the ride home with Walt and Nancy, was not to use all of your lane. Technically speaking, yes, that's your lane and you've paid for the right to use all of it. Realistically, if you get waaaayyy over towards the mountain side, you'll be riding in slippery, gravelly stuff at times. Then if you get over to the other side of your own lane, you may find a 'lane sharing' pick up truck coming around the next bend, who also wants a part of your lane. The late apexing is done in less than the full width of your lane, depending on road condition and sight line.

Great class. Quality people. Highly enjoyable experience (apart from the fact that I didn't go with the FJR people).

Jill

 

[madmike2]

As the two main teachers quantified the technique, you SHOULD be completing your exit in the wheel track closest to the centerline. So on a left-hand curve, you have entered the curve as far right as is safe, until you see the exit, then completed a "late apex" and you should be finishing in the left wheel track of the right lane. That way you should have plenty of time to identify the next curve/corner and set yourself properly for entering that bend in the road.

If you are consistently ending near the shoulder, you are riding too aggressively for the street and for any safety margin as you are committed to that line and have no "room for error" in case you encounter any errant fauna....two- legged or four-legged. (Cage/SUV/recreational vehicle drivers would count as "errant fauna", wouldn't they?)

Secondly, SMOOOOOTH is the key. Smooth transitions from brake to throttle to brake and smooth transitions from side-to-side when beginning your "tip-in".

 

[Silver Penguin]

LOL! Errant fauna, often found inhabiting the freeways around Los Angeles. Behavior unpredictable. Preys on two wheeled vehicles. In-breeding has led to a lack of common sense as well as the total absence of a conscience. A species to be avoided whenever possible.

 

[Hit the Road Jack]

Although I wasn't one of your classmates, I'd like to second madmike2's comment about being smooth! Smooth applications of power, brakes and changes in direction allow better control at all times.

Also, while riding through the mountains last weekend with some of the guys I was often reminded of one of my own homegrown streetmaster rules:

Never let your braking distance exceed your line of sight.

This can save your bacon whether you're cresting a hill, turning through a mountainous turn or driving in fog or darkness. And if you come upon some sand or gravel, you're in alot better shape to deal with it.

 

[James Burleigh]

Although I wasn't one of your classmates, I'd like to second madmike2's comment about being smooth! Smooth applications of power, brakes and changes in direction allow better control at all times.
Also, while riding through the mountains last weekend with some of the guys I was often reminded of one of my own homegrown streetmaster rules:

Never let your braking distance exceed your line of sight.

This can save your bacon whether you're cresting a hill, turning through a mountainous turn or driving in fog or darkness. And if you come upon some sand or gravel, you're in alot better shape to deal with it.

As a point of clarification, StreetMasters advocates and has us practice smooth operation. So that was an omission above that should be included.

 

[Old Michael]

... that was a pretty good summary JB. ... like those classic movies done in thirty seconds, by rabbits with irritating voices.

Jill

You gonna take that JB?

(Well put Jill.)

I also got -

-light hands on the bars.

-carve the corners. Don't paint the road. (Dont' be all over the place when transitioning between corners.)

-NEVER let anyone pass you! (Or maybe it was "no passing.")

-remember to have fun.

 

[Ric in Sac]

Hey you Street Masters Grads -- thanks for sharing. How about demonstrating the technique on our next ride for those of us who couldn't make it?

Well done guys! :clapping:

 

[madmike2]

Hey you Street Masters Grads -- thanks for sharing. How about demonstrating the technique on our next ride for those of us who couldn't make it?
Well done guys! :clapping:

Some of us demonstrate it on EVERY ride.......(well, 90% of the time!?!?).......its not our job to "take notes". B)

Oh yeah, the parking lot drills would be considered boring for most groups; you are on your own for that part, though I know of a couple of owners who do so regularly and one who practices 2-up. That could be why we cal him: Mr. Smooth.

 

[rainbowrider]

Thanks for sharing. For those of us that don't live in areas where these are available, these types of postings are really valuable.

Thanks again.

 

[wfooshee]

Although not having been a Streetmasters participant, I would add that early apexing, i.e. turning in from the inside track of the curve, leads to an early exit, which may have you pointed across the opposite lane (right turn) or heading for an outside barrier (left turn). Undesirable. To get through a curve after an early apex, there must be a tightening of line and/or speed, which is not smooth, not desirable, and not safe.

Most drivers early apex everything they do. They turn in too early, especially left turns, and they have to slow during the turn because they're on a wide exit path.

A lot of motorcyclists do the same thing.

 

[Fred W]

I have not taken the street masters course. In fact I'm not sure it is available on the right coast. But I do practice several of these habits. The one thing that you mentioned that I don't do, nor do I think I will be adopting, is routinely braking. Sure... the absolute fastest way through a corner demands that one drive up to it and then apply the binders at the last moment before diving into the turn. But we are talking about "street" riding. And I think "The Pace" sums it up better for the most enjoyable and safe street riding. You should never even need to use your brakes unless there is a change in conditions (ie car suddenly appears or something).

If you search on The Pace, you will find many treatises on what it is all about. To me, this is the most enjoyable.

I may be slow... but I'm happy.

 

[madmike2]

I have not taken the street masters course. In fact I'm not sure it is available on the right coast.

Its only available at Willow Springs because the track cannot be duplicated, and riding that particular track with 3 different radii turns and the elevation changes are what makes it so grueling and what ingrains the lessons.

Sure... the absolute fastest way through a corner demands that one drive up to it and then apply the binders at the last moment before diving into the turn. But we are talking about "street" riding.

By George, I think he's got it!By completing the braking (slowing) before the turn, you can roll onto the throttle to settle the bike as you are staying wide to see "through" the corner. Once you see the exit, THEN you tip-in and apex "late" and roll more throttle to stand the bike up.

The technique is to give the rider the best chance to see, identify and decide on a course of avoidance rather than committing to the "tight" line and having no options.

Uhm.....er.....it isn't necessarily "slow", like on touring bikes. More like smooth and controlled. B)

 

[FJamR]

I met this guy who lives near some ski resorts not to far from me. He had bought another ride for his yearly Canadian tours, a GFW (Goldwing), and let me say, I've never seen any one ride one of those like him in person, it was by no means ...slow. The only thing I've seen on the web comparable was a guy on Killboy with the yellow GFW who did tours on the Dragon. I think the only way for them to carve like that on a "touring" bike is to be smooth.

 

[johnny80s]

I just finished taking the StreetMasters course based on JB's recommendation. What a great experience. I think everyone summed up the course pretty well so far but I wanted share my experince with everyone because this course change my life. It used to be that when I saw the road curve ahead of me I would panic, slow way down and make every mistake possible going through a turn. God forbid there where a few turns strung together. My goal for this course was to become smooth going through the turns, not fast just smooth. I achieved that goal and became faster and more confident.

There were two things that I really worked on during the day. The first thing JB mentioned and that was putting your nose into the turn. I called it sticking your face into the turn. Before I learned this tidbit every time I looked through the turn the bike would drop even tighter into the turn and I would blow my line. During one of the breaks Walt told us about looking into the turn and sticking your face into it. I tried and it during a turn and it allowed me to keep the bike right on the correct line. Sticking my face into the turn put my body closer to the bars and freed up the pressure I was unknowingly putting on the bars and tightening up my turns. The second thing I really liked was learning how to be smooth. Working on the practice pad where the instructors had us doing low speed drills like u-turns and such helped me get a better feel for the throttle which comes into play when you get into a turn and give a slight amount of throttle correction to maintain a smooth line through the turn.

It was nice getting all set up before a turn, picking my line, dropping the bike into it and just letting it run through it. It felt like all the hard work was done before I got into the turn so I could just enjoy it and make any slight corrections that were necessary to keep things smooth.

I do have to mention that getting ride on a track was fun. It is a clean and safe place for someone to push their bike if they have never pushed it before. At the end of the day some slower people in front of me pulled off the track and I was left with an open track. The two very fast I laps I rode were the most fun of the day. I left the guy on the ST behind me in the dust.

The next day I convinced my wife that I had to go out and practice what I learned. I decided to call a friend and get him to lead me on ride through some of the local twistys. Normally he loses me in the curves and I have to use the FJR's power to catch him in the straights but this time I stuck to him like glue. It was a lot of fun. Now I look forward to the twistys and don't break into a sweat if the roads get curvy.

I can't recommend this class highly enough. Thanks again for the recommendation JB.

 

[dj bill]

watch out richard.theres a new gun coming for ya....lol

 

[Solo]

Great post JB and excellent thread.

The biggest problem I have on the street is looking where I want to go. It was no problem back in the day when I was racing, because you tricked your brain into believing that the track would always be clean and clear, like it was the lap before.

But I have a difficult time doing that on the street. You wrote:

Look through the turn, pointing with your nose where you want to go. Use your peripheral vision as necessary for closer-in stuff, while keeping that nose pointed through the turn. (After watching a segment about CHP training on Speed Channel Sportbikes, where they emphasize keeping your head up and looking waaaaay through a turn, I like to even point with my chin as an exaggerated way of ensuring I keep my head up).

I find that I get fixated at looking for gravel that bounced out of dump truck, auto parts and glass from an earlier accident, and yesterday, a diesel fuel spill cleverly disguised with oil dry. By fixating so close in front of me my riding becomes choppy and I don't roll on the throttle anywhere near when I could, even when riding at sane street speeds.

I'll work on using peripheral vision, but I don't know if I'll ever trust it enough on the street. Any suggestions from StreetMasters on this? Other suggestions?

What makes motorcycling so great is that every ride is a challenge to do it better than the ride before--even when obeying the speed limits--we can always do it better.

 

[DaSpyda]

There's a couple of sayings in autocrossing:

"Slow in - fast out"

Also, "Look where you're going, not where you are".

 

[madmike2]

I find that I get fixated at looking for gravel that bounced out of dump truck, auto parts and glass from an earlier accident, and yesterday, a diesel fuel spill cleverly disguised with oil dry. By fixating so close in front of me my riding becomes choppy and I don't roll on the throttle anywhere near when I could, even when riding at sane street speeds.
I'll work on using peripheral vision, but I don't know if I'll ever trust it enough on the street. Any suggestions from StreetMasters on this? Other suggestions?

What makes motorcycling so great is that every ride is a challenge to do it better than the ride before--even when obeying the speed limits--we can always do it better.

One answer:

"Slow in - fast out"

Secondly, with the "late apex" at controlled speed you should be allowing yourself enough time/space to identify any threat:

....gravel that bounced out of dump truck, auto parts and glass from an earlier accident, and yesterday, a diesel fuel spill cleverly disguised with oil dry...

Rather than fixating on the danger we should all train ourselves to fixate on the escape route. That way the rider could accelerate out of the turn while aiming at the safe route and use their peripheral vision to see the threat.

One of the "mantras" we were taught when I attended the workshop was: "The bike goes where you point your nose". I practice my focus when avoiding the "Bott's Dots" while changing lanes on the freeway. If I fixate (lock my eyes) on the dot I hit it every time. That's a good indicator I need to work on my "avoidance/escape route focus".

YMMV