I report Sir: I started using the Ballance Ball technique this season - it’s just a fairy tale!!! The control of the motorcycle and the speed of cornering are amazing! I never miss a single one of your video lectures. 🤝
I really enjoy watching your lessons. I first rode a motorcycle at 53 years old. Now I am 70. During this time I have ridden more than 300,000 km, been to Norway 11 times, where I enjoyed the beauty of this country and its narrow mountain roads. I did more than half of my total mileage on the Gold Wing, but unfortunately I never learned how to make tight turns on it. In the spring-summer of next year I will begin to apply your lessons and force myself to make narrow turns on the Gold Wing. Thank you for the wonderful craft lessons!🙏
Thanks for supporting my efforts, I really appreciate that. Sounds like you've covered quite a bit of ground in a relatively short amount of time with the Gold Wing! Nice job, keep it up and please don't hesitate to reach out with any questions or help I might be able to provide!
@@PoliceMotorTraining Thank you for your warm response! I will inform you about the success achieved using your instructions... but closer to the summer of 2024 - now we have about 0 degrees C (28 F) here...🥶
@@MrTubeman007 well clearly if you have 51 years under your belt, you’re definitely doing something right yourself my friend. And thank you for the compliment. I really appreciate it.👍
Hello from Canada and thank you for this videos! It's a lot of work but an exceptional content! Aslo R1200RT is the best! I own 2006 but still on learning curve.
I think basic motor school works just fine to get you safely on your way to gaining proficiency, so I don’t think of this as better per se, but more like an evolution of your learning👍
Yeah, its a commitment for sure. And I will say I look at people that generate content with an appreciation and respect I didn't have just a few short years ago!
Fond memories, Quinn. I trained my motors similarly under different names and exercises. Your explanations are far better for the body mechanics. I used shortened broomsticks with mc grips on each end for all to literally walk through the patterns and train on shoulder set and visual horizon. Single file cones tennis ball races to learn clutchless acceleration and deceleration. Serpentines done right are most fun sidesaddle. Clutch hand holds a cup of water.God I miss cone training. But boy the guys whined when we did cones instead of “training rides”. Collectively 23 years riding while motors were forced to rotate every 3-5.
Hello from Italy In Italy there is little practice in slow driving. I have a BMW K 1600 bagger and I am following your videos and I find them very useful. The K is a fairly easy to handle bike but at low speed it requires technique given its weight Thank you
Earlier, I commented on how great your instructions are, and,I know I need to practice. Now I feel like I need to get a "Practice" bike, so I don't lay down my "Good" bike during inevitable learning errors.
Yeah, I totally understand, there are really two routes you can go, you can buy a beater bike and keep beating it up, or you can ruggedize your current bike with engine guards and such. Of course, budget and space in the garage will dictate which one makes more sense.. if you get a practice bike, I would recommend something a little more agile and smaller and lighter, all those benefits will increase the likelihood you drop it less and get less injured or damage the bike when you do in fact, hit the deck. Plenty of academies are starting to adopt that format.
Thank you for the support! Don't worry about the journey, just have fun. In my experience there really is no destination, I focus on enjoying the process no matter where I sit on the skills development. I'm looking forward to hearing how it goes for you!
@@stefanhansen5882 I’m happy you like the video👍 Yes to your question, I fall into full lock somewhere around the apex of the turns- here is where meaningful counterbalance really helps control the drop into full lock👍👍
@@PoliceMotorTraining Thanks. I'm rather new to riding (less than 4,000 miles), and I find it impossible to keep full lock during an entire 360 turn. Instead, I seem to be making small corrections while turning. Is it really possible to keep the front wheel in constant full lock during one (or more) 360 turns?
When braking on the one handed ovals, which brakes were you using? And when you said slipping the clutch 12:16 is another conversation, Is there a video about that?
@@LyingEyes-t3m I use both front and rear brakes on the motorcycle, in varying proportions but in pretty much all conditions (slow speed balance-type riding is rear only, stoppies are front only). The clutch slipping comment (friction zone with clutch) is a “police-style” technique that is taught by police agencies so big bikes can go slow and controlled without stalling or falling over- you can watch my “Friction Zone Efficiency” video that discusses this, and should help you see what it is. However it assumes you can execute the technique. I WILL have an “Introduction to the Friction Zone” video next week- it’s completed but is not scheduled to go live until Friday Dec 6 2024. Please check it out and let me know if it makes sense👍
@@lostar_ozgur hey thanks for the compliment. I appreciate it. I’ve used just about every sport touring tire out there, the only real differentiation for me is that I like more rounded tire profiles rather than the “V “shape. I’ve used just about every iteration of Michelin pilot Road tires, I think we are up to sixes? And I believe believe that’s what I have on the bike now. But slow speed skills training really eats up the front tires so I’ve been known to mount some pretty cheap rounded profile tires just for training because they won’t last me more than a month or two. So profile more than manufacturer is my Compass. And yeah, every manufacturer from Dunlop, Michelin, Perelli, Avon, I’ve used all of them with great success.
HA-HA- No It's Southern California-BMW Motorrad's North American headquarters are in NJ, and this is a company bike (I'm the Brand Ambassador for BMW Authority) so all my stuff-SUV, enclosed trailer, bikes, all have NJ plates on them. It sure pays off when I roll into a state WITHOUT CA tags all over my equipment!
Hi, Quinn. Thank you for another outstanding educational video. I understand your explanations and rationale for counterbalancing, although I'm confused with respect to the fore and aft body movement. Admittedly, I may be overthinking things, yet want to make sure I understand and apply those movements properly when practicing. My question is: are you suggesting we move forward during acceleration and backward during braking ONLY during slow-speed practice, or at all times during regular street riding? My confusion comes from my training with the YCRS program which, at least during street riding, teaches the opposite. Their directive is to lean forward during braking which helps increase downward force on the forks, thereby increasing the size of the contact patch, and to lighten up off the bars during acceleration as the weight transfers rearward. When I took the YCRS two-day program in 2022, this was revolutionary for me, one of those "ah-ha!" moments when everything came together. But I also understand exactly where you're coming from, and your directive makes sense, too, which is why I ask if you're suggesting we move fore and aft during acceleration and braking, respectively, only during slow-speed practice or at all times. I just don't want to muddy the waters and get too much info rolling around in my head. Thank you. ✌🤘
Your questions are understandable- First, under street/road-race/threshold braking where we have higher speeds, YES we benefit from loading more weight on the front and creating larger contact patch, "forcing" the tire into greater friction (thus better front wheel traction). And yes, my techniques ARE slower-speed, tighter environments, designed to balance the rider on top of the motorcycle. If you watch dirt-track riders, they tend to utilize this same discipline of being "on top" of the bike so they can slide both tires around and maintain balance on the motorcycle, and "float" on top of the bike. This is how I ride the police competitions. This second portion of your question regarding "lighten up off the bars during acceleration as the weight transfers rearward" seems more in-line with what I am saying (and do), as in order to remain light on the bars under heavy acceleration, your body would need to be forward so you are not pulling on the bars? I know of no benefit on the street from moving your weight backwards as the weight transfers back under acceleration (in dirt environments this is not a true statement, as you DO benefit from greater traction by shifting your weight back-to the point the front end comes up and you start losing forward drive) and would cause the front to become lighter, reducing traction and thus directional control. For slow-speed, tight environments, I want to float on top of the bike and remain balanced, ready for acceleration and braking inputs. I want the chassis settled and ready "for the next maneuver." If I push so hard under tight turning that it causes the front tire to push and momentarily lose traction, I want to remain settled and on two wheels so I can keep moving forward. Balance Ball 2.0 accomplishes this, as it is a culmination of the evolution and technical distillation of years of police motor competitions on various makes and models and a wide range of traction situations. I absolutely know it works here. But all this said- anything you learn that benefits you, USE IT. If it totally contradicts things other people say, including me (but clearly benefits and supports a safer, higher performance result) USE IT. My riding technique varies wildly depending on my riding environment and platform. I am a totally different rider on a road race track, a supermoto track, a motocross track, adventure riding, etc. Why? because I ask and seek out "what is the best way to interact with the motorcycle in this situation." And the cool part to me is that there are SO MANY amazing teachers out there that I keep getting to take short cuts along my pursuit of greater knowledge and skills on the motorcycle! Please reach out if something you do or hear or learn on the bike needs another brain to help you kick around whether or not its all making sense.👍
@@PoliceMotorTraining Quinn - thank you so much for your reply. Never have I had a content creator share such thoughtful, cogent, detailed analysis; this is incredibly helpful! Your analogy to floating really crystallizes it for me, and I plan to practice these drills (with floating top-of-mind) this weekend. Thanks again, and I wish you and your family a Happy Thanksgiving. 🦃
Thanks, Quinn, for yet another great video. I saw your police rodeo demonstration ride live in Birmingham (AL) at Barber Vintage Festival this year during October. I wanted to ask you in person, however, it was too crowded. My question is: since you appear to also be a tall rider, in all those years of law enforcement, did you ever find the R1200/1250RTP a little cramped? I ask since I am 6 foot 2 inches tall and I have a 2013 R1200RT with a peg lowering kit, however, the bike still feels like it causes my legs to bend a little too much. My other bike is a Harley FLTRU RoadGlide Ultra. The BMW definitely handles far better without a doubt, but the Harley seems to hurt my legs much less. Just wanted your thoughts on experience riding those bikes for long shifts and in traffic all day.
Yes, I'm 6'2" as well, and long rides are an acquired skill in my opinion. Police work however is not really long never-get-off-the-bike scenarios like, say and Iron Butt situation. So I never really had any issues. That said, I DO run the optional Tall seat and currently have Wunderlich lower pegs on the bike...But I run that more for leg leverage to help throw the bike around rather than cramped cockpit. Still, you should check out a tall seat and ideally match it with a taller windscreen so you don't lose the wind protection. Then you will be so comfortable you can ride all the way over to my house on the west-coast and tell me in person just how comfortable your rider platform is!
It occurs to me that the straight-line exercise would look considerably more stylish if, instead of putting your hand on the tank, you put it on your hip like a vaquero.
It really depends on how fast I’m going, if I’m racing around as quick as possible I will use both front and rear brake. If you’re going slow enough, you don’t need any brakes, but engine braking will definitely be in play to some degree. I don’t typically just use rear brake into a turn in this or any other pattern, because while rear brake definitely does help stabilize the bike, I don’t really need it unless I’m going fast and if I’m going fast, I want front brake also, so I use them in concert.
@@MrMM1981 yes I always use the front brake, but if this is not a technique you currently employee you definitely don’t need it until the speeds really start picking up. For the purposes of this drill, I would do as little as possible possible that is different than your regular writing process and just work the drill as bare bones as possible. We can always add more toppings on the pizza, but let’s get the sauce and the cheese on it first.👍
@@PoliceMotorTraining Nice way of putting it! 😎. I use my front brake as well. But with the oval drill it further refines this technique along with the body position. Thanks a lot for sharing!
I struggle organising everything required to make tight turns I need time and am comfortable slower so do u think counter balancing would help me with this?
Counterbalancing for slow speed tight turning maneuvers is hugely beneficial. We need the bike to lean over to turn tight, but leaning the bike over at slow speed provides more ammunition for gravity to really start to mess things up. Counter balancing positively impacts these things. It helps the motorcycle lean over further, but it has the added benefit of slowing down the drop and effectively providing less weight for gravity to play with. So you get a slower and more controlled drop in that is actually further over. Work on unlocking your range of motion related to counterbalancing and follow the drills in this video. In short order, you should start to see huge benefits, and once you are repeatable and comfortable, you should start to lose that scary roller coaster feeling when the motorcycle starts to fall in. Good luck and keep me posted, I’m confident things are going to improve for you!
almuradyh- MY apology, I mistook your question for being related to slow balance riding where we work to take two masses (bike and rider) and create 1 balanced mass on the bike. In this case we want to remain perpendicular to the ground, almost statue-like. But Now I see you were asking in regards to the Balance Ball 2.0 video. In THAT case, NO, we are not a always perpendicular to the ground due to our upper body needing to shift in the opposite way as the bike as it leans over to offset its mass instead of trying to remain balanced with it so the balancing point is maintained. So YES, its still about balancing our center of gravity, but that becomes a moving target as the bike flops over, accelerates and slows. Sorry about that buddy
It’s rare to find someone who is so expert, but that can teach so clearly and concisely. I’ll definitely be using these training techniques.
Hey buddy that’s a hell of a compliment, I really appreciate it! I’ll keep working on it 👍
I report Sir: I started using the Ballance Ball technique this season - it’s just a fairy tale!!! The control of the motorcycle and the speed of cornering are amazing! I never miss a single one of your video lectures. 🤝
Great video Quinn thanks for sharing your wisdom and knowledge man!
I really enjoy watching your lessons. I first rode a motorcycle at 53 years old. Now I am 70. During this time I have ridden more than 300,000 km, been to Norway 11 times, where I enjoyed the beauty of this country and its narrow mountain roads. I did more than half of my total mileage on the Gold Wing, but unfortunately I never learned how to make tight turns on it. In the spring-summer of next year I will begin to apply your lessons and force myself to make narrow turns on the Gold Wing. Thank you for the wonderful craft lessons!🙏
Thanks for supporting my efforts, I really appreciate that. Sounds like you've covered quite a bit of ground in a relatively short amount of time with the Gold Wing! Nice job, keep it up and please don't hesitate to reach out with any questions or help I might be able to provide!
@@PoliceMotorTraining Thank you for your warm response! I will inform you about the success achieved using your instructions... but closer to the summer of 2024 - now we have about 0 degrees C (28 F) here...🥶
Wow! That proves that the age doesn't matter. Stay healthy! 3:16
@@gmplua You won’t believe it, but I took this advice from the Master and I started to be able to make narrow turns on GoldWing! 👍
@@andreeveugene4826 that's supper cool! you are an inspiration!
Great info. I noticed your positioning in your other videos. I need to work on this technique. Thanks for sharing
Excellent video…!!
Lots of great content…..👍🏻
Awesome. I’ve been practicing 2.0 without having the words for it. But am always telling myself “balance ball”. Thanks for the video Quinn.
Awesome! Try the challenge I posted based on the training drills👍
You're a great teacher. Awesome demonstration. Ty ty
These are quality demos and explanations. Glad i found your channel.
Ditto on that
Love this. Easy explanation.
Wooow balance ball... New concept to me...
I have been riding now for 51 years and you are the first person I have seen teaching weight shifting, spot on.
@@MrTubeman007 well clearly if you have 51 years under your belt, you’re definitely doing something right yourself my friend. And thank you for the compliment. I really appreciate it.👍
Here from recommendation from Moto Control's channel. Love your exercise drills and all the instruction and tips!
@@beepbop6697 hey man thanks!!! Appreciate it👍
65y/o novice rider from the Philippines
Watched this vid several times feeling im on the saddle
Great vid
Great instructor thank you so much sir
Great instructions and a well presented video. Thanks.
Thanks, great to hear you are finding value in it!
Great video again Quinn with lot's of great information to use when practicing next time ! 👊
Hey man, I appreciate the comment. Really nice to hear👍
Great ride, very nice
Hello from Canada and thank you for this videos! It's a lot of work but an exceptional content! Aslo R1200RT is the best! I own 2006 but still on learning curve.
@@gmplua take your time- The road goes on forever👍
Great stuff Quinn... Learned a lot from you doing the Comps-Skill in the Bay Area.
Awesome to hear👍 just remember you have to give ME lessons once you start beating me!!
Excellent tips. I wish my instructor had explained this to me when I went to motor school!
I think basic motor school works just fine to get you safely on your way to gaining proficiency, so I don’t think of this as better per se, but more like an evolution of your learning👍
Great content Quinn I don’t know how you find the time. Appreciated.
Yeah, its a commitment for sure. And I will say I look at people that generate content with an appreciation and respect I didn't have just a few short years ago!
Fond memories, Quinn.
I trained my motors similarly under different names and exercises. Your explanations are far better for the body mechanics. I used shortened broomsticks with mc grips on each end for all to literally walk through the patterns and train on shoulder set and visual horizon. Single file cones tennis ball races to learn clutchless acceleration and deceleration. Serpentines done right are most fun sidesaddle. Clutch hand holds a cup of water.God I miss cone training. But boy the guys whined when we did cones instead of “training rides”. Collectively 23 years riding while motors were forced to rotate every 3-5.
Wow! Well done buddy, nice to hear out of the box teaching like that. They were lucky to have you 👍
I’ll be working on this one this weekend! Great content sir!
Thanks William, I appreciate it. Keep me posted!
Hello from Italy
In Italy there is little practice in slow driving. I have a BMW K 1600 bagger and I am following your videos and I find them very useful. The K is a fairly easy to handle bike but at low speed it requires technique given its weight
Thank you
@@MrRobyn37 keep at it! And work on that clutch friction zone, the better you can do that the easier everything becomes👍
@@PoliceMotorTraining tank you What are the best exercises you suggest to work on that clutch friction zone
@@MrRobyn37 ridermagazine.com/2024/02/26/motor-school-with-quinn-redeker-clutch-situation/
@@PoliceMotorTraining many thanks
Earlier, I commented on how great your instructions are, and,I know I need to practice. Now I feel like I need to get a "Practice" bike, so I don't lay down my "Good" bike during inevitable learning errors.
Yeah, I totally understand, there are really two routes you can go, you can buy a beater bike and keep beating it up, or you can ruggedize your current bike with engine guards and such. Of course, budget and space in the garage will dictate which one makes more sense.. if you get a practice bike, I would recommend something a little more agile and smaller and lighter, all those benefits will increase the likelihood you drop it less and get less injured or damage the bike when you do in fact, hit the deck. Plenty of academies are starting to adopt that format.
Very helpful! Made me to subscribe to the channel.
Thank you !
@@StayFreeMan thanks! Look forward to having you 👍
Excellent video, really useful skill. You make it look so easy, think I've got some practice to do.
Thank you for the support! Don't worry about the journey, just have fun. In my experience there really is no destination, I focus on enjoying the process no matter where I sit on the skills development. I'm looking forward to hearing how it goes for you!
Nice
Hello from France. Great videos, I just subscribed .
@@johevideos hey! Great to hear- thank you👍
See you next week at M-Fest!
Great video. And I personally find this one to be better than 1.0 - it's more on how to and why.
Great to hear 👍 really appreciate your taking the time to tell me that
Thanks for what you do and the way you do!
Absolutely amazing! Are you turning the handlebars as much as they possibly can turn at 12:15? Thanks.
@@stefanhansen5882 I’m happy you like the video👍 Yes to your question, I fall into full lock somewhere around the apex of the turns- here is where meaningful counterbalance really helps control the drop into full lock👍👍
@@PoliceMotorTraining Thanks. I'm rather new to riding (less than 4,000 miles), and I find it impossible to keep full lock during an entire 360 turn. Instead, I seem to be making small corrections while turning. Is it really possible to keep the front wheel in constant full lock during one (or more) 360 turns?
@@stefanhansen5882 ruclips.net/user/shorts521m6FnFWQQ
When braking on the one handed ovals, which brakes were you using? And when you said slipping the clutch 12:16 is another conversation,
Is there a video about that?
@@LyingEyes-t3m I use both front and rear brakes on the motorcycle, in varying proportions but in pretty much all conditions (slow speed balance-type riding is rear only, stoppies are front only).
The clutch slipping comment (friction zone with clutch) is a “police-style” technique that is taught by police agencies so big bikes can go slow and controlled without stalling or falling over- you can watch my “Friction Zone Efficiency” video that discusses this, and should help you see what it is. However it assumes you can execute the technique. I WILL have an “Introduction to the Friction Zone” video next week- it’s completed but is not scheduled to go live until Friday Dec 6 2024. Please check it out and let me know if it makes sense👍
All of your content are great Quinn. What is your tyre choices while daily riding and competing? Thank you.
@@lostar_ozgur hey thanks for the compliment. I appreciate it. I’ve used just about every sport touring tire out there, the only real differentiation for me is that I like more rounded tire profiles rather than the “V “shape. I’ve used just about every iteration of Michelin pilot Road tires, I think we are up to sixes? And I believe believe that’s what I have on the bike now. But slow speed skills training really eats up the front tires so I’ve been known to mount some pretty cheap rounded profile tires just for training because they won’t last me more than a month or two.
So profile more than manufacturer is my Compass. And yeah, every manufacturer from Dunlop, Michelin, Perelli, Avon, I’ve used all of them with great success.
New Jersey tags? Dude, that's my state but we don't have palm trees and it isn't short sleeve weather right now...lol
HA-HA- No It's Southern California-BMW Motorrad's North American headquarters are in NJ, and this is a company bike (I'm the Brand Ambassador for BMW Authority) so all my stuff-SUV, enclosed trailer, bikes, all have NJ plates on them. It sure pays off when I roll into a state WITHOUT CA tags all over my equipment!
Hi, Quinn. Thank you for another outstanding educational video. I understand your explanations and rationale for counterbalancing, although I'm confused with respect to the fore and aft body movement. Admittedly, I may be overthinking things, yet want to make sure I understand and apply those movements properly when practicing. My question is: are you suggesting we move forward during acceleration and backward during braking ONLY during slow-speed practice, or at all times during regular street riding? My confusion comes from my training with the YCRS program which, at least during street riding, teaches the opposite. Their directive is to lean forward during braking which helps increase downward force on the forks, thereby increasing the size of the contact patch, and to lighten up off the bars during acceleration as the weight transfers rearward. When I took the YCRS two-day program in 2022, this was revolutionary for me, one of those "ah-ha!" moments when everything came together. But I also understand exactly where you're coming from, and your directive makes sense, too, which is why I ask if you're suggesting we move fore and aft during acceleration and braking, respectively, only during slow-speed practice or at all times. I just don't want to muddy the waters and get too much info rolling around in my head. Thank you. ✌🤘
Your questions are understandable- First, under street/road-race/threshold braking where we have higher speeds, YES we benefit from loading more weight on the front and creating larger contact patch, "forcing" the tire into greater friction (thus better front wheel traction). And yes, my techniques ARE slower-speed, tighter environments, designed to balance the rider on top of the motorcycle. If you watch dirt-track riders, they tend to utilize this same discipline of being "on top" of the bike so they can slide both tires around and maintain balance on the motorcycle, and "float" on top of the bike. This is how I ride the police competitions.
This second portion of your question regarding "lighten up off the bars during acceleration as the weight transfers rearward" seems more in-line with what I am saying (and do), as in order to remain light on the bars under heavy acceleration, your body would need to be forward so you are not pulling on the bars? I know of no benefit on the street from moving your weight backwards as the weight transfers back under acceleration (in dirt environments this is not a true statement, as you DO benefit from greater traction by shifting your weight back-to the point the front end comes up and you start losing forward drive) and would cause the front to become lighter, reducing traction and thus directional control.
For slow-speed, tight environments, I want to float on top of the bike and remain balanced, ready for acceleration and braking inputs. I want the chassis settled and ready "for the next maneuver." If I push so hard under tight turning that it causes the front tire to push and momentarily lose traction, I want to remain settled and on two wheels so I can keep moving forward.
Balance Ball 2.0 accomplishes this, as it is a culmination of the evolution and technical distillation of years of police motor competitions on various makes and models and a wide range of traction situations. I absolutely know it works here. But all this said- anything you learn that benefits you, USE IT. If it totally contradicts things other people say, including me (but clearly benefits and supports a safer, higher performance result) USE IT. My riding technique varies wildly depending on my riding environment and platform. I am a totally different rider on a road race track, a supermoto track, a motocross track, adventure riding, etc. Why? because I ask and seek out "what is the best way to interact with the motorcycle in this situation." And the cool part to me is that there are SO MANY amazing teachers out there that I keep getting to take short cuts along my pursuit of greater knowledge and skills on the motorcycle!
Please reach out if something you do or hear or learn on the bike needs another brain to help you kick around whether or not its all making sense.👍
@@PoliceMotorTraining Quinn - thank you so much for your reply. Never have I had a content creator share such thoughtful, cogent, detailed analysis; this is incredibly helpful! Your analogy to floating really crystallizes it for me, and I plan to practice these drills (with floating top-of-mind) this weekend. Thanks again, and I wish you and your family a Happy Thanksgiving. 🦃
@@Peter-mcmcmc thank you Peter- keep me posted on your progress, and I appreciate the holiday well wishes, right back at you buddy!
Thanks, Quinn, for yet another great video. I saw your police rodeo demonstration ride live in Birmingham (AL) at Barber Vintage Festival this year during October. I wanted to ask you in person, however, it was too crowded. My question is: since you appear to also be a tall rider, in all those years of law enforcement, did you ever find the R1200/1250RTP a little cramped? I ask since I am 6 foot 2 inches tall and I have a 2013 R1200RT with a peg lowering kit, however, the bike still feels like it causes my legs to bend a little too much. My other bike is a Harley FLTRU RoadGlide Ultra. The BMW definitely handles far better without a doubt, but the Harley seems to hurt my legs much less. Just wanted your thoughts on experience riding those bikes for long shifts and in traffic all day.
Yes, I'm 6'2" as well, and long rides are an acquired skill in my opinion. Police work however is not really long never-get-off-the-bike scenarios like, say and Iron Butt situation. So I never really had any issues. That said, I DO run the optional Tall seat and currently have Wunderlich lower pegs on the bike...But I run that more for leg leverage to help throw the bike around rather than cramped cockpit. Still, you should check out a tall seat and ideally match it with a taller windscreen so you don't lose the wind protection. Then you will be so comfortable you can ride all the way over to my house on the west-coast and tell me in person just how comfortable your rider platform is!
It occurs to me that the straight-line exercise would look considerably more stylish if, instead of putting your hand on the tank, you put it on your hip like a vaquero.
Great video thanks , question when in the oval when you brake are you using engine brake, rear brake or front brake ?
It really depends on how fast I’m going, if I’m racing around as quick as possible I will use both front and rear brake. If you’re going slow enough, you don’t need any brakes, but engine braking will definitely be in play to some degree. I don’t typically just use rear brake into a turn in this or any other pattern, because while rear brake definitely does help stabilize the bike, I don’t really need it unless I’m going fast and if I’m going fast, I want front brake also, so I use them in concert.
With the oval practice,do you use the front brake? Great video
@@MrMM1981 yes I always use the front brake, but if this is not a technique you currently employee you definitely don’t need it until the speeds really start picking up. For the purposes of this drill, I would do as little as possible possible that is different than your regular writing process and just work the drill as bare bones as possible. We can always add more toppings on the pizza, but let’s get the sauce and the cheese on it first.👍
@@PoliceMotorTraining Nice way of putting it! 😎. I use my front brake as well. But with the oval drill it further refines this technique along with the body position. Thanks a lot for sharing!
I struggle organising everything required to make tight turns
I need time and am comfortable slower so do u think counter balancing would help me with this?
Counterbalancing for slow speed tight turning maneuvers is hugely beneficial. We need the bike to lean over to turn tight, but leaning the bike over at slow speed provides more ammunition for gravity to really start to mess things up. Counter balancing positively impacts these things. It helps the motorcycle lean over further, but it has the added benefit of slowing down the drop and effectively providing less weight for gravity to play with. So you get a slower and more controlled drop in that is actually further over.
Work on unlocking your range of motion related to counterbalancing and follow the drills in this video. In short order, you should start to see huge benefits, and once you are repeatable and comfortable, you should start to lose that scary roller coaster feeling when the motorcycle starts to fall in. Good luck and keep me posted, I’m confident things are going to improve for you!
🤘🤘🤘
Should the torso remain perpendicular to the ground at all times?
almuradyh- MY apology, I mistook your question for being related to slow balance riding where we work to take two masses (bike and rider) and create 1 balanced mass on the bike. In this case we want to remain perpendicular to the ground, almost statue-like. But Now I see you were asking in regards to the Balance Ball 2.0 video. In THAT case, NO, we are not a always perpendicular to the ground due to our upper body needing to shift in the opposite way as the bike as it leans over to offset its mass instead of trying to remain balanced with it so the balancing point is maintained. So YES, its still about balancing our center of gravity, but that becomes a moving target as the bike flops over, accelerates and slows. Sorry about that buddy
@@PoliceMotorTraining Weirdly enough I understand it, it's all about balancing the center of mass. Thanks, man You are the best👍