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Trail Braking

12K views 50 replies 16 participants last post by  Misti Hurst 
#1 · (Edited)
As motorcycle riders, we have to consider what traction is available to us at all times. Two tiny patches of rubber keep us planted to the ground. If we understand this, we can maximize that traction properly and release our uneasy cornering feelings for good. Replacing it with confidence.

Traction, or the amount of grip each of your tires has on the road, is strongly connected to three factors: throttle, lean angle (turning), and braking. Understanding how these work, will allow you to maximize traction in any situation.

One nice rule of thumb regarding traction is:

DON'T SURPRISE THE BIKE. Meaning don't ever communicate with the bike in both a rapid and dramatic fashion. Don't immediately roll all the way on or off the throttle, don't immediately lean all the way to maximum angle, and don't immediately apply all of your might to the brakes. Allow the bike to accept your input by being deliberate not dramatic. Remember, all of these inputs transfer weight to/from the tires, and rapid transfer causes the tires to give out. Give the tire time to accept the new load.

In keeping with this idea, trail braking involves slowly and deliberately relieving pressure from the brakes as you enter a turn. This allows for an even deliberate transfer from brake traction to lean traction.

Trail braking means applying your most heavy pressure to the brakes before the turn, but slowly fading off the front brake as you begin to lean and head to the apex of the corner. t allows you to slow down after you are already turning, which is valuable if a blind corner is tighter than you thought, or if there are obstacles you did not see before turning.

As you become more adept at this technique, you will learn that it is quite fine to brake while cornering, and in many cases it is even desirable. In fact, most experienced riders employ trail braking regularly when entering steep corners, especially if they are unable to see the apex immediately. It is especially useful to control corner speed when riding downhill.

I came across this video by CanyonChasers, and it is really the best explanation of the technique that I have seen.

 
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#2 ·
I did an extensive interview with Keith Code (author of Twist of the Wrist series and owner of the California Superbike School) on the topic of trail braking:

You can read it here: http://www.motomom.ca/keith-code-on-trail-braking-exclusive-interview/


See if it brings up any questions or comments.....I'll address this subject further when I have more time, (off to jiu-jitsu class!)

:nerd:
 
#3 ·
I read that article a while ago. I know it is not useful all the time. I look at it as one technique that is available. Learning to ride is kind of like learning martial arts, there are lots of techniques available, but the fundamentals always apply.

Anyway, I look forward to reading your response and any insight you might add. It's cool to get to communicate with such an experienced riding coach. Thanks
 
#4 ·
I trail braked for years before I learned not to. Which is a lesson I mostly ignored. I'm sure I had some issues braking too much while turning at first, but those are easy lessons to learn at 6 or so years old. Not as easy to learn from mistakes when you are starting as an adult.
 
#6 ·
As motorcycle riders, we have to consider what traction is available to us at all times. Two tiny patches of rubber keep us planted to the ground. If we understand this, we can maximize that traction properly and release our uneasy cornering feelings for good. Replacing it with confidence.

Traction, or the amount of grip each of your tires has on the road, is strongly connected to three factors: throttle, lean angle (turning), and braking. Understanding how these work, will allow you to maximize traction in any situation.

One nice rule of thumb regarding traction is:

DON'T SURPRISE THE BIKE. Meaning don't ever communicate with the bike in both a rapid and dramatic fashion. Don't immediately roll all the way on or off the throttle, don't immediately lean all the way to maximum angle, and don't immediately apply all of your might to the brakes. Allow the bike to accept your input by being deliberate not dramatic. Remember, all of these inputs transfer weight to/from the tires, and rapid transfer causes the tires to give out. Give the tire time to accept the new load.

In keeping with this idea, trail braking involves slowly and deliberately relieving pressure from the brakes as you enter a turn. This allows for an even deliberate transfer from brake traction to lean traction.

Trail braking means applying your most heavy pressure to the brakes before the turn, but slowly fading off the front brake as you begin to lean and head to the apex of the corner. t allows you to slow down after you are already turning, which is valuable if a blind corner is tighter than you thought, or if there are obstacles you did not see before turning.

As you become more adept at this technique, you will learn that it is quite fine to brake while cornering, and in many cases it is even desirable. In fact, most experienced riders employ trail braking regularly when entering steep corners, especially if they are unable to see the apex immediately. It is especially useful to control corner speed when riding downhill.

I came across this video by CanyonChasers, and it is really the best explanation of the technique that I have seen.

https://www.youtube.com/watch?v=gPE67XqGsV4
When I first started riding with others on the road I would hear the most bizarre garbage from so-called experts. Then I would watch them ride off the road and into ditches. Things like “never use the front brake” or “countersteering is something I only do when I have to”. Two of my kids ride now and I had to correct the nonsense of their MSF courses about trail braking. I get it. If you have never been on a bike it is easier to get all of your braking done before turning. That’s fine in a parking lot when you can’t remember which foot controls the brake, but as this video so eloquently points out, the road isn’t an MSF course.

I loved the twisty roads of Northern California. The best ones are just a series of curves with no straight sections. The road up Mt Hamilton is said to have 365 turns. I never counted but it sure was fun! Now I live in the desert and ride with the cruise control on much of the time.

I was put off by the crash videos but I understand why they were included here. I’ve seen too many people do exactly those maneuvers with the same results.

Thanks for posting this.
 
#11 ·
I use trail braking but instead of controlling speed with the front brake, I use the clutch, pulling the lever all the way in heading into the turn so accelerative force is removed but the bike continues to coast at speed, then controlling speed with light clutch feathering while clearing the apex, then I open the throttle and re-engage the clutch to blast out the other side. I find this much smoother than using the front brake. One guy I knew used to always give the brakes on his car a tiny tap just before entering a turn at speed in order to "level out the suspension" he said.
 
#12 ·
I used to do it that way, but found when I am going downhill that I actually accelerated into the turn. Trail braking works better for me going downhill into corners. I almost always trail brake going downhill.

Going uphill, I usually only trail brake in very steep or blind turns.

As I mentioned above, these are all different techniques, there is not necessarily a right or wrong way to do it, as long as traction rules are not violated in the process. Thanks for contributing to the discussion. I appreciate it.

As I understand it, track driving courses also teach trail braking for cars when cornering. Not a tap, but a fade before accelerating.
 
#16 ·
I like pulling the clutch and coasting because using the front brake gives unpredictable performance depending on weather, built-up heat from heavy use, cheap Triumph parts, brake dive etc. I don't understand why people believe there is less control with the engine disengaged from the back wheel. It actually adds control because it puts you in a state of slight deceleration. I have found that most of the times I have lost control on my motorbike is because I was applying too much power at the wrong moment, or I was carrying too much momentum going into a manouever. De-clutching does not work in all situations. Of course it is not a useful techinique when going into an uphill turn. The decreasing radius turn would be an unlikely place too. If I saw that the turn was decreasing radius from before I initated the turn, I would likely slow down a bit and take it at a steady speed, and if I didn't find out it was decreasing radius until I was well into the turn, there would be some panic braking lol. I was thinking mainly of a long open curve near my house with a mild swoopy downhill at the start then a quick climb coming out of it.
 
#19 ·
Ok, I have to highly disagree with what is stated here. As as riding coach with the California Superbike School for the past 15 years as well as a former AMA pro Roadracer and Moto-journalist I need to comment that this is not a technique that we would endorse or allow at any of our schools, nor one that any accomplished rider would use. I also did a bit of research and found that where I live, in Vancouver Canada it is actually illegal and finable to coast downhill either in neutral or with the clutch engaged in a car or on a motorcycle. (The ICBC guide Learn to Drive Smart states in Chapter 5:"It is illegal to coast downhill in neutral or with the clutch in. You need to be in gear to safely control your vehicle."The Motor Vehicle Act says:"Coasting down grade: 197: When travelling down grade a driver must not coast with the gears of the vehicle in neutral or the clutch disengaged."

By pulling in the clutch you disengage the engine and therefore remove any engine braking which would assist in slowing down the motorcycle. Depending on the grade of the hill, coasting into a corner could actually increase your speed into it as you are free rolling with no engine braking. Free rolling into the corner could require more braking later and as you mention, possible panic braking if you suddenly find out that you are going too fast or that the corner is a decreasing radius turn. You may have difficulty getting back into gear quickly and you have zero throttle response or any way to get yourself out of danger if you need to suddenly speed up or make any kind of evasive maneuver.

If you think that using the front brakes provides "unpredictable performance" I'd suggest that you take a look at your braking method and some of your riding habits. I ride all manner of bikes on street and track and in different countries around the world and regardless of what bike I am on, utilize almost the same method of mostly front brake use and engine braking to properly set entry speed for corners. From there I practice good throttle control. Good throttle control as we teach at the California Superbike School is "once the throttle is cracked on it is rolled on smoothly, constantly and evenly throughout the reminder of the turn" (Twist of the Wrist II)

By coasting into a corner you'll not only compromise your ability to safely and effectively set entry speed into a corner but now you've made it more difficult to achieve proper throttle control because you have to re-engage the clutch as you are rolling back on the gas. Good throttle control is paramount to safe and effective motorcycle riding (it is the first and I think most important lesson that we teach at the school).
 
#17 ·
I don't know how long you have been riding and I usually stay away from telling another rider how to ride. I'm not an instructor of any kind. You state control is added with some slight decel. Speed doesn't enter into the equation for control when you have decoupled the drive system. You lose control as if the engine has shut off. If you want some decel, slightly reduce the throttle. Keeping the rear wheel engaged with the engine keeps the suspension active and the tires pushed into the road surface. Some riders think in slow maneuvers that taking their feet off the pegs offers more control, but you lose balance and the control that your feet provide. Same as coasting the engine.

Saying the front brake can be unpredictable has more to do with the experience of the rider than the brake itself. My view. Going in too hot into a turn and thinking that a panic brake would be inevitable is another dangerous way to think and ride. Using the throttle and engine braking would be significantly more effective than coasting which still has momentum in the mix. Another issue with coasting while cornering is what happens when you engage the clutch and what happens at the rear wheel vs having the rear wheel under maintenance throttle or a slight increase in throttle.
 
#18 ·
I agree with Felony.
Riding through a corner without the motor engaged with the drive train reduces the bikes capabilities, more so the faster you go around that corner.
Speed around that corner is probably the determining factor to the success of this method.
But if using the clutch that way works for you then each to their own.
Safe and happy riding
 
#20 ·
Had no idea coasting was illegal in BC. I do it all the time in any vehicle with a manual transmission, even dump trucks. Generally I don't shift out of gear when I do this, I just disengage the clutch momentarily then feather it back on when the time comes. If I am anticipating some engine braking or a bit of acceleration, I may downshift one gear while the clutch is out. As you say, going right back to neutral is not a good idea because you never know if you may need some power. Does ICBC still sell insurance to people with learner's permits? I bought my first car and learned to drive in Vancouver in 1995. Blew my mind that they sold me full insurance with just a learner's permit, but damn it was expensive, $1600/yr.!
 
#21 ·
No idea about ICBC insuring people with Learner's Permits.....but yes, illegal :). Thanks for making me do some research! Hahaha. But I'm curious about why you find the use of the front brakes unpredictable and why you would choose to try and use the clutch instead. Can you tell me how you use the brakes? How many fingers, type of pressure (jabbing, stabbing, smooth, aggressive, strong at the start, soft later, soft at the start strong later)?

You will get different feel and response from the front brakes depending on how you apply them but they really are the best and safest way to slow your machine, set entry speed and line you up for proper throttle control while cornering......
 
#25 ·
One additional benefit, besides the above mentioned, is that trail braking compresses the front suspension. This momentarily decreases the trail and makes the motorcycle less stable, which helps to tip into the turns more easily. Then as you taper off the brakes and roll on the throttle, the suspension extends and increases the trail, making the motorcycle feel super stable through the turn and reducing the risk of bottoming out.

It's by far one of my favorite skills :D
 
#27 ·
This is a good thread. I have pretty much always got my breaking done ahead of the curve, and relying on engine braking and throttle-on to control speed in the corner. I tend to use a lot of rear brake (I know, gasp) for this purpose as I find it affects the geometry of the bike less and keeps it more stable. It has served me well. But reading through this I am understanding why the fork dive from the front brakes can be a good thing.

I was out on a nice long ride on some nice curvy roads yesterday and played with this. I don't know, it seems useful. Basically I feel like I have permission now to keep some front brake on into the curve, to give me more time to assess the curve. I'm quick but not fast, just on a Bonnie on back roads. I can't go fast, doesn't matter my skills, you just never know where the next patch of gravel is going to be on the curve around here. Too many tractors and deer and potholes and all that. So I don't need to optimize my ride for speed, but trail braking does seem useful for control in the curve.

A couple of times I felt the urge to trail brake with the throttle on a bit. Is that ever a good thing, to use throttle and brake simultaneously? Honestly not sure why I was doing that, I may have been in too low a gear and wanted to slow but didn't want to give up my rpm? Didn't feel dangerous, just possibly silly, and transitioning off the brake wasn't as smooth.

I tend to keep my thumb and index finger around the throttle and use my other three fingers for light braking, is that normal? A MSF coach told me not to do that once, but I got the impression maybe he did the same thing himself but had to give the company line on the issue :) I tend to use all four fingers for heavier braking for coming to a stop or something.
 
#32 ·
A couple of times I felt the urge to trail brake with the throttle on a bit. Is that ever a good thing, to use throttle and brake simultaneously? Honestly not sure why I was doing that, I may have been in too low a gear and wanted to slow but didn't want to give up my rpm? Didn't feel dangerous, just possibly silly, and transitioning off the brake wasn't as smooth.
When I first started learning to trail brake, I did this too, and I wondered the same thing. I do NOT think, however, that braking and throttle should be applied together as they both eat up traction, especially because as you trail off the brakes you are adding lean angle. So adding throttle to the equation is, IMO, not good. To me, it is trail off while leaning and then on to the Throttle Control Rule once the apex is identified.
Yeah, I was being stupid. I was experimenting with dragging the brake a bit going into the curve ... on curves I really wasn't braking at all for in advance. Being easy ones I was familiar with. Brake and gas simultaneously doesn't really make sense.
 
#28 ·
A couple of times I felt the urge to trail brake with the throttle on a bit. Is that ever a good thing, to use throttle and brake simultaneously? Honestly not sure why I was doing that, I may have been in too low a gear and wanted to slow but didn't want to give up my rpm? Didn't feel dangerous, just possibly silly, and transitioning off the brake wasn't as smooth.
When I first started learning to trail brake, I did this too, and I wondered the same thing. I do NOT think, however, that braking and throttle should be applied together as they both eat up traction, especially because as you trail off the brakes you are adding lean angle. So adding throttle to the equation is, IMO, not good. To me, it is trail off while leaning and then on to the Throttle Control Rule once the apex is identified.

This process has allowed for me to never feel as though I've entered a corner too fast. It really has been one of the most confidence boosting techniques I have learned. Combined with throttle control and good body positioning, I don't ever have that "ut oh" moment in corners anymore.

Thanks for commenting.
 
#33 ·
Not relevant for this discussion, in MotoGP racing, some will apply front brake while they are lifting the bike up to exit a corner while using throttle. Of course, they also pull stoppies while braking hard entering a corner and pivot the bike into the entrance with the rear wheel still off the ground. A lot of electronics now in racing to allow all sorts of experimentation.
 
#38 ·
Yeah, that's pretty scary stuff for the regular Joe like me. I also watched a training video by Valentino Rossi (Ride Like Rossi), and he was demonstrating how to take a tight turn by intentionally skidding the bike a bit using the rear brake. I might try that at slow speeds on a dirt track with a dirt bike, but no friggin' way am I trying that at high speed on the road. MotoGP racer I am not.

This is the Rossi video

At 5:00 he starts talking about braking techniques. He starts by discussing trail braking, but then at about 6:20, it goes into this rear braking technique.
 
#34 ·
Good thread! I posted this same video over in the Sprint forum a while back .... this is a better location for it. Does anyone know if there's a thread about riding skills generally?
 
#37 ·
Yeah, Ienatch is really great. I have his book, Sport Riding Techniques, which I think is a great compliment to Keith Code's Twist of the Wrist II.

Those two books together pretty much cover everything in great detail.

FYI -- In case you missed it, Misti is one of the riding coaches and trainers at Keith Code's CA Superbike School. We're lucky to have her commenting here.
 
#39 ·
I got to take an excellent couple hundred mile ride after work today and think about this. And more importantly, stop overthinking it.

I think I got an unintended benefit of not listening to my MSF trainer too closely. Sounds like the rider from post #31 really took it to heart. Brake, and then lean in and accelerate. Now I realize I've been lazy in following that rule. I engine brake fairly deep into the curve in many cases before rolling back on the throttle. I have even been braking fairly far into the corner.

And I realize that it's really not that many corners this applies to, for me. Lots and lots of corners I don't brake for at all. A little throttle off going in, and back on in the exit, is all it takes.

But I've learned a ton from this thread. Everyone counter-steers, just many people do it instinctively. Others do it thoughtfully. And when you do it thoughtfully you understand why you need to push on that inside grip when the pucker factor comes in (and look where you want to go, of course). And you practice and get it done.

This is the same thing. I've been trail braking in a form all along. But now that I'm thinking about it I can be more effective at it. And know when to use that front brake instead of the engine, and to more more intentional smooth transition from brakes to throttle.

Fun stuff.
 
#40 ·
But I've learned a ton from this thread. Everyone counter-steers, just many people do it instinctively. Others do it thoughtfully. And when you do it thoughtfully you understand why you need to push on that inside grip when the pucker factor comes in (and look where you want to go, of course). And you practice and get it done.

This is the same thing. I've been trail braking in a form all along. But now that I'm thinking about it I can be more effective at it. And know when to use that front brake instead of the engine, and to more more intentional smooth transition from brakes to throttle.

Fun stuff.
I love how you explain this, really. That breaking a simple riding technique down into the fundamentals is important, so that you can learn it instinctively and stop thinking about it. I love when I'm coaching a rider and they begin by doing the technique mechanically and using a lot of mental energy, and then seeing the shift to a more relaxed and smooth riding style when they finally integrate it into their regular riding. So rewarding! :grin2:
 
#41 ·
I think of this thread fairly often, it's changed my relationship with my front brake. I've been overusing my rear because it doesn't cause fork dive. Folks told me not to, but I knew better. Also thought the DMV motorcycle manual was wrong when it talked about pressing on the right grip to go right.

Anyways I'm on a tour right now and coming down through Iowa I was thinking I don't have much opportunity for trail breaking at all. But Lord when I hit Missouri, I don't know what I'd do without hanging onto that front brake a little bit longer. Fast unfamiliar roads with good pavement and tight curves you can't see through. Maintaining some contact with that front brake into the corner can really help a lot. Trying to do the same with the rear doesn't work nearly as well, seem to give up much more handling that way.

Now I'm realizing the trade-off with engine braking too. Think someone talked about that earlier. If the revs are high then letting off the gas bleeds enough speed that there's no need or ability to get on the brakes at all. Think that's why I'm trail breaking down here more, going through the corners faster and therefore in a higher gear and it's working better.

Good roads down here to practice on. Gonna try it out in the Appalachians next ?
 
#42 ·
Glad to hear that you are taking an active role in trying to improve your own riding and are learning from this thread. I think it is important to try things for yourself and to look at where you are receiving information from. If you have any other questions about riding technique then please don't hesitate to ask, or if you have any questions about track days or riding schools either (I'm a coach with the California Superbike School).

Ride Safe!!!

Misti
 
#45 ·
Why back when I was young I never knew you couldn’t brake when turning.
The Skills course taught me not to brake in a turn or to straighten up and brake hard coming to a stop. I also couldn’t really get counter steering to work in the parking lot.
Obviously it works and I can do it having survived riding bikes round corner despite using my brakes in the past. Until one day I was riding way to fast. Much faster than I should have been. Wrote the bike off

Now I’ve been out on the highway a few times riding up and down island to Port Hardy and From Prince Rupert down to Vancouver.
Practices get counter steering had definitely helped. Looking where you want to go for sure.
Mostly I am probably just not riding aggressively enough to need trail braking. Also it pissing rain so not keen on using to much brakes.

So more just ease of on the throttle coming into a corner and let the engine slow me down. Not really using the brakes very much.
Still, I have come into a few just a little to hot. Once with a chevron semi cutting the corner.

Just looking where I want to go counter steering to lean more. A little bit of light use of the brake from time to time .

I think so long as you don’t use it all up. You can use a bit of everything. So I guess I’ve used a little bit of trail braking. Or a light touch on the brakes if needed.

The only time I’ve really grabbed them was for a bear which decided to cross the road.
It changed its mind and bugged of back into the woods.

My pipes are just stock, but loud enough to scare bears. Or maybe it was the brakes.
 
#48 ·
Nice!
If you can explain a little more about 'lean bike' and 'getting on the gas too early' I'd appreciate it.
 
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#49 ·
The lean bike is a motorcycle that has a contraption added to it to provide resistance to leaning the bike too far over. It is used to practice good body position. So you go around a tight circle while a coach calls to you on a walkie talkie (taped to the gas tank), giving pointers about your position. Then, you talk with the coach. Then you do it again. Great learning experience.

Turn 8 is a bowl, so you have to remain at a relatively steep lean angle for a good way through the turn. When you are doing that, you have to maintain throttle--not accelerate, as opening up the throttle early will force you to go wide. If you do get greedy with the gas (like I did), it is tempting to just lean more to get back on line while still accelerating, rather than letting off the gas a bit and resetting. This is what causes a lot of accidents, because accelerating and leaning more at the same time will cause the rear tire to give out. You can get away with it at low speed, but not at high speed.

I know this, yet I accelerated and added lean angle at the same time, and the traction control on the bike prevented me from skidding. The coach noticed this and pulled me off the track to make sure I understood what I had done wrong. A good learning experience.
 
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