Stolen from another site that stole it from somewhere else:
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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