Join us for our live instructor Q&A, we will be chatting with Rich from ART Rider Training on common questions you may have along your riding career and give you an opportunity to ask any questions you may have. This is a great opportunity to ask questions about learning to ride, improving you riding or any other general question you might have about anything two wheels.
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Right. Okay. So, I think that’s us live here. So, good evening everyone. Welcome to another Ride to Riders Club live stream. Um, tonight we’re doing another instructor Q&A. So, this will be an opportunity for you guys to ask any questions you may have with it comes to um your riding you’re currently doing. learning how to get on the road or the bike and anything more advanced you’d like some help with. Um, we’ll have an instructor here and he will be able to teach you through everything you need to know. So, at any time in this live stream, pop a question in the chat box and we’ll get to you. So, I’m go ahead and bring on Rich here. There we go. Got Rich on the screen now. Um before we get too far in, if someone wants to quickly drop a message saying we’ve got audio, but it seems to be okay. So, um Rich, if you’d like to introduce yourself. Yeah, evening everyone. Uh my name is Rich. I’m the owner of Art Rider Training. We’re based down in Essics. I’ve been a qualified DBSA instructor since 2005. Uh owned Art Rider Training for for the last 10 years. Um, also a a qualified enhanced rider scheme instructor and a Silverstone track day instructor. I’ve been riding on the road since my little Suzuki FZ50 when I was 16. So, 32 years of experience. I was just doing the maths quickly there. So, yeah, that’s me. Awesome. So, I’ve just popped a question in the chat box for everyone. Um, I’ll just announce it as well, but it’d be good because I I believe we’ve got quite a few more people um that are likely to attend tonight. Where are people in their riding journey? So, are you CBT? Are you post CBT? Are you looking to get on the bike? Uh, it’d be really good to know sort of where everyone where everyone’s at with with this. Um, so I’ll go ahead and put on to our first question, but as I as I said, if there’s any questions you guys have, pop them in the chat. So these questions here are a bit more aimed towards like, uh, beginning or early development for Ryden. So, uh, what is your sort of top tip for a beginner to push themselves out of their comfort zone? Out of their comfort zone. Cool. Um, I think if you’re taking anything outside your comfort zone, I think the first thought process would be um consider the location that you’re doing it in. Um, so for example, if you wanted to go and have a a practice of of breaking, you know, you’ve just done your CBT, you’ve been coached through how to do an emergency stop and you think, okay, actually, I want to go and and brush up on that. Okay. Um, so so look at location and look at conditions. Yeah, you don’t want to be going and doing it on a a soaking wet A1 dual carriageway where everything’s trying to fly past you at 70 miles an hour. Um, so, you know, quiet little road, industrial state at the weekend, something like that. Even something similar if you’re still local to the school that you did your training at, go and use the same road. Yeah. So, really consider that location um where it gives you a chance to practice those skills that you’ve been coached through um on the CBT. You know, another one is slow riding technique. Go and find a a little quiet car park or something like that that you can then just go and practice those those skills and push it on a little bit. You know, just just trying to to see what what technique sits and fits and works for you. Um, but without doubt, I’d say the key bit is is the choice of choice of location. Mhm. and then building up those sort of skills slowly and trying to remember what the instructor said to you and coached you through when you were were doing it on on CBT or or on your big bike lessons. Yeah. So, is it worth just sort of uh revisiting some of the lessons you did on your training? Is that something that would help you continue your development? Yeah, without doubt. Um, you know, there’s a reason why um that the CBT syllabus is is set up in such a fashion. You know, it’s to take people that may have never ridden a motorcycle before through the various stages and getting used to the control of the bike, how it steers, how it handles, how it breaks, how it pulls away, etc., etc. So, the the syllabus has been created in such a fashion to give riders the skill sets that they require. Um obviously it is very difficult for for schools to to try and get riders up to sort of test level in one two maybe three days of training on a CBT pad. So without doubt there is some emphasis on the rider to to then maintain that skill set and try and improve and and build on it especially if they’ve done CBT and they’re thinking about going on to do full license. So, anything that you can keep on practicing in the meantime whilst you’re riding around on your your 125 is going to set you up really well for for the full license and stuff. Yeah. And building on that, uh, for someone that’s just starting out, so let’s say they’ve got their CBT and they’re just looking to sort of improve their skills. Um, what would be the main focus area? Like what sort of skill would you be looking to improve the most? Would it be slow riding? Would it be cornering? Or I think it It would probably actually cover everything that you do on the CBT. Um, without doubt, if we’re looking at things that that people struggle with on the big bike stuff, it will be the slow riding technique and and for those of you that are in the position where you’ve just done CBT or about to do CBT, um, this is going to sound really alien because a lot of people do struggle with that slow riding technique, um, and doing the slams, the figure of eights, the U-turns and stuff like that. But if you can master it, if you have got the the luxury of riding around on a 125cc for a bit um in between your CBT and tests, if you can master the slow riding stuff on your little bike, it’s actually easier on the bigger bike. And this is a bit that sounds really alien to people because it’s like the whole big bike, bigger engine, more power, heavier, etc., etc. Um, but 100% if you can master it on the 125, the second you then jump onto a big bike and transfer that skill set across, it’s tons easier on the bigger bikes. Yeah, it’s it’s interesting that, isn’t it? How a bigger bike is easier. You It’s always backwards in your mind. You’d think it’d be harder, but just having that bit more weight there than the the nicer bike, it’s just a lot better. I think most importantly, it’s probably in my eyes the tires. Maybe I’m wrong. Yeah. Yeah. Without doubt, the tires make a a big difference. Um, you obviously with a the bigger bike, you’ve got normally wider tires than than you’ve got on the 125. But also think about like the weight distribution. You got slightly lower center of gravity. Um, you tend to have better suspension on on the bigger bikes. Um, so everything sort of combined gives it a much more planted, more stable feel compared to the 125s, which I think the best word to to use there is that they can feel skittish at times. Um, you know, they’re very light. It can be quite bouncy. Potholes and stuff like that impact you more than they do when you’re on a big bike. Um, and a lot of them, you know, when you look at some of the the the new models and brands that are coming onto the marketplace are built to a price, so they won’t have, you know, as good a suspension, as good a frame setup, geometry, etc., etc. So, everything sort of combined on the bigger bikes, um, makes it easier. Yeah. When you say skittish, um, what what would that mean for someone? So skittish, flighty, it it my sense of that is feeling planted is when you feel connected with the road. You know, you can feel what the road’s doing. You can feel what the bike’s doing on the road. Um, you know, prime example at the moment, like I say, potholes, bumps, cracks in the road. It’s a very, very different feeling when you hit one of those on a big bike compared to on a little bike. you know, the little bike will sort of bounce and and wobble around a lot more than the the big bike will. Yeah, we actually have someone in the chat saying uh that they’ve found the clutch or more powerful bikes to be a lot smoother, which Yeah, I think they are they tend to be a bit more like assisted. Is that the term? Yeah, absolutely. You know, the majority um of of clutches on bigger bikes are actually heavier. So the initial sort of pull might might feel a bit more of a strain, but once you’re used to that sort of tension, um it actually allows for much finer control. Mhm. And it’s much less of what I describe as an onoff switch that you tend to find with some of the 125s. So you get to sort the biting point of the 125 and then that’s it. There’s there’s no other sort of room for for maneuver. Um, some of the bigger bikes will also have hydraulic clutches, which again will will help um, just in terms of that feel on the lever, but the majority of it will be with the bigger engine and getting things moving. Um, it needs to be a more sort of heavy duty, heavier clutch. Um, which allows for that that smoothness and that better feel through the clutch lever. Yeah, I I personally found that on bigger bikes um the clutch um where it’s a bit heavier and there’s a bit more torque there, you can kind of just pull away a lot easier on it. You sometimes you don’t even need to add revs I found. So, yeah, it’s a lot nicer. Um bigger engine just means it has bit more pull as well, right? Yeah, absolutely. But prime example there in terms of tech as well because you did it on the S3 650, didn’t you? I did. Yes. And the SV 650 has actually got I think Suzuki label it as anti-stall assist or something like that. Yeah. My instructor called it launch control which I won’t quite sure it’s not launch control but it definitely helped you with launching the bike launch control now. Yeah. So basically what the ECU does there is it just introduces a few revs when you start to release the clutch in first gear. So, for that first initial sort of pull away, um, you’ve got a bit of a sort of comforting arm around your shoulder, giving you a little bit of a hand. Um, but that’s a prime example of where you tend to get a bit more tech on the bigger bikes than you do on the the smaller bikes. Yeah. Yeah. I guess that’s another thing with bigger bikes as well, isn’t it? It’s um they’re bit they’ve got more features, so it is worth upgrading to that bigger bike license eventually because smaller bikes are often made with a bit more budget in mind. So you’re not going to get all the nice bits that big bikes have. So absolutely cool. Okay. So I think we’ll move on to the next sort of side of questions here. So these are a little bit more skill development and technical. So um we did actually touch on this in a previous stream, but we do this on like a on an easy level if we can. Counter steering. Do you want to go ahead and explain? Thanks Danny. At what point do I put my caveats in about perhaps don’t try this at home? Well, I’m joking. Yeah, we we go from perspective of just like learning what the term means because it’s from a bunch and I think there’s a little bit of jargon that people get confused with. So, yeah, 100%. And there is unfortunately a lot of different sort of commentaries on on what counter steering actually is. Um, so I guess the disclaimer bit at the start of it. In my opinion, um, counter steering is the most efficient way to steer a bike quickly. The majority of people will actually be doing it without even realizing that they’re doing it. Okay. Now, counter steering applies when we’re outside of of slow riding. So, it doesn’t apply when we’re doing things like slamming. figure of eight U-turn stuff like that. Okay. So, anything sort of 15 20 mph and above that we’re into counter steering. Now, counter steering is left hand right hand. To steer left or to tip the bike to the left, you push on the left handlebar. And this is the bit that trips people up because if you imagine you’re riding along like that and you think, well, if I push my left hand, it turns the wheel to the right. But what it’s doing is in a nutshell, and I’m not going to go too deep into the physics, but we’re basically upsetting the geometry of the bike and allowing the bike to then lean. Okay? So, it’s all dealing with the gyroscopic forces of the front wheel, the back wheel, the center of gravity, masses, etc., etc. Okay? But by pushing um on the left bar, the bike will lean to the left. Okay? Pushing on the right bar, the bike will lean to the right. Okay? Now, it that input is used to set the lean angle. So, you set the lean angle for the corner that you’re about to do. You don’t need to be pushing on that bar all the way around the corner. The more you push on the bar, the heavier you push on the bar or the the more force you put into that bar, the faster the bike will tip. Okay? Now, like I say, the majority of people will be doing it in some way, shape, or form to negotiate pretty much any bend and and probably doing it without even realizing it. In my mind, the the the logic behind understanding counter steering better is you’ve then got it in your toolbox to use in the uhoh moment. I gone into a bend a bit too hot, misjudged it, and then thinking, actually, I can put some more lean angle in here and some more lean angle in fairly quickly and efficiently to hopefully allow you to to to deal with that bend. The best way of of understanding it is to get out and and ride. But going full circle back to what we were saying earlier on, pick a location. Pick a nice safe location. initially a nice dead straight quiet road, no traffic around. And what you can do is actually ride down the road at 25, 30 miles an hour, whatever you feel comfortable with. And then just do a little push on the left bar, do a little push on the right bar, little just a tiny little push and put that input in, and you’ll see what happens to the bike and how it can create that lean angle for you. That hopefully in a nutshell is is counter searing 101 in in an understandable format. Please let me know if not. Yeah, I think that’s the best way of explain it really because it’s a little bit difficult to convey it over video. It’s one of those things that you kind of feel it out and see how it goes with it. But I think that should help people with understanding what the premise of what it actually is. Um, I think the word counter steering, people tend to think it’s all about like counter steering into more like a slide or something. So, people get a little confused sometimes, I’ve noticed. But, um, yeah, I think also it’s it’s regularly attached to sort of faster riding like track riding or something like that. So, people think that it’s it’s not not required. Um, and also there’s this other term of counterbalancing which is thrown around in in sort of the motorcycle industry and training industry in particular where that is more to do with um, as an example, if you’re doing a U-turn, you can counterbalance your body weight by moving to the left of the bike, which allows you to keep the bike slightly more upright as you’re going around the turn. Oh, so the problem is that it’s it it’s a very similar expression and and can lead to some degree of confusion. So is that when you’re sort of like the bike’s tipped over, but you’re like upright on it to try and Oh, okay. That’s it. Exactly that. So, it’s literally for the U-turn, for example, you literally move your left bum cheek off the side of the saddle to the left, and that gives you enough counterbalance to then make the turn without having too much lean angle on. Mhm. So, particularly useful if people are struggling with the the U-turn um and they’ve got a bit of a fear of actually tipping the bike to get the bike round the the U-turn. Yep. Yep. Cool. Uh, I see someone else in the chat. Hi guys. Old new here. That’s good to hear. So, have you just started started riding recently or have you have you sort of done some riding before? Sean, have any questions for us? Um, so if we move it on to our next question here. So, tires. So, how much difference does that make um with your day-to-day rides and so is it really is it worth buying the best tire you can get? That’s basically what I’m asking. Yeah, good question. Um, so modern modern tires from the majority of recognized manufacturers when I say recognized the likes of Pirelli, Metsler, Michelin, Dunlop, Avon, people like that um are incredibly good and are are far better than than us mere mortals. Um, I think I would shift it slightly. Do you need to buy the the the most expensive one out there? No, you don’t. Cuz invariably the the the best ones or the most expensive ones out there are probably very fast track tires that are road legal. Um, so you don’t need to go as as as far as that. Um but without doubt the the the main manufacturers are are all of their ranges are very very good. Yeah. Some will suit different types of riding, some will suit different types of bikes. I think I’d tweak that question maybe slightly to then talk about conditions of tires is actually probably more important than than talking about which brand and um which model of tire because you ask that question in a forum anywhere and everybody will literally put on their favorite tire and it’ll be completely different throughout the the whole range of of answers. So maybe let’s talk about the condition of the tire. So things like tire pressure, age of the tire, um and and the general state of the tire. So tire pressure can have a huge huge impact on the handling of the bike. You know, literally 6 psi down from what the tire manufacturers recommended for that tire, then the bike will feel like it doesn’t want to go around a corner. Yeah. If you’ve done a lot of commuting on the the tires up the A1 or around the M25, something like that. Not sure why I keep picking the A1, but it’ll do. Um, your tires will start to square off. And what happens there is you normally at the start, you got a tire that’s got a nice lovely radius on it that’s designed to fit the geometry of the bike. But what happens is the edges stay round, but then you get a very flat square bit at the bottom. Okay? And that can feel really horrific because you’re literally trying to get off the flat bit onto the round bit to get round a corner. It’s like nothing, nothing, nothing, nothing, nothing, everything. And it feels like the bike’s going to fall over. So yeah, conditioner tires. Um age of tires as well. U manufacturers recommend that a tire life is is approximately 5 years. Um, so old tires will start to degrade and break down and they go very wooden and hard and again, you know, it can feel the slightest bit of of wet roads, damp roads, and it can feel like riding on ice. So, I think don’t overthink too much the brand and the model, but do really consider the condition that you’re keeping the tires in. Yeah. condition and especially actually the age um side of thing. It makes a huge difference I found. Um not necessarily related towards bikes, but I had a set of um tires with like six mil tread on my car and I thought they’d be good, but I bought part worns and they were 10 years old. They were not good. Yeah. So, I think you could apply the same thing there that the age of a tire if it’s not been used and it’s become hard and uh I think you need to use a tire pretty regularly for it to remain supple otherwise the grip’s just gone. So, yeah. Okay, that’s that’s a good consideration really condition over the brand. Cool. Um, let me just read the chat real quick. What have we got here? So, Sean’s done a CBT. Awesome. Uh, used to ride a 125 back in the day. Yeah, it is. Yeah, CBT is great to do um if you’re just starting for one, you have to, but you do learn everything you need to know on that first day. So, uh, doing the D now. Awesome. Love to hear it. Cool. Have you got any ideas what sort of bike you’re looking to get after you’ve done your DS? That’d be cool to know. Um, and is there any questions you have sort of regarding your DS? Are you mod one yet? Have you done you about to do mod 2? Cool. I’ll uh I’ll let you reply to that, but in the meantime, I’ll ask another question. So, [Music] yeah. So, what’s one habit that would separate a good rider from a great rider? It’s a bit of a copout question, I guess, in a way, but because I’m sure there’s many, right? But if there was one thing that you would want to be someone to focus on in their journey of becoming a better rider, what would that one be one area be to double down on? Yeah, it’s a it’s a great question. Um, I think I think the the the one key skill that really makes sort of people stand out as a as a great rider certainly on the road is is the vision and the planning. Um, you know, I I can see it when I’m following somebody out in some country roads and stuff that they’re making very calm, serene, sort of almost swanlike progress through the the country roads. And that all comes down to their vision and their planning and how they’re then executing a a a plan to deal with what’s coming up in front of them. You then turn that to a good rider who might have the skill set to to lean the bike around any given corner, but maybe isn’t reading that corner as well as the great rider on the approach to the corner. So, all of a sudden, you’ve got, you know, some heavy braking going on or some last minute changes in position. Um, and it looks like things are sort of rushing at them a little bit. Yeah. So without doubt, you know, the the one of the keys to improving any form of riding, whether you’re at CVT level or DS or even advanced level, is to really work on that that vision and planning. Um, and it just helps unlock everything for you. Um, and one thing, one of the things I say to module 2 test students is it’s the only exam you’re ever going to do where all the answers are in front of you. So use those answers. Yeah. But that also applies to when we’re out on the road, just in everyday use. You know, all of the information is there. It’s in front of us. Maybe a little bit of information in the mirrors. Um but making sure we’re using that information to then make the right decisions. And that just comes with with just working on that vision and that planning. Yeah. So perception is everything in that sort of regard. Okay, cool. Let’s see any questions. A mut starving 25 free is never nice. Looking at adventure bikes. Yep. What adventure bikes? I’d love to know. Um, I’ll tell you what, actually, I don’t have it jotted down as a question, but um, is there any sort of considerations that you might have if you’re riding on a different style of bike? So, perhaps someone that’s got an adventure bike, perhaps someone that’s got a bike with knobbybly tires on it. Is there anything to consider there between like a naked with regular tires? Yeah, absolutely. I mean, not not just in the tire side of things, but the geometry of of different styles of bike. You know, if you go from a a custom cruiser Harley type thing through to maybe a sports tour through to the sort of taller adventure sports, they all handle in very very different ways. Um, without doubt to address the the one bit that you put in there in terms of knobbybly tires. Knobbly tires on tarmac aren’t much fun. Um, it’s almost feels like you’re sort of walking along the road. You can feel each block hitting the the tarmac. Um, so you don’t have as much grip as you would then have in a nice muddy green lane somewhere. Yeah. Um, so but yeah, absolutely. Yeah, handling wise different. If you look at adventure bikes, you much taller front end. Um, so you maybe don’t get quite the same sort of feel um and and that connection with the road and information and feedback from the suspension and the front tire that you would do on more of a sports orientated bike or a sports tour bike. So yeah, there is without doubt there’s considerations to be taken into account um when when riding all different styles of bikes. You know, custom cruisers, Harley’s, they’re they’re much lower. So their their sort of ride height and ground clearance is lower. So you might not be able to carry as much lean angle through a corner as you would with with a a sports bike or a sports tourer. So yeah, there’s definitely considerations to to be made and to be had um across different different styles of bikes. Yeah, it’s um I’ve just wondered like how different it feels on the road as well because um James has actually recently and if if people have seen the uh the recent video we did about van life um he’s got a CRF 250 and I quite like a go on one because I’ve always wanted a go on like a motocross bike. Um very very tall bike actually. Like it doesn’t look that tall but it’s high off the ground and it’s very upright. Um, and whenever you hear a bike with no knobblies go by, you can just hear it. Yeah. So, um, do you need to sort of be a little bit more cautious on your brakes at that point or kind of bit? Yeah, it’s just just Yeah, everything. I’m going to say one comment quickly. I thought that was some quality acting from James in that video, in the van life video. Yeah, that that’s that’s kind of what we’re going for now. We’re liking. Yeah. Um, and for me in that scenario, I’d actually com combine the two and I’ I’d put the CRF in the back of a van, drive it to to a green lane, and then and then ride the green lane and put it in the back of the back in the van to take it back home again. Um, I’m just I’m not a fan of of of knobbybly tires on on tarmac. Um, so but in terms of answering your your original question, yeah, the the grip isn’t there when you’re using knobbybly tires or it’s not there as much as when you’re using knobbybly tires on tarmac compared to a completely road focused tire. Yeah. But everything that you’re doing, braking, cornering, accelerating, you’ve got to be a little bit more careful and more conscious of the difference in in the grip level. Mhm. And you can get different uh intermediates, I guess you’d say. Like you can kind of get like a a full off-road tire, right? And then you can get like halfway between. Is that right? Yeah. They call it like a like a hybrid. Hybrid. Yeah. Um sort of road road trail combination type thing. Um you know, it’s deciding what sort of riding you you’re going to be doing. Um, you know, some of the the adventure bikes, you know, you look at things like the Suzuki Vstrom, the BMW GS’s, Multistras, stuff like that. They’re not really the sort of bikes that you’re going to have massive amounts of fun on green laning cuz they’re big, they’re heavy. Still can be done, don’t get me wrong. Um, so at that point, if you’re buying it for the style and maybe for the height, you know, if you’re a taller rider, they can be really comfy. Um, at that point you’re sticking pure road tires on it. Um, but yeah, I mean CRF is is more of a a road going motocross bike. Yeah. But that point you’re going to be pretty much knobblies all the way. Yeah. But there is that that middle ground that you can if you want to do a little bit of light sort of green laning or off-roading that you do have the the hybrids are available as well. Yeah. Sean in the chat said, um, Marhole covers and knobblies, they don’t m they don’t mix. Found that out in my youth. Yeah, very, very similar story from my youth and that’s why I’m not a fan of knobbybly tires on tarmac. Did you perhaps um did something not go to plan or? Yeah, slightly very low speed uh unscheduled stop and dismount. Okay. Yeah. And what sort of bike was that on? I can’t even remember what it was. It was an old uh Yamaha trail type bike thing. Two-stroke possibly. Yeah, maybe. Can’t remember. An old DC comes to mind. I’ I’ve blocked it out of my memory. Uh yeah, it sure says same, Rich. Yeah, happens to the best of us. Cool. Has anyone got any questions? Um, I’ve been seeing the chat’s been active, but um, no one’s got any direct questions yet. Um, reskin C. Okay, cool. I’ll uh I’ll pop another question over. Let’s have a look. What have we got? Uh, let’s suppose this is like advanced advance riding at this point, but road versus track. What’s one transferable skill from track riding that really improves your road performance? Or is there none? I’d say probably all of it. Um, transfers across nicely and can help improve um, you know, roads uh, road riding. You think about it with with track riding, it’s going to be, you know, more aggressive braking, more aggressive acceleration, more aggressive cornering. Now, obviously take the aggressive acceleration bit out of that because you you know how to use a throttle on the road, but things like the more aggressive braking, um the the more aggressive cornering, what that creates for a lot of sort of majority road riders um is the environment to practice those skills on track that then transfer across. And again, we talk about this this toolbox of skills that you you’ve got to deploy. So, if you’ve got that emergency braking situation, you now know what you and the bike are capable of in terms of actually scrubbing that speed off quickly and efficiently. Um, in the situation I mentioned earlier on of the uhoh moment where you haven’t planned the corner quite as well as you could have done, you then know that you’ve actually got both in you and the bike some more lean angle. So hopefully what that does is actually, you know, we’re not we’re not looking at the sort of developing those skills in the track world for you then to be going and doing Mark Marquez impressions around the A406 or something like that. Um but but what it should do hopefully is is give riders more of a safety net. Yeah. In terms of their skill set to be able to deal with the uh oh moments. Yeah. And you can’t you can’t be going full mark or on any road really in the UK. I mean there’s there’s potholes to consider as well, you know. Yeah. Um, you might find a nice bit of road, but you always got to make sure that it is clean because it’s not like a track where you’re going to have a clean clean place to work with because the roads always changing especially this time of year where it started to rain again and the road starts to get that level of greasiness to it which you just got to be careful. Yeah, absolutely. It does rain on track as well as I found out at Silverstone last week week that isn’t it? It rains on track like Yeah. Yeah. Well, we had one one session that went from slightly damp track to fully flooded red flag in three corners. Yeah. Yeah. It was torrential. When it actually starts to become a lot wet on track, is there a point where it has to ever be cooled off or is it just like to a point? Yeah, they will. So if with with the bikes if there’s standing water and you’ve got the risk of of aquaplaning which very briefly for those that might not have come across that in effect you’re floating across the tarmac above the tarmac on top of the water. Um so yeah that session in particular like I say the rain fell down like I’ve I’ve not seen rain for a long time. Um and literally in three corners on a very slow sighting lap. So, we’re only doing probably 50 60 miles an hour within three corners. It was damped to about an inch and a half deep in water and immediately the red flags came straight out. Are most riders on slicks or semis or it’ll be a mix, you know. Yeah. In for those that don’t know about track days, you’ll have three groups. A novice group, an intermediate group, and an advanced group. Um, you know, the majority of people in the novice group are are on sort of road road bikes. So, you get into the intermediates, you then get a mixture of road bikes and and track bikes. And then when you get into the advanced, it’s mainly track bikes that will be running slicks and tire warmers and and stuff like that. Um, so yeah, it’s it’s a mixture. Yeah. Yeah. And rain and slick tires never goes. You need that level of aquiplane resistance from having all the cypes in your tires. So, yeah. Exactly that. Exactly that. But it does highlight the the finding the right environment to practice the skill set. It almost comes full circle to what we were saying about earlier on in terms of finding that location to to try and improve skill set and build on skill set and finding safe locations. You know, a track day isn’t something to be afraid of. Um, you know, I’ve coached people on track days that are slower than some of my module 2 students. Um, but it’s a safe environment where people are are keeping control of it. It’s being policed. It’s being watched. It’s being looked after. Um, and you’ve got flags to tell you about stuff. You haven’t got cars coming the other way. So, it’s actually a really safe environment to just explore sort of new boundaries. Yeah. No, I totally agree. When it comes to the track, I think it’s a great great place to try to to test yourself, test what your bike can do, and just learn. So, great great place to learn really. Um, we’ve got a question coming from Sean saying, “Do you think there is much between a 10, 12, and 15 horsepower 125 starter bike?” So, um, careful on the horsepower side of things, um, because the minute you trip over, my brain’s gone to sleep. Uh, because the majority of 125s are are learner legal. Um the minute you get up to the sort the 15 brake horsepower 125s, they’re actually too powerful to ride on a CBT. Yeah. Um so at that point, you’re then comparing 10 to 12 horsepower. Uh you’re going to be hard pushed to to notice a difference in my opinion. Yeah. You might get that sort of little bit of pep in the acceleration that you can just about feel and maybe a little bit of top end, but the the I’m yet to find somebody who can feel a difference between one or two horseback. Yeah, there’s not not much in it really. I think you’ll find anyway that some of the bikes with more power in that sort of category anyway, you’d be more likely to feel the difference in power to weight to be honest at that point because some 125s are a lot heavier than others. You know, take for instance when we rode um rode those three bikes up to Scotland, it was the Grom which surprisingly was the fastest, had the least power, but it was the lightest bike. So, it really comes down to that sort of stuff like your gear in. Gearing is a huge one actually, but probably I would say honestly if you’re looking at 125s, I’d imagine the more important thing to be looking at is just like is it comfy? Is it going to work for you? Do you like it? You know, um probably not worth being too wide over like an extra horsepower or not. say to do a quick check just to get my facts right. 14.6 to 14.8 brake horsepower. So 11 kilow that’s the max power that you can have on a 125 uh whilst riding on a CBT on your place. Yeah. And that that’s why like a lot of the um I think it’s the Arillia RS25 or something like that. Um that’s capped at that and so is the Duke. So, they’re both like capping you at that really. Now, I think technically, and I have seen people do this, and you shouldn’t do this, but there’s a few two-stroke 125s that people try to ride on the CVT, and ultimately it is completely illegal because sometimes they’re running more than that 15 horsepower. At that point, well, you’re out of your CBT’s limit. So at that point, you’re then into no no license, no insurance, all sorts of of heavy mud that people can throw at you to prosecute. So be be very careful. The majority 125s are perfectly fine. Yeah. Yeah. Absolutely. And as I said, probably just worth considering what what one do you like the most. Like don’t get too caught up on the horsepower figures. Yeah. Hope that answers your question there, Sean. Uh if you any other questions just uh fire away. We’re sort of coming up to the last uh last three four minutes of our stream here. So got time for one more quick question. And if anyone has anything to pop over here, we can quickly get an answer for you. Um see if I got like a very quick fire question we can do whilst if if anyone’s typing their own one. Uh, okay. If we did this as a one minute question, if you could give every rider one piece of advice to get better uh safely on the road, what would it be? One minute question. Um, I I’m going to come back to to talking about this this vision and planning. I think um vision planning and and building confidence at your own speed. Um so you know trying to look at and I’m not trying to suck any joy out of it because we ride motorcycles because we love riding motorcycles. Yeah. But if we can start to formulate a plan for how we deal with hazards that allows you then to deal with that hazard in a safe manner. What starts to happen is the subconscious takes over. and then you’ve got more brain space to deal with the the unexpected. So, so without doubt, looking at that that that vision, that planning, having having a structured approach to it, allowing that to help your confidence grow. Mhm. And as you spend more bum on seat time looking at it, analyzing it, learning, learning from mistakes, go out there and and and make make some mistakes because we all learn from making mistakes. You know, obviously we don’t want the the serious mistake that that causes a an accident, but don’t don’t beat yourself up on it. Analyze it, assess it, put it into the toolbox to allow your confidence to build. So, yeah, vision, planning, confidence. Cool. Awesome. Yeah. And I totally agree with that. It’s the the seat time is is basically learning time really. you’re going to get more and more experience as uh the more you ride obviously. So yeah. Uh oh, we got one question here that I missed. What’s the average cost of a track day? Uh largely varies depending on what track you you go to. Um somewhere in and around the 150 mark. Um but a day at Silverstone is is over the 300 pound mark. Um, you know, places like sort of Snetton, Cadwell Park, Alton, Bedford Auto Drrome is another one that’s sort of reasonably priced. Um, and if you can try one sort of start of the season slash end of the season, you can pick up some pretty good deals. Um, obly you got the the risk of the weather. Um, but yeah, have have a hunt around. Is there perhaps track you’d even recommend for a beginner? All of them. All of them. Yeah. No, there’s I mean Tstone is great because it’s so wide um and lots of runoff area. Um whereas the flip somewhere like Cadwell Park is quite narrow, lots of grass either side. Um so it can be a little bit daunting, you know, especially lots of undulation changes and stuff like that. Um Snton I really like for for coaching because it’s quite flat but you’ve got a lot of different types of of corners. Um and another place I’ve just mentioned is is Bedford Auto Drrome. Another one that’s quite open and and good to to see through. Yeah, Beth Beth is nice. Oh, Alton Park. Um, yeah, probably my favorite. I’m not Well, I’m not sure. It It looks really fun. Yeah. Yeah. Yeah. I just like anything with some undulation. Yeah. I mean, people call it the mini mini nerve ring. Nerburg. Yeah. Yeah. So, I mean, sign me up. But I definitely don’t recommend the Nurburg Ring for first bike track day. No. And isn’t it now you can’t do a tourist lap on regular terrace days. You have to go for the bike days, which to be honest might be better for Yeah, but certainly certainly be safer. Yeah, for sure. Cool. Okay. Well, that’s pretty much to the end of our time here. So, I’m going to jump in very quickly, Danny. Yeah, go for it. But I’m going to get everybody just to say a massive congrats to you for the news that you shared at the start of the video. Yes. So, congrats. Passed my test. So, I’ve got my full license now. Great job. So, very happy about that. Um, yes. There you go. I’ve embarrassed you now. You can now say goodbye. Yeah. Uh, yeah. So, thanks everyone tuning in for that one there. So, um I think if if you’re new watching this, um pretty much every month we do these and we will be answering questions as we go along. And if you have any questions, just pop them in the WhatsApp chat, Discord chat. We’re just trying to really get everyone to like uh be talking with each other and really get that community vibe going. So, uh hope this has helped. Um we’ve enjoyed doing this. So, from me and Rich, we’ll see you in the next one. Love to see you all. All right. See you all. Bye now. Cool. All done. Good. Perfect. Sorry. Sorry for the embarrassment bustle