Laszlo
Member
Hit 100 gymkhana sessions (started about three or so years ago, across all temps, and a few light rain sessions). Thought I’d share some thoughts for two reasons: in case helpful to anyone, and I still wonder if there would be an interest in doing one as a pilot at a track day or riding on a kart track. Regardless, here are my personal reflections, doing these on a variety of bikes: NC750X DCT, Africa Twin, Thruxton 1200 RS, and my commuter bike: Speed Triple 1200 RS.
A definitional clarification: I’m not doing YouTube level super quick stuff, unless that also includes some fails (this is not me, but very easily could be and reflects some drops I’ve had as well:
. My Id, Ego, and Super Ego have an active conversation after that…including calling my wife that I’m ok and to ignore the automatic smart watch alert. I’m really good at effectively and quickly picking up my bikes). Most of the gymkhana sessions I’ve done were at similar speeds as in that video. I do throw in sometimes higher speed ones: up to maybe 50 or 60, including nearly full stops in straight line or slight turn.
Pros=translate to helpful skills in commuting, and perhaps track:
Body awareness..motoproprioception: totally helpful IMO to track. I am fairly well aware where my body is: knees, hips, foot, arm, head, etc.. I have a 360 cam that I use when doing GK and the feeling seems to track to what the cam shows. This also includes using hips and knees, while keeping soft hands on the handlebar. Interestingly I think for the first 5% of throttle, I seem to be using my outermost two fingers (pinky and right ring finger) for throttle twisting, not my entire wrist…I think this gives me more nuanced control). I’ve also gotten decent enough for me anyway at steering with leaning only and no hands, going maybe 20 or so in second gear and light throttle lock/2nd gear idle. That helps w/ awareness of steering with body.
Bike awareness: on a low side, it dawned on me that I low sided because the bike was not pointed enough in the direction going straight, but my eyes were, and so I applied too much throttle at too much lean angle b/c I was seeing the way out of the turn, but the bike was not. So that experience (for me anyway, the bike got a little nicked), helped to keep my eyes up and looking, but recognize that the bike is not yet ready for throttle, or not as much. That also helped to “slow things down” experientially. Equally, I don’t feel like the bike will fall or that the tires will fail me at higher lean angles at most speeds. For me, this was particularly helpful, and healing, after I had a high side and broke both bones in my left forearm last December (I’m two titanium plates richer) and had the yips on my riding and trust in tries…though actually I trust the tires I just had to get to know them again.
Tight spots commuting: totally helps. I am very comfortable turning around in two-ish parking spot diameters or roads, parking lots, gas stations, monthly trips to Philly/DC/etc. for work, stopping briefly w/o foot down, and starting off the line when the light hits green and I filtered up front (allegedly…lawyer gonna lawyer).
Comfortably getting into the brakes in a linear manner, whether rear brake (or rear at first to settle bike and then front brake…the 1200 RS has linked breaks when the front is applied, except in track mode).
Cons:
-higher the speed the less some elements transfer. For me that is primarily the use of the eyes. The other day I went into a lovely very long on-ramp on a highway and I got lost in the turn…my eyes were not focused far enough out. I was reflexively prepped for tighter and faster turns, and my body and eyes were reflexively set up for a turn going maybe 10mph, and this on-ramp was likely 60mph. So I have to work on that.
Need for anyone interested:
crash bars on the Africa Twin and NC750X are needed, and I have stunt bar engine crash bars on the Speed Triple…they have been used in inevitable low sides…get comfortable with bruising the bike here and there. Same for lever protectors. It’s mildly interesting to see how far a bike goes on its own after you separate from it. Also, airbag vests for me are not needed (I wear one commuting and on track days), but having a rib cage and back protector is very likely helpful.
Some of these skills I think could be learned also off-road riding so if that’s your jam, form that would likely work well enough (thought not exact, and off-road riding can help in slippery conditions for my personal experience, but not as much on tarmac traction). I do like light off-road riding though…and if I lived in NC I’d join up the NC members riding…right now I’m solo in the NJ Pine Barrens and it’s sand…
A definitional clarification: I’m not doing YouTube level super quick stuff, unless that also includes some fails (this is not me, but very easily could be and reflects some drops I’ve had as well:
Pros=translate to helpful skills in commuting, and perhaps track:
Body awareness..motoproprioception: totally helpful IMO to track. I am fairly well aware where my body is: knees, hips, foot, arm, head, etc.. I have a 360 cam that I use when doing GK and the feeling seems to track to what the cam shows. This also includes using hips and knees, while keeping soft hands on the handlebar. Interestingly I think for the first 5% of throttle, I seem to be using my outermost two fingers (pinky and right ring finger) for throttle twisting, not my entire wrist…I think this gives me more nuanced control). I’ve also gotten decent enough for me anyway at steering with leaning only and no hands, going maybe 20 or so in second gear and light throttle lock/2nd gear idle. That helps w/ awareness of steering with body.
Bike awareness: on a low side, it dawned on me that I low sided because the bike was not pointed enough in the direction going straight, but my eyes were, and so I applied too much throttle at too much lean angle b/c I was seeing the way out of the turn, but the bike was not. So that experience (for me anyway, the bike got a little nicked), helped to keep my eyes up and looking, but recognize that the bike is not yet ready for throttle, or not as much. That also helped to “slow things down” experientially. Equally, I don’t feel like the bike will fall or that the tires will fail me at higher lean angles at most speeds. For me, this was particularly helpful, and healing, after I had a high side and broke both bones in my left forearm last December (I’m two titanium plates richer) and had the yips on my riding and trust in tries…though actually I trust the tires I just had to get to know them again.
Tight spots commuting: totally helps. I am very comfortable turning around in two-ish parking spot diameters or roads, parking lots, gas stations, monthly trips to Philly/DC/etc. for work, stopping briefly w/o foot down, and starting off the line when the light hits green and I filtered up front (allegedly…lawyer gonna lawyer).
Comfortably getting into the brakes in a linear manner, whether rear brake (or rear at first to settle bike and then front brake…the 1200 RS has linked breaks when the front is applied, except in track mode).
Cons:
-higher the speed the less some elements transfer. For me that is primarily the use of the eyes. The other day I went into a lovely very long on-ramp on a highway and I got lost in the turn…my eyes were not focused far enough out. I was reflexively prepped for tighter and faster turns, and my body and eyes were reflexively set up for a turn going maybe 10mph, and this on-ramp was likely 60mph. So I have to work on that.
Need for anyone interested:
crash bars on the Africa Twin and NC750X are needed, and I have stunt bar engine crash bars on the Speed Triple…they have been used in inevitable low sides…get comfortable with bruising the bike here and there. Same for lever protectors. It’s mildly interesting to see how far a bike goes on its own after you separate from it. Also, airbag vests for me are not needed (I wear one commuting and on track days), but having a rib cage and back protector is very likely helpful.
Some of these skills I think could be learned also off-road riding so if that’s your jam, form that would likely work well enough (thought not exact, and off-road riding can help in slippery conditions for my personal experience, but not as much on tarmac traction). I do like light off-road riding though…and if I lived in NC I’d join up the NC members riding…right now I’m solo in the NJ Pine Barrens and it’s sand…
