Some tips on pack / group riding

[Special Ed]

It looks like the 2nd Annual Tahoe Rally is pretty much a sure thing. I haven’t seen anyone else tackle this subject, and seein’ as how we had a rider go down and mess up a really nice bike last year in a group riding situation, I thought I’d offer some observations on “pack” riding.

The lead rider is responsible for (1) setting a pace that everyone, including the trailer towing, passenger hauling bagger can handle, and (2) checking frequently to make sure everyone is still keeping up. He should ride in the left side of the lane.

Following riders should ride in a staggered formation behind the leader. This means #1 and #3 in the left “car track,” and riders #2 and #4 in the right “car track,” etc.

Do not ride side by side except on a wide (preferably a 4 lane) hwy. I don’t feel comfortable riding this way unless it is someone I ride with frequently.

Ride single file on twisty mountain roads with blind turns and no shoulders.

When riding in a staggered formation, ride so that you can see the face of the rider in front of you in his mirror. This is so that he can see you! Do this often enough in daylight and you will know where to ride at night when seeing his face isn’t possible. Avoid riding in blind spots!

When ridding through town if your pack gets divided at a red light, pull over wherever possible to allow the laggers to catch up.

Unless there is a bored cop setting right at the intersection, a pack can usually ride through a 4 way stop as if it is one vehicle. I wouldn’t try this at any other intersection however.

The last rider in the pack can provide a valuable service when changing lanes on 4-lane highway. If the lead rider can signal a lane change far enough ahead, and the tail rider picks up on it, he can pull into the lane first, thereby stopping traffic from passing and facilitating the lane change for the whole pack!

Pay attention, and use your freaking head!

[UncleSpot]

...I'm glad you brought this up...

I use to ride with a pack back in the '70s and '80s of b/w 6 and 20 bikes - now I know it was because it was Hardly Driveables and you needed others to pick up parts that had fallen off...

Since I "discovered" the XS11 (IMHO - *THE* best M/C *EVER* designed) I usually ride alone - ¿ is this because when you fix something on the XS11 it *STAYS* fixed, and parts don't fall off every 2-5 miles?)

...sorry; 'gettin' off the subject...:
since MOST of us don't ride with others it's always good to 'review' pack-riding-procedures - for a more enjoyable riding experience, greater safety (for not only each other, but for those around us), and so all of us get home in one piece.

my one and only suggestion: when we meet up maybe it would be a good idea to cover everything Edgar has pointed out and see if there's anything else that should be added. That way when we start out *everybody* is on the same page.
IMO this should be a great rally and social event - I, for one, can't wait to meet up with everyone!

[Pat Kelly]

For the upcomming Tahoe2 ride.... do any of the attendees have or use a Chatterbox? I have one and radio communication between "captain' and 'sweep' makes life easier. Sweep lets Captain know is someone is having a difficult time or has broken down.
If no one is using a radio I'll leave mine at home. Actually I have two if a leader wants to use one and I'd be happy to ride sweep.

A good reminder tho I'm sure everyone has read this before:

"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 with 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 right-hand kink, stay to
> the left of the centerline. Staying on the left 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 racetrack. 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 white 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 right side of the lane where errant oncoming
> traffic could prove fatal. Simply narrow your entrance on a blind left-
> hander and move your apex into your lane three feet on blind right 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 center line
> and hanging off the motorcycle in corners. If the leader pulls away, he
> simply slows his straightaway 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 the
> proficiency in the corners that makes The Pace come alive.
>
> Following distances are relatively lengthy, with the straightaways---
> taken at more moderate speeds--the perfect opportunity to adjust the
> gaps. Keeping a good distance serves several purposes, besides being
> safer. Rock chips are minimized and the 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 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 speeds 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 on 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 left and make it easy for the 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.\par
>
> RELAX AND FLICK IT
>
> I'd rather spend a Sunday in the mountains riding at The Pace than a
> Sunday at the racetrack, it is that enjoyable. Countersteering is the
> name of the game, a 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 the 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 something to prove, get on a racetrack.
>
> The racetrack measures your speed with a stopwatch 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.
>

This also holds true at more leisurely speeds like (I hope) will be on this ride <I'm trying to dispell the feeling that I'm a speed-demon>

[dpotter58]

This is a link to the Southern Cruiser page that outlines their riding guidlines.

http://southerncruisers.net/newriding.htm

I have ridden with people from this group a few time and it goes very smooth..

[Special Ed]

yer post

Damn Pat, I thought I had a lot of spare time on my hands! It'll take a hour or so to digest this all, but thanks for your contribution. I look forward to meeting you!