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Good read, good advice, should be followed on our XS,XJ rally rides.
>
> Racing involves speed, concentration and commitment; the results of a
> mistake are usually catastrophic because there's little room for error
> riding at 100 percent. Performance street riding is less intense and
> further from the absolute limit, but because circumstances are less
> controlled, mistakes and overagressiveness can be equally catastrophic.
> Plenty of roadracers have sworn off street riding. "Too dangerous, too
> many variables and too easy to get carried away with too much speed,"
> track specialists claim. Adrenaline-addled racers find themselves
> treating the street like the track, and not surprisingly, they get burned
> by the police, the laws of physics and the cold, harsh realities of an
> environment not groomed for ten tenths riding. But as many of us know, a
> swift ride down a favorite road may be the finest way to spend a few free
> hours with a bike we love. And these few hours are best enjoyed riding at
> The Pace.
>
> A year after I joined the Motorcyclist staff in 1984, Mitch Boehm was
> hired. Six months later, The Pace came into being, and we perfected it
> during the next few months of road testing and weekend fun rides. Now The
> Pace is part of my life--and a part of the Sunday-morning riding group I
> frequent. The Pace is a street technique that not only keeps street
> riders alive, but thoroughly entertained as well.
>
> 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 was posted earlier today on the other XS site. I believe it was taken from an Engliush M/C magazine.
Ken/Sooke
>
> Racing involves speed, concentration and commitment; the results of a
> mistake are usually catastrophic because there's little room for error
> riding at 100 percent. Performance street riding is less intense and
> further from the absolute limit, but because circumstances are less
> controlled, mistakes and overagressiveness can be equally catastrophic.
> Plenty of roadracers have sworn off street riding. "Too dangerous, too
> many variables and too easy to get carried away with too much speed,"
> track specialists claim. Adrenaline-addled racers find themselves
> treating the street like the track, and not surprisingly, they get burned
> by the police, the laws of physics and the cold, harsh realities of an
> environment not groomed for ten tenths riding. But as many of us know, a
> swift ride down a favorite road may be the finest way to spend a few free
> hours with a bike we love. And these few hours are best enjoyed riding at
> The Pace.
>
> A year after I joined the Motorcyclist staff in 1984, Mitch Boehm was
> hired. Six months later, The Pace came into being, and we perfected it
> during the next few months of road testing and weekend fun rides. Now The
> Pace is part of my life--and a part of the Sunday-morning riding group I
> frequent. The Pace is a street technique that not only keeps street
> riders alive, but thoroughly entertained as well.
>
> 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 was posted earlier today on the other XS site. I believe it was taken from an Engliush M/C magazine.
Ken/Sooke
i do use hand signals with my directionals (always) just makes you more visible i think.
And I did get frustrated riding near the back of the pack behind a newbie on a XS Triple750, but I was filming at the time, so I just had to bide my time and roll along!
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