By Eric Wood
Part 5 -Gear Selection and RPM
One of the most common trouble spots on the racetrack comes during the entrance of a corner when riders are making downshifts. Many students have asked me over the years what the proper RPM should be both during the approach and through the exit of any given corner. There certainly is not a universal engine speed that can be called out for every bike, but there are certain principles that apply no matter what kind of motorcycle you ride.
Engine Speed Basics
Engine speed plays both an obvious role in acceleration on the way out of a comer. Riders want to be in the area of peak torque as the motorcycle exits a corner in order to get the very best drive possible. However, it also plays an important role in the handling of the motorcycle on the entrance. Riders will find many different opinions when it comes to the topic of engine braking – particularly when it comes to street riding. On the racetrack, most riders use the engine to some degree to keep the chassis settled on the way into a comer. Engine braking undoubtedly makes a contribution to slowing the motorcycle down, but this is not the primary use that track riders have for it.
A Few Factors that Affect Engine Braking
As with most things in riding, there is a delicate between the proper amount and too much engine braking. Engine braking occurs when the throttle closes, creating vacuum that the engine must work against on the intake stroke and also a reduction of power as a result of less air & fuel entering the cylinder. The higher the RPM, the more of an effect that engine braking will have to create drag on the rear wheel. The sensation is very similar to applying the rear brake. Downshifting too early or too often can create a situation where the rear wheel loses traction and either begins to hop or lock up. Many modern bikes are equipped with slipper clutches, which help minimize the effects of excessive engine braking while downshifting. These devices will partially disengage the clutch (the equivalent of partially pulling in the clutch lever) when too much back torque is detected. The better aftermarket units are easily adjustable so that riders can create just the amount of engine braking that suits their riding style.
A Common Mistake that Costs a Lot of Time
As a result of a fear of either locking up the rear tire on the entrance or having too much power on tap on the exit, many riders will roll through a comer in a gear too high. This does allow for the trip through the comer to be smooth, but as riders progress it definitely creates some limits to their speed around the track. On the entrance of a comer, most top riders like to use the forward weight shift derived from engine braking to both transfer some weight to the front wheel and settle the chassis. Entering a corner a gear too high (lower engine RPM) will reduce the amount of weight transfer to the front and as a result the feedback from the front tire becomes more vague. There are top riders who use less engine braking and instead use the rear brake to create this transfer, but at racetrack speeds this is a very advanced technique that requires a significant amount of skill.
The Need for Feedback
To help clarify why this vagueness occurs, try to recall the feeling you may have experienced during a false neutral. This is the extreme end of coming into a comer at low RPM and it results in a chassis that is completely unloaded. Riders in this situation are hesitant to make normal steering inputs as the feedback from the front end is nearly completely gone. In addition, the chassis tends to float over the track and reactions to certain bumps become more exaggerated. The trick in this situation is to find a balance between rear traction and front feel. Most riders can recall a situation when they downshifted and then felt the engine continue to slow the bike down more than intended as the brakes were released. This loss of roll speed is bad for lap times and the corresponding high RPM and can make the smooth re-application of the throttle more challenging. The balance that I strive for is to get a good amount of weight transfer on the entrance without losing rear traction or slowing the motorcycle down in the process.
Looking at the Exit
With the entrance taken care of, a critical part of gear selection to consider is the ability to have immediate power on demand on the exit of a comer. Many riders, particularly newer riders.1 lose significant time off of the corners by exiting in a gear too high. This common problem results in as much as a 20mph drop in terminal straightaway speeds and is most commonly derived from a fear of high-siding out of a comer. However, the ability to control and prevent high-sides should come completely from the smoothness of the right hand and not from having the motorcycle in a portion of the power curve that is so low that it cannot high side. There are a few exceptions to this rule, but most of the time riders want to have instant power on tap when they call for it.
Potential Bad Habits
When a rider comes through a corner and starts too low in the RPM range, that rider is often allowed to get sloppy with the throttle application. This creates bad habits that can cause problems as speed increases. At low RPM there is no longer a direct connection from the right wrist to the rear tire. Riders end up rolling on more than normal because they are waiting for the power to come on. This lag is dangerous because sometimes the motor catches up to throttle input at an inopportune time and then the rear tire will suddenly break traction. I like being in the meat of the power range on the exit so that the “lag” between my roll on and the transfer of power to the rear tire is minimal – providing instant feedback and a real sense for how much throttle to use. Throttle application becomes something that should be done slowly, particularly in the initial segment of the drive. If a rider ever has the ability to instantly add throttle without consequence, this should be a signal that the motorcycle was either in a gear too high or that the drive was started too late.
Summary
As with all things, there is a balance that needs to be struck between having power on tap and achieving a smooth initial roll-on. The reward from having a direct connection between the throttle and the rear wheel is the ability for the rider to set the exact amount of acceleration needed at any given moment. If the controlled roll-on that a rider executes causes the rear tire to exceed traction, chances are that amount the tire will spin as a result will be much less than someone who applies extra throttle while waiting for the engine to catch up. Exiting with a smooth roll and full power on tap is not only faster, but it is safer as well.
All the best – Eric Wood
Penguin Racing School Inc.
This is the last installment of this series – Thank You
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