Welcome to a new year and a new season. This month were going to do some

riding , test a new product, take a look back on Chapter 1277 history and continue

our Winter Motorcycle School. I'll also reveal this year's schedule for the Muncie

Motorcycle School and give you an update on the State Memorial. Here we go...

Winter Motorcycle School: Part 2

In this lesson we're going to take a closer look at counter steering and what

happens to the motorcycle and traction when you lean it over. I'll be using David

Hough's "Proficient Motorcycling" (Bowtie Press, 2000) once again for some of the

material. If you read `RoadHouse' (June) last summer, you already know the basic's

of counter steering, pressing the handlebar in the direction you want to go. The

harder and faster you press, the faster the motorcycle responds. More pressure,

more lean. Less pressure, less lean. A motorcycle must lean to turn, except at very

low speeds. Because of the `rake' (angle of the steering head) and the `trail'

(distance from steering axis to contact patch on bottom of front tire) motorcycles

respond differently according to make or design. Take a 1969 chopper with 8' front

forks for example. Because of the radical `rake' the front tire is extended far ahead

of the machine, the `trail' makes the front tire `run away from it's self'. This makes

for great straight line riding, especially on an interstate, but turning is difficult,

particularly tight turns. The contact patch (CP) resists the steering input and wants

to keep going straight. Typically, street bikes have a trail between 3"-6". The longer

the trail, the more the bike resists turning, the shorter the trail makes the bike want

to `fall' into turns. The shorter trail makes for quicker, easier turning.

The contact patch (CP) changes location as you drive, for instance when you go

over a bump the CP is forced forward, the CP follows the bump backwards until

the tire rolls onto level ground again. During this exchange handling is effected on the

bike. The handlebars are jerked or yanked. This is the reason to maintain a firm grip

on the bars at all times. In a turn the CP is forced to the inside of the tire. If you roll

your bike though a puddle of white paint, stop, kneel down and look at the tire,

you'll see a white line in the middle of the tread. Now drive the bike in a sweeping

turn though the white puddle and look again. You'll see the white line has transferred

to the inside of the tire. Look closer and you'll notice that the white ring around the

tire is smaller on the side of the tire than it was on the middle of the tire. The lateral

side of the tire now has the CP contact with the pavement. Low profile tires have a

greater lateral CP than stock tires. The CP shifts farther sideways providing better

contact with the road. It also creates off-center drag, which in turn reduces speed.

As the bike is forced into a turn, the front tire leans over shifting the CP to the

inside, the rear tire continues to `push' the bike forward. The forward motion slows

the bike and forces the suspension up. By rolling on the throttle as you turn, it forces

the suspension to be `pushed down', thus putting pressure on the front tire and

keeping the CP pressed on the road. The geometry of the bike is designed to

counter steer itself back into a straight line, due to the rake and trail. That's why a

firm, even pressure on the handlebars (pressing in the direction you want to go) is

necessary to control the bike in a turn. Rolling off the throttle will unload the

suspension and relieve the pressure on the front tire making it want to force itself

back towards it's center of travel. Constant throttle though a turn is required to keep

the suspension pressing down on the front tire to give you maximum control and

stability. Another thing to note is that belt driven rear tires are forced `up' by

acceleration. The torque causes the rear suspension to raise, thus forcing more

pressure on the front tire. The result is that the bike is lifted up and that creates

greater ground clearance.

Since weight transfer affects available traction on a tire, a weight shift towards the

front tire reduces traction on the rear. This is more apparent when riding solo than it

is with a passenger. That's why it is important to maintain constant throttle though

the entire turn.

As I've stated in the past, turns are the number three killers of motorcyclists. The

rider enters the turn, realizes he's too fast, then either rolls off the throttle (centrifugal

force takes hold and pulls the bike outward) or applies the brakes (which sets up a high

or low side crash) or doesn't lean enough so the bike cannot turn and leaves the roadway

at a high rate of speed. The correct set up for corners is always the same, slow BEFORE

entering the curve, then roll on the throttle gradually throughout the turn. Practice this

procedure EVERY time you turn. Our brains our trained though habit, our reactions

though practice. Panic occurs when the brain runs out of options. Counter steering and

safe cornering go hand in hand. It's the smooth delivery of both that separates the `joy of

motorcycling' from the `fear of motorcycling'.

Next month our final installment is all about stopping. Some surprising facts have

emerged since the Hurt Study. Until next time, class dismissed!

The year 2000 was an exceptional year in Chapter 1277 history. Our Club

achieved many firsts and gained more recognition then ever before. As your Club

Historian I want to take some time and review some of our shining moments this

past year. If I have over looked something, please contact me immediately so I can

correct it.

At the time of this writing our membership is 322, the largest it's ever been. We

have produced more Chapter events than any other Chapter in Indiana and have

consistently had a large turn out for each function. HogPrints was nationally

recognized by H.O.G. and Harley-Davidson as being one of the most informative

and best newsletter formats of ANY Chapter newsletter being produced currently,

it also became larger in size this year (two firsts in one!). Benson Motorcycles was

one of the five main sponsors for the Miracle Ride last year which helped raise

money for Riley Hospital (a first). The Muncie Motorcycle School trained 288

students, up 10% from last year (a first ). Over half the Instructors were #1277

members (a first). An all female class with female Instructors was held (a first) and

the school finished in the black (a REAL first!).

Five new honorary lifetime members were induced into Chapter #1277 last year-

Evel Knievel, Chris Carr, Dave Willet and Mike and Debbie Sheets. They

join Dave Barr, Peggy Sims and Larry Spangler as honorary lifetime members.

The Club received it's first Chapter Chaplain in 2000, `Father' Dave Bybee.

Chapter 1277 participated in the Mayor's Ride in May, a joint venture with ABATE

and others. A strong show of support for our `Champion' at the pool tournament at

the National Rally was the envy of all the Chapters and the Club had the largest turn

out for field events at the State Rally as well as great 1277 crowd backing. The

Chapter had over 50 rides (a first) in one season including the first 1277

Progressive Dinner Ride. Our Chapter member, Dave Barr, was inducted into the

`AMA Hall of Fame' (a first). The first `ABC' ride was held and the first Chapter

`Pin ` Ride took place (a first). A 1277 member won the raffle bike in 2000 (a

first), nice job Beth! The Chapter Website won national recognition and became the

first on Website approved by Harley-Davidson and H.O.G.. A REAL first! Nice

job Jim and Darlene Hoff. The first Director's Ride was held, thanks to Mike

Kelly and 1277's first female Road Captains were elected (Teresa Yaney and Kay

Ellison). Benson's won `Outstanding Dealership for 1999' from the Motorcycle

Safety Foundation, it's first national award from a Safety Organization. Chapter

1277 has four MSF Instructors as members (a first). The Chapter 1277 Ladies of

Harley have raised more money, donated more money, sponsored more events

and have ridden more miles than any LOH since the Club's beginning in 1989 (a

BIG first)!

This is just a sampling from our archieves, again, if I over looked something, please

let me know. I want the 2000 season to be well documented and to be

remembered for a long time.

This month we have a product test that is unique and motorcycle specific, the

Harley-Davidson Heated Riding Suit (P/N 98534-O1VM & 98533-O1VM). The

electric heated coat, pants and socks (P/N 98538-O1V) are a combination

designed to defeat winter weather and extend your riding season. In preparation for

testing the suit I had an electrical plug-in installed on `Phoenix II' by Ronnie Simms

at Benson's. In less than an hour he had the adaptor set up and ready to go. To test

the heated riding suit and electric socks as a unit, Ronnie and I sat down and did the

math pertaining to amp output and available wattage. We quickly learned that the

Softail could not support the combination we wanted to try. The alternator output

on various models of Harleys differ. The Sportster generates 22 amps, The Softail

model is 32 amps, Road Kings 38 amps (upgrades to 45 amps, P/N 29999-97A-

$262.00) and FLH's 45 amps. The suit and socks combination would draw about

15 amps, factor in the electrical needs of the motorcycle with everything on (passing

lamps, four way flashers, cigarette lighter plugged in, etc.) and we came up short

about 4 amps. The coat draws the most amperage, about 7.1 amps. The pants

about 4.1 and the socks about 1.4 each.

While I could have performed the test using less electrical (by not using passing

lamps, etc.), I opted to ride safe and test the suit in two pieces, the first being the

pants and socks. The second test I used the coat and heated gloves borrowed from

Teresa. Like all the tests I perform, I evaluate the product with at least three

different rides of various lengths under different `environments' of riding

(temperature, wind, road conditions, etc.).

The tests of the pants/socks combo occurred late October into early November. Of

the three rides I performed, the most demanding was the ride in 15 degree cold with

a 10-20 M.P.H. windchill of minus 5. The pants and socks performed as advertised

keeping me warm and comfortable during the ride. I used an on/off switch to turn

the pants and socks combo on for heat and off when I got too warm. Because of

the wind chill the day of the test, I left the pants switched on and felt quite

comfortable during the entire test. The socks did prove to be slightly uncomfortable

for walking around in, due to the design of heating wires that ran around the toe and

instep area, however they were functional and warm. The coat/glove combo proved

better still because of the loose fit of the jacket. Because of the light weight materiel

and design I did not `feel' all bundled up, instead I had free arm movement and

unrestricted freedom in the shoulders and waist. The best thing I liked about the suit

was that I could ride all day and not get cold or distracted from being

uncomfortable, instead I could kick back and get into the ride and enjoy some

winter landscape. The pants and jacket feature several pockets and vents for storing

gloves, maps and the like. What appealed most to me was the high visibility black

and red design of the garments. Harley has increased it's use of retroreflective

materials of late and the generous reflective accents on this suit are highly visible.

Motorists will definitely see you coming.

The price of the heated suit and socks is $680.00, however the pieces can be

brought separately. You will need the electorial adaptor to connect everything to

your bike, that requires about one hour shop time and an inexpensive piece of

hardware. See Phil.

I want to thank Phil and Steve for letting me test this garment and Ronnie Simms for

his expert advise and workmanship. See the wonderful gals in the Motorclothes

department at Benson's for a close up look at this product.

The State Memorial for Motorcycle Safety is on track and gaining momentum.

Many donations have been received from several dealerships, including

Bloomington Harley, Christian Motorcycle Assoc., Grencer's Harley of

Elkart, Eagle Harley of Lafayette, Southside Harley and (of course!)

Benson's. The goal is just two thousand dollars short of completion. If you or any

business is interested in donating to the first phase of construction please contact me

this month. The date for the dedication is Tuesday, May 1st 2001. Please plan on

attending.

Finally, I'll close out this session with news about the Rider Eduction courses for

2001. In this edition of HogPrints you'll find the 2001 schedule for Muncie. Please

plan to call in your requests for class reservations starting February 26. You can call

toll free at 1-800-23-ABATE, Mon-Fri, 9:00 AM to 5:00 PM. The cost is still the

same, $45.00 for non-ABATE members and $25.00 for ABATE members. There

are two RESERVED dates for 1277 Members and those must be booked with

Teresa or I directly. They cannot be booked through ABATE! Please remember

that H.O.G. rewards those who take the class with a $25.00 certificate and a neat

pin and patch. You can also save 10-30% on your motorcycle insurance. Oh, you

can also learn how to save your life too!

Until next month, think spring! See you at the meeting!