Outbike ride techniques
Posted: Wed 17 Apr, 2013 1:34 pm
The following excerpt is from Grant McEwing (2003) 250cc Motorcycle Touring in Outback South Australia
Arkaroola, Innamincka, Coopers Creek http://members.ozemail.com.au/~mcewing/cooperck.htm
Outback Driving
About 1350 of the 2500 kilometres were over dirt roads. I developed riding skills during the trip.
Right Attitude
Initially I expected / planned to achieve an average of 70 to 80 kilometres per hour on the dirt roads. Trying to
maintain this average speed drained my mental and physical energy. By setting a safety and risk minimization
target, I enjoyed the ride a lot more.
Rest Breaks
I found the ride was more enjoyable when I adhered to planned rest breaks, where I dismounted, walked around,
stretched, had a drink, ate a snack, etc. One day, the distance to be travelled was 440 kilometres over dirt roads
traversing sand dunes. Rest breaks every 110 kilometres divided the journey into quarters. Enforcing a rest break
strategy, helped me to maintain concentration of the task of riding though frequently changing road conditions.
Tyre Pressure
I was advised to use a lower tyre pressure that for city driving. Let the tyres do more of the work - since I did not
have long travel suspension. The larger contact patch helps in sandy conditions.
Sandy Patches in the Roads
This was a road condition that I was poorly prepared for. The areas of my previous travel did not prepare me for this
challenge. Loose sand, up to about 30mm deep was handled with the normal riding skills. Look for firm ground and
reduce speed before crossing sandy patches. There were frequent deeper sandy patches that covered the width of the
roadway - probably 100 to 200mm deep. In these conditions, the "city" riding skills did not work. Trying to slow
down, once in the deep sand resulted in "snaking" or under damped left to right steering of the front wheel -
frightening to me. Slowing down before the sandy section was a good strategy. The 18 inch diameter front wheel
with relatively small grooves in the tread pattern, tended to plow through the sand. The push left - turn left
(precession) turning principle did not function in deep sand. Therefore the easiest path through the deep sand was a
straight line with the wheel pointed firmly straight ahead. Applying power to the rear wheel helped to transfer the
weight away from the front wheel. Sliding rearward on the seat also helped to unload the front wheel. Moderate
acceleration through the deep sandy section (starting from a slow speed) gave good results. If I found myself
travelling faster than I wanted to, (with sand depth increasing) I found that I could change down a gear, maintain
power to the rear wheel and still retain control while decreasing speed. Reducing power and trying to "coast"
through sandy sections (to reduce speed) gave unfavourable results.
Stony Roads
This became a welcome sight. They indicated a firm road surface, but an increased risk of tyre puncture.
Corrugations
Corrugations indicated a firm surface - at least on the high spots. Transferring weight to the foot pegs allowed the
motorcycle to pitch more freely - rather than poking and jarring me. The corrugations were created by vehicles other
than motorcycles - the resonant frequency of the corrugations was not a serious problem in my experience. Some
deep corrugations were more like potholes, that could be filled with or obscured by bull dust - exceeding the
suspensions capabilities. The roads had graded heaps at both edges and bull dust sometimes collect at the edges -
even though the edges looked smooth and level, they might be powdery dust- hiding road hazards beneath.
Loose Gravel
This was seldom present - the roads were usually scraped out of the local earth. In most instances a firm track could
be found through any patches of loose stone.
Curves
On dirt roads, curves tended to have the firmest track on the inside of the curve, loose material found its way to the
outside lane of the track. It was important to avoid deep sand on curves - since the safest path (for me) through deep
sand was a straight line.
Kangaroos
In the remote areas where trees and shrubs were close to the roadway, kangaroos were a common sight throughout
the day, They would rise from their shady rests and bound away, sometimes crossing in front of vehicles. Dawn and
dusk the wildlife is on the move and on the road.
Emus Emus are unpredictable and swift.
Livestock
Cattle seemed to be curious about the motorcycle, it was quieter than most vehicles in the area but still smaller than
yearling cattle. Cattle seldom moved off the road, so I slowed down and drove down the side of the road that had
more space. Sheep congregated together. Usually if one crossed the road, they all crossed the road - and made
every effort to do so before the motorcycle passed.
Summary
Choosing appropriate equipment and modifying behaviour to suit the conditions helped to make the tour more
enjoyable.
Arkaroola, Innamincka, Coopers Creek http://members.ozemail.com.au/~mcewing/cooperck.htm
Outback Driving
About 1350 of the 2500 kilometres were over dirt roads. I developed riding skills during the trip.
Right Attitude
Initially I expected / planned to achieve an average of 70 to 80 kilometres per hour on the dirt roads. Trying to
maintain this average speed drained my mental and physical energy. By setting a safety and risk minimization
target, I enjoyed the ride a lot more.
Rest Breaks
I found the ride was more enjoyable when I adhered to planned rest breaks, where I dismounted, walked around,
stretched, had a drink, ate a snack, etc. One day, the distance to be travelled was 440 kilometres over dirt roads
traversing sand dunes. Rest breaks every 110 kilometres divided the journey into quarters. Enforcing a rest break
strategy, helped me to maintain concentration of the task of riding though frequently changing road conditions.
Tyre Pressure
I was advised to use a lower tyre pressure that for city driving. Let the tyres do more of the work - since I did not
have long travel suspension. The larger contact patch helps in sandy conditions.
Sandy Patches in the Roads
This was a road condition that I was poorly prepared for. The areas of my previous travel did not prepare me for this
challenge. Loose sand, up to about 30mm deep was handled with the normal riding skills. Look for firm ground and
reduce speed before crossing sandy patches. There were frequent deeper sandy patches that covered the width of the
roadway - probably 100 to 200mm deep. In these conditions, the "city" riding skills did not work. Trying to slow
down, once in the deep sand resulted in "snaking" or under damped left to right steering of the front wheel -
frightening to me. Slowing down before the sandy section was a good strategy. The 18 inch diameter front wheel
with relatively small grooves in the tread pattern, tended to plow through the sand. The push left - turn left
(precession) turning principle did not function in deep sand. Therefore the easiest path through the deep sand was a
straight line with the wheel pointed firmly straight ahead. Applying power to the rear wheel helped to transfer the
weight away from the front wheel. Sliding rearward on the seat also helped to unload the front wheel. Moderate
acceleration through the deep sandy section (starting from a slow speed) gave good results. If I found myself
travelling faster than I wanted to, (with sand depth increasing) I found that I could change down a gear, maintain
power to the rear wheel and still retain control while decreasing speed. Reducing power and trying to "coast"
through sandy sections (to reduce speed) gave unfavourable results.
Stony Roads
This became a welcome sight. They indicated a firm road surface, but an increased risk of tyre puncture.
Corrugations
Corrugations indicated a firm surface - at least on the high spots. Transferring weight to the foot pegs allowed the
motorcycle to pitch more freely - rather than poking and jarring me. The corrugations were created by vehicles other
than motorcycles - the resonant frequency of the corrugations was not a serious problem in my experience. Some
deep corrugations were more like potholes, that could be filled with or obscured by bull dust - exceeding the
suspensions capabilities. The roads had graded heaps at both edges and bull dust sometimes collect at the edges -
even though the edges looked smooth and level, they might be powdery dust- hiding road hazards beneath.
Loose Gravel
This was seldom present - the roads were usually scraped out of the local earth. In most instances a firm track could
be found through any patches of loose stone.
Curves
On dirt roads, curves tended to have the firmest track on the inside of the curve, loose material found its way to the
outside lane of the track. It was important to avoid deep sand on curves - since the safest path (for me) through deep
sand was a straight line.
Kangaroos
In the remote areas where trees and shrubs were close to the roadway, kangaroos were a common sight throughout
the day, They would rise from their shady rests and bound away, sometimes crossing in front of vehicles. Dawn and
dusk the wildlife is on the move and on the road.
Emus Emus are unpredictable and swift.
Livestock
Cattle seemed to be curious about the motorcycle, it was quieter than most vehicles in the area but still smaller than
yearling cattle. Cattle seldom moved off the road, so I slowed down and drove down the side of the road that had
more space. Sheep congregated together. Usually if one crossed the road, they all crossed the road - and made
every effort to do so before the motorcycle passed.
Summary
Choosing appropriate equipment and modifying behaviour to suit the conditions helped to make the tour more
enjoyable.