Thanks Luke! Glad you enjoyed your session with Edgar and feel the difference in your riding 👍🏻

Thanks for watching 👍🏻 What bike do you ride?

@@SedlakOffroadSchool A 2022 CB500X

Thank You 🙏🏼

Thanks Simon!

Thanks for watching 👍🏻

Thank You Steve 👍🏻 Time for us to get that ADV School in Portland scheduled for this summer.

Let me know how you feel once you tried it. Thank You 👍🏻

Thank You! Would be great to see you at one of our schools. Do you live in Southern California?

@@SedlakOffroadSchool Northern IL. When I am out that way I will make it happen. Cheers.

The main thing is that you can transfer your from 100% from one side to the other both quicker and smoother to manipulate the bike. Theoretically, the lean angle you would have to have to have your body apply a torque that is greater is more than you would think since most of the mass is centered on the body rather than at the tip of your head

@@Quinnjamin2020 The average head is 10 pounds. If the rider weighs 170 pounds and they can lean at least a foot away from the pegs the torque would be 95 ft•lbs versus 85 ft•lb that’s just a touch more than a 10% gain in torque. And that’s not including the weight of the other body parts (and gear like the helmet) that move with your head when you lean so it’s not that negligible. So it’s not much lean that you have to apply to increase the torque. Now like I stated you don’t need to do all of that; the torque you apply just by adjusting your weight on the pegs is more than enough to lean the bike how you want. Also the positives of being center and the negatives of leaning like stated in the video out way the increased torque especially when there isn’t a need to apply more torque in the first place to even start to justify leaning. I was already agreeing with the positives that you and the video stated; I just want to explain and provide a visual of why that is with my comment.

I've proven engineers wrong many times. Just because you are an engineer, doesn't make you an expert on this.

@@estro8817 Engineering "on paper" and the actual reality of things are sometimes two completely different things. I think I prefer to trust the guy that is actualy teaching and practicing this technique =)

@@estro8817your explanation really helped. Thanks!

Thanks Padu 🙏🏼

Thanks Robert 👍🏻

Let me know how it feels when you try it 👍🏻

Thank You 🙏🏼

Thanks for watching 👍🏻

Thank You Jim

Well... it isn't unique at all.

Yes, this technique will work for switchbacks as well. The more you can control the bike from a centered riding position, the easier it will be for you to get the bike to go where you want it to go.

@@SedlakOffroadSchool thank you for the quick response, I will try 🙏🙏

No. If you are trying to maximize turning aka take the smallest tightest circle (without drifting), that happens at max lean + slow speed. Normally speed naturally creates centripetal/centrifugal force, which is usually used to keep the bike in balance (as well as gyroscopic stability...). If you don't have speed, then nothing is counterbalancing your extreme lean - except your body. But if you are using this technique, your overall speed will probably increase into a flow state that avoids most slow full-lock situations. (eg take tight turns by intentionally slipping the rear/steering with the rear) Instead of being afraid and slowing down to take a turn slow and unstablized, you will naturally want to enter with enough speed to take the turn balanced.

I had some slow 360 turn clips with the bars on full lock for this video but unfortunately it was super windy that day and the sound was terrible. We will film some new clips next week and demonstrate this technique going slow and tight. Thanks for watching 👍🏻

still waiting detail video

Danke Jan! Was für Motorrad fährst du? Sobald der Frühling da ist, kann es los gehen für euch in 🇩🇪

@@SedlakOffroadSchool Eine T7, so wie du - leider in deutlich langweiligerem Terrain! Gibst du auch Kurse in D?

@@teneridertravels Gute Wahl 👍🏻 Ich hab seit ich nach Kalifornien gezogen bin keinen Kurs mehr gemacht in Deutschland. Könnte man aber ganz einfach anbieten, wenn genug Interesse da ist. Wo wohnst du in D?

@@SedlakOffroadSchool Im Rheinland zwischen Köln und Düsseldorf. Ich wäre auf jeden Fall bei einem ein- oder zweitägigen Kurs am Start! 🙂

@@SedlakOffroadSchool ich auch!

Thanks for the question. If you watch the sand road part closely I barely turn the handlebars. I drop my inside heel to initiate the turn in and then I lean pretty far forward while I accelerate which gets the back end to swing out. Once the back end starts to slide I transfer the weight to the outside foot peg by dropping my outside heel. You can see that at 5:43-5:49. I don’t move my upper body or my legs very much and just turn the bike by transferring the weight in my ankles and with the throttle. These low traction sand roads are great to practice this because it’s easier to get the rear of the bike to step out on acceleration. Please let me know if that explanation makes sense 👍🏻

@@SedlakOffroadSchool Thankyou for your clear answer. This hows that I've making some incorrect assumptions. I had a basic crash on a unsealed road corner as I am still learning dirt skills and I wanted to know where I went wrong in terms of technique. I've been riding on road for 17 years and assumed there would be differences but didn't realise there were so many! I am in Australia and fairly regional, so there aren't many trainers or schools within about 1600kms!

I'd like to know Sedlack's perspective on this. It seems very slow speed maneuvers require an increased lean angle of the bike. I'm counterbalancing above the contact patch with the bike leaning beneath an upright body.

@@omicrondec was thinking the same, you still keep your body centered over the pivot point - doesn't look that much upright then anymore ofc :D

He can correct me if I'm wrong, but I see this 2 ways: *1. Trading leverage for response time:* Peg weight allows for a fast ankle movement to apply a lot of force quickly. Hanging your body is actually more total leverage capable...at the cost of significantly more movement, time, and resulting effort. *Like a drunk riding a bicycle, the more delayed the response is - the more response is required.* Trying to move your upper body weight gets a doubled penalty: it already takes more effort to move your upper body, but also takes longer to do, meaning you have to move that even further... but now you are way out there, so to return to center or have to respond opposite takes even more time and effort... *2. It's a spectrum:* the closer to a flow state you are, the less input is required. The faster & more correct your response is the less response is needed to correct. So there is an optimal speed. *The further you get away from that flow state - the more you will have to compensate.* Eg go too slow, lose the flow. Balance and response time principles are still in play, but you no longer have momentum, gyroscopic stability, and trail helping. You have to compensate for all those manually. Eg go too fast: (street) and you won't be able to lean the bike past its max lean. To go faster than that tightness/speed, you will be forced to compensate by hanging your body off. (Also, street tires grip better closer to upright, so that's another competing factor to optimizing for minimal body movement) If you were in a competition for the absolute tightest, no-slip, slow speed turn, you are way outside a flow state speed. Minimal body movement gets thrown out the window in favor of absolute lean & bar angle. Still, fast response weighting is going to greatly improve your ability to balance. If you are riding on the freeway for 5hrs, you aren't going to stand the whole time. If something suddenly needs dodged, your weight is on your butt and you have too much gyroscopic stability. You aren't going to steer with your feet and slip the rear. You could literally *hop up and down on 1 foot peg with your full body weight and move **_only a few feet_** in your lane,* still mostly straight ahead. At that point, it's 95% pushing a bar forward. Every other response pales in comparison. (ps. Yes I have tried this with a 360lb light street bike. It's a healthy sobering realization that one's original plan of leaning to avoid an accident would have ended in failure if tested.

@@andrewstambaugh8030 The counterpoint we're making here in question to Sedlak has the upper body translating/moving through space a lot less than Sedlak's technique of keeping the upper body in line with the hips legs and ankles. Keeping the upper body in line with the mid and lower body requires the upper body to move further through space whenever the bike leans compared to keeping the upper body centered over the bike's contact patch. Keeping the upper body centered minimizes lateral translation of the upper body.

On corner entry you drop the inside heel and that will help turn the bike in. Once you have the bike turned in and you are making the turn, the pressure transfers to the outside foot peg as seen at 5:16. I ride with my heels pretty low in general to maximize the leverage in my ankles so it’s not as visible in that clip as it could be compared to someone that’s riding flat footed. Please let me know if that makes sense 👍🏻

@@SedlakOffroadSchool thanks for the info, much appreciated. I tend to ride in with the footpegs in the middle of my boot when relaxing, then slide back for technical sections. I like this approach, I'm going to try it out on the next few rides and try and adapt it.

A lot of ADV instructors teach outdated curriculums. Glad that you tried it yourself and felt the difference in your riding. Thanks for watching 👍🏻

If you turn really tight at slow speeds you can lean the bike over a little bit more but we practice to still stay centered on the bike. We will make a video of really tight u turns using this technique to demonstrate the technique soon.

​@@SedlakOffroadSchool really looking forward to that video! Dialing in balance techniques for low speed and technical maneuvers is what I'm trying to focus on right now.

Offroad no. You want to keep your body centered as much possible. Lean the bike not the body offroad.

@@rider65 I think you didn't read that correctly😉

That's different. In the case of a tight U turn, you need to dip the bike underneath you to tighten that turn. There's not enough speed to enact inertia, so if you lean with the bike, you'll fall. In this case, you need to counterbalance with your upper body as well and stay perpendicular to the ground for better control (that way the bike can easily weave for adjustments). At slower speed, the bike moves underneath you way more than at speed, so the upper body needs to compensate more. Look at the body position some of these gymkhana riders have (like the police cone competitions), for example.

We will film this technique in slow tight sections next week and make a video about it. It’s pretty much the same technique as long as you are standing up when you are making the tight turn. Thanks for the question! That makes it easier to decide what to film next week.

@@ApocalypseNouille Spot on.. appreciate your input..

What? No. If that were the case, why would knobby tires have KNOBS on the edge? 😂🙄 Lean the bike, keep your body as centered as possible. Try not to lean the body very much.

Not many riders with Graham’s talent and bike feeling out in the world. We focus on teaching techniques that will help the average rider be better, safer and more efficient on two wheels 👍🏻

Like I said in the video, keep an open mind and give it a try instead of just jumping to conclusions. Thanks for watching and leaving multiple comments 🙏🏼

Imagine telling an international pro motocross racer to "go watch motocross" 🤦🏻‍♂️😂

@@SedlakOffroadSchool i ride off road and i've been in races, im not just making a comment. I also follow certified ADV instructurs such as brend hiemer from enduro action team, bret tkacs and others, im involved in the sport and believe that technique is the bases of everything. Thats why i dont like missinformation and spreading bad habbits.

@@davidvelez6341 glad to hear that you are a fellow rider and that you believe in training and improving riding technique. The next time you are out riding just try this technique and see how it feels when you are on the bike. If you still feel like it’s miss information after trying, luckily there are many other channels on KZfaq providing riding technique tips for you to watch. We’ve helped thousands of riders over the years become safer and more efficient on two wheels and I’m confident in the techniques we teach. All the best with your riding 👍🏻

@@stevehughes_5733 there is a big difference between knowing how to ride and knowing how to teach. Completely different skills. That being said, im not saying he doesnt know hoy to ride, its obvious he does. There are a lot of excelent riders that are awful at teaching.