I appreciate the comment, 2 things: This technique specifically bypasses the millisecond you mentioned (if we are using the brakes for initial loading, we are WAITING-however long it takes-for the weight to transfer onto the front of the bike) and we also gain the benefit of additional TOTAL load from rider weight to add to overall braking force applied. I can't stress enough that this technique is really lost on anybody who is not already losing front wheel traction from traditional techniques (like what you described in your comment.) applied to bigger, heavier bikes where we are hard on the throttle and straight into threshold brakes in tight spaces. THINK ABOUT IT LIKE THIS: if you kept trying to go harder and harder on throttle, then harder and harder on brakes-trying to go faster and faster, but without expanding the area you are working withing, what would happen? Speeds would increase, more rear-shifting weight transfer would occur, and more braking forces would need to be applied to adequately slow down within our confined space. Eventually we would start to lose front end traction because we would not have adequate time for our brake application to provide meaningful front-end load...It's too much force, too much weight transfer, and not enough space to sort it out. At that point, using conventional wisdom and techniques (like the one you mention), we would be forced to either slow down (get off throttle sooner)-or expand the area we are working within. Well that was precisely the situation I found myself in during training days over the last year... All that said, you are not wrong- Generally, initial brakes generate load, with which we can add additional braking pressure. This is traditional braking wisdom and works on all motorcycles everywhere. So your description is spot on. But what I'm proposing is "what happens when we push past this? What can the RIDER do to generate EARLIER load BEFORE that natural load you mention by applying front brakes?" That's the idea. Yes its esoteric and unnecessary for most people, and in most situations, and with most types pf motorcycles. But I use it with great results, so I wanted to make sure I shared it for the 5 or 6 oddballs that will benefit from it!

@@RideIntoTheWind honestly, it’s just like anything else, play around with it long enough, and it starts to become second nature. Just take it slow and don’t worry about your destination, just enjoy the journey and before you know it, you’re gonna be far down the road.

And another point about sitting down. When we spoke on the phone a couple of years ago, you mentioned that not upsetting the suspension is very important. When you transition from standing to sitting right before the bike falls over, do you not upset the suspension even a bit? I think I know the answer: it's already loaded, so it's a no. There is an extra load that is being added to the rear when you sit down though, and that's what I'm curious about.

A stoppie is the result of so much load on the front of the bike, we are picking up the rear. This is common on sport bikes (short wheelbase bikes), however most touring/sport-touring bikes will simply lock the front or go into ABS (too long and low and heavy). That said, if that starts to happen, it would mean we have such great traction within our process that this technique would not become necessary to begin with. The main goal here is to re-gain front tire traction within a space that we are starting to lose do to harder inputs, meaning I am starting to lose traction as I push harder and harder within a pattern.. If I have so much traction that I generate a stoppie under brakes, then the front of the bike is loading adequately, and applying this technique would load the bike too much at that point. And sometimes surfaces are so grippy that I can generate a stoppie while seated mid-bike, so in those cases I never even use to this technique, as traction is clearly not a problem. As for your other question, YES we want to keep our chassis stable, and the primary benefit for this idea is maintaining traction. So in instances where we are losing traction, we need to explore the WHY behind it. Often its sloppy controls with on/off brakes/clutch and throttle that make the weight transfer shift around and upset the suspension-and ultimately our traction. In this case, however, the primary purpose is to adequately load the from of the bike as early as possible (NOT waiting for natural weight transfer from brakes) so we don't skid/ABS. So now, when once this is accomplished, and we have scrubbed speed and are ready to execute our turning movement , we will start to put ourselves back into the position we are familiar with for turning (sit down). But we will STILL have front end load due to braking forces, so as we begin SITTING back down, the suspension will still be solid and loaded over the front. Timing is key, but I would say that when you work this exercise, the natural weight transfer will guide you adequately as to WHEN to start sitting back down (By "natural" weight transfer, I mean the reduced braking forces-and thus reduction of forward-shifting force , as we ask the tires to TURN, in addition to just slowing while in a straight line). If this doesn't make sense, or it has shifted your fundamental appreciation for everything you know to be true, we can jump on a phone call and discuss further. But I would ask that you play around with it a little bit beforehand to give it a chance to communicate itself. Thanks! I appreciate the comments buddy.

@@PoliceMotorTraining all makes perfect sense and I can definitely attest to the differences the size and weight of the bike makes. I definitely had abs kick in or front lock up, when it didn't have enough load on my heavy Indian Chieftain. My KTM 690 Enduro has a much different feel for sure.

Gymkhana is a little different- More about carrying momentum, faster, more open spaces, smaller/lighter bikes. This particular technique would not work at all, either from a course-approach standpoint or a motorcycle standpoint- In other words, if I had my RT-P on a gymkhana course, I would be carrying more speed at greater lean angles (this would be my primary challenge to overcome-not threshold braking), so the equation would change altogether...I would definitely have to change my body-position thinking, but the thinking would NEVER lead to something like what this video covers...So I guess the long answer is "no" not really. Yes on its face it looks similar, but thats about it. haha.

@@PoliceMotorTraining Thanks. That’s great and helpful point about speed! Thx again. Good vids!

@@StayFreeMan just do your best to get your legs underneath you as much as possible prior to the front loading maneuver. Every little bit will help. Keep me posted and if you really start practicing it, I would love to see a short video and we can discuss from there, that will give me a better opportunity to see what’s going on.👍